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U.S. Grand Prix track designer Hermann Tilke is not worried about the looming deadline to get work started — and completed — in Austin, Texas, in time for the planned 2012 race.

Tilke assuages fears in a story this week in the Austin American-Statesman, which continues to keep on top of the planned track’s construction. (I also assume that the specific online links to “Formula 1″ are new since the race site’s announcement.)

The story, basically, is a look at Tilke and his engineering firm. If you want to know more about him, check it out. If not, here are a few excerpts that hit on some popular F1B topics:

“Designing a track is always a new adventure. From the first draft to the first race, it usually takes several years of hard work,” Tilke said.

Tilke tries to design courses in a manner that challenges the racers as much as possible.

Although his firm is successful, Tilke sometimes attracts criticism for his work. Some fans complain that his courses are not fast enough or do not give drivers the chance to pass.

Tilke has a different opinion.

“Some races have a lot of action, others not. That is the same in every sport,” he said.

A track designer is obligated to build the course to be as safe as possible, he said.

FIA, the Paris-based governing body for world motor sports, mandates some track features in new courses, such as runoff areas for out-of-control cars.

“Racing is very dangerous, and nobody wants dead or injured drivers,” Tilke said.

And technical reasons can get in the way of what fans might demand.

“Fans always want fast curves,” he said. “But these curves are counterproductive for passing.”

In fast curves, the turbulence the cars produce — what racers call dirty air — makes it difficult for trailing drivers to pass. Slower curves are far better for passing, Tilke said: “For sure, you need fast curves. But for passing, the best design is to have a slow curve, a long straightaway and then another slow curve.”

So good to know he used “For sure,” too. I’m relieved.

There also is this:

Although Tilke has not been to Austin, he is excited about the Austin circuit, especially because of the hilly land. The 3.4-mile track has 20 turns and a maximum elevation change of 133 feet, meaning the course will include dips and crests.

“The third dimension comes into the game. This is going to be very exciting for the drivers and for the fans,” he said.

Now, if only Tilke could get the fourth dimension involved, we might have something really to cheer about.

He can’t mess this up, right?

We are aware that the Paragon in Woking is missing a kitchen sink. Should you have a dirty coffee cup, place it in the plastic bin next to the hole where the kitchen sink used to be. We have secured the use of the kitchen sink as a new upgrade to the MP4-25 for this weekend’s Japanese grand prix. The sink will be returned to its normal place should it prove unsuccessful ~ Management

It seems the folks in Woking are motivated. You thought the KERS unit was a heavy chunk of metal to put on a car, well now McLaren are throwing everything they have at this championship including the “kitchen sink” according to managing director Jonathan Neale. Telling reporters in a conference call today:

“We’re throwing everything and the kitchen sink at it. If we can pull a modification forwards, even if we’ve only got limited components, I’d rather have the drivers have that fraction of a second in lap time”, said Neale.

“We are running on the very lean edge of what we’ve got.”

The title battle is close and McLaren are far from out of the equation even with Lewis Hamilton’s two recent DNF’s. Hamilton is only 20 points adrift of Red Bull’s point’s leader Mark Webber and that could easily change over the next four races.

Neale said they are taking all the upgrades they had in Singapore two weeks ago and more. Apparently the kitchen sink too. I am not sure just how they will use the kitchen sink but perhaps it is part of an elaborate cooling system or even a driver rinse-and-spit system for hydration. The one issue has to be the beard shavings that get lodged in the bottom of the sink from Jenson Button’s scraggly face blanket and just who will bring the Liquid Plumber should it get clogged.

I suspect McLaren’s unorthodox approach to car development is exactly what saw such a massive improvement over the 2009 season with no testing. Further research has placed the “balltap, ballcock or float valve” of the Woking toilet as the key part that saw the team nearly claim another championship last year. It was combined with the Hello Kitty cookie cutters from secretarial-pool-temp Madge Gunderson’s baking set and a craftily placed Slip-n-slide on top of the Oaster blender that saw a 3/10’s performance gain.

Here is hoping McLaren can achieve what they set out for because Marge is currently using the cookie cutters for the McLaren championship party celebration preparations—it seems Jenson like Hello Kitty.

Many people have asked me about Parc fermé. What does it mean when we say that the cars are technically in Parc fermé condition and cannot be modified. How do they control that process? Do they put the cars in a special FIA “timeout” corner guarded by Herbie Blash for 48 hours? What can the teams do to the cars when they are in Parc fermé?

These are all great questions from F1B readers/listeners and I figured who better to get the answers from that Speed TV’s own Steve Matchett. As a former championship-winning mechanic for Team Benetton, Steve has seen the working end of the FIA process and spent years following the procedures. Like the true gentleman he is, Steve answered my questions in the erudite manner we have come to know and love. Here is Steve’s terrific explanation for all of you who have wondered:

The cars are (technically) in parc ferme from the start of Q1, until the race is flagged underway. The ‘technically’ is in brackets because the reality is that the teams actually keep their cars safe and sound within their own garages. The teams asked the FIA to allow this so that their garages wouldn’t be empty of cars post-qualifying (as this would be less than desirable for the teams’ commercial/marketing departments when they conduct garage tours for current and potential future sponsors). An FIA official is allocated to each car to ensure that no work is carried out to the cars during this time. Come 6:30pm the cars are locked away from temptation by being zipped inside big sleeping bags. The zips on these bags are then sealed with an FIA tamper-proof lead seal. These seals must remain untouched until Sunday morning, when another FIA rep’ opens the bags.

Should the team need to change any parts during the parc ferme period (due to accident damage for example), the teams are permitted to do so but each part removed from the car must be listed and presented to the FIA. If the FIA agree that these parts need to be replaced to keep the car reliable, then the team is free to do so. All of this work, however, is observed by an FIA official. Any new parts must be absolutely identical to those parts being removed (thus preventing any lightweight parts being substituted).

Another question that is often asked is, “how do they track the eight engine rule?”. The thought here is that the teams could have mystery re-builds if they have the engines so what prevents them from making changes without the FIA knowing?

Steve Matchett to the rescue! Here is how the FIA manages the 8-engine rule:

The eight permitted engines and the transmissions are also sealed with FIA lead-stamped tamper-proof seals. These seals must not be broken at any time without strict FIA observation. This, therefore, prevents any unseen rebuilds by the teams. Come the end of any race event all the engines and transmissions are sealed and they must remain sealed until the Thursday of the following race event when an FIA official will clip off the seals. If the FIA detect any unofficially opened (tampered with) seals, than that particular engine may not be used for the remainder of the season. Any unofficially opened/broken seal on a transmission will result in a five-spot grid penalty.

I hope this helps you understand just how the FIA manages the engine freeze, 8-engine rule and what actually happens to the cars in Parc fermé condition. It’s a process that has been spoken of many times but rarely explained and I am indebted to Mr. Matchett for his willingness to explain to all of us just how this process works.

Heading into his home race, Kamui Kobayashi gets the “Secret Life” treatment by Formula 1, and you will not be surprised that there are some gems to be found. Thank you, Kamui, for having a personality and not being able to count. (You’ll see.)

Here goes:

Q: Whom do you most look forward to seeing when you arrive in the paddock on a Thursday?
KK: The car – I’m always waiting for an update. And I have a look around what others have brought.

OK, so we all know Sebastian Vettel names his cars. This must mean Kamui does, too, right? Where is Maurice Hamilton when you need him?!

Q: Who is your dream date?
KK: There is nobody really. Probably it would be me, on holiday, without phone and internet…

I’ll just say I’m glad he explicitly says he’s without the Internet, or I’d have some worries. Say no more, say no more.

Q: Which film has made you cry?
KK: The Shawshank Redemption, the prison film with Tim Robbins and Morgan Freeman. For years it’s been considered the best film ever made. I’m sure I saw it five times.

Kamui, I know you use the Internet (see an answer below), so do me a favor and Google this: “Akira Kurosawa.” Get back to me after some time with Netflix. I mean, seriously. Shawshank?

Q: What are you afraid of – and why?
KK: 2012. According to the Maya calendar something dramatic will happen on our planet.

Sounds like Kamui will be gunning for the drivers title next year.

Q: Name five things that you hate?
KK: Carrots, cold, dirt.

Best. Answer. Ever.

Q: Do you have any tattoos or piercings?
KK: I have four tattoos. They don’t have a deeper meaning – I just liked the design. I am always curious about things, always have to try new things.

Q: What did teachers say about you in your school report?
KK: He is a very sporty pupil, but he’s not so much into studying.

While the rest of the Western world is getting Japanese tattoos that usually translate into “I’m a tool” or “I love pumpkin beer,” Kamui eschews that. He’s his own man. Also, he was a “sporty pupil.” I have zero idea what that means.

Q: What do you miss most about home when you are on the road?
KK: My bathroom.

Q: What was your worst buy?
KK: I cannot tolerate alcohol, but many times I order five or six bottles of champagne in a restaurant. And I used to buy a lot of clothes.

I’m right that these two answers are related, right?

Q: What was the first car or machine that you drove?
KK: A Toyota when I was 18 years-old. I bought it even before I had my driving license.

Kamui, check your contract. You aren’t with Toyota anymore. You don’t have to do the good employee thing for them at this point.

Q: What is the best thing you can cook?
KK: Everything. You name it and I am sure I can cook it – even without any experience. We have the internet and the internet shows you anything. I have cooked in the motorhome for a number of people.

Kamui, instead of Googling your next recipe (I bet you’re stocking up on Mexican dishes), type in “Akira Kurosawa.” Seriously.

And how is there no answer involving his hatred of sushi?

What’s everyone’s expectations for him at his home race?

Join Grace and me as we talk about Lotus, Virgin, Sauber, Porsche, Audi, broken bones, the college years, Red Bull cola, Formula 1, f1, Petit Le Mans and other things that can’t be missed. The best of a big, slow week.

Believe me, I was tempted to give Scott Speed his due and just offer you all his last 24 hours of Tweeting. Suffice it to say, since we last checked in with Mr. Speed he has grown up a lot.

As Scott might say, “Not!”

But I won’t subject you. Instead, we’ll give you a quick movie review from Speed TV F1 commentator, former F1 mechanic, author, mushroom hunter and friend of F1B Steve Matchett:

@MrSteveMatchett
Steve Matchett
Film Review; Wall Street: I now know why I’m destined never to be rich: for much of this film I had zero idea what they were talking about.
4 hours ago via web

Anyone else think Steve’s just setting us up for his superb, 140-word review of the Aryton Senna movie?

There are many great debates in Formula 1: Should F1 have legal team orders, should F1 allow in-season testing to return to the sport, should we give Michael Schumacher another chance? All topics of conversation around the virtual F1B water cooler (ok primarily the last one) however today I’m going to focus on one that doesn’t come up all that often: What to do with the blue flag.

Sure, Ferrari and McLaren don’t want to have their races mucked up by slow pokes but equally, it’s a race and doesn’t that apply to everyone and not just those racing in the front? Whether or not Formula 1 should continue to use blue flags to signal to slower backmakers that faster cars are coming is only part of the larger discussion of what to do with backmakers. Sure, all series have them but not all of them give them the blue flag treatment.

So today, Virgin’s “guy” Richard Branson (what is his official title anyway) supports a previous statement by Lotus’s Tony Fernandes calling F1 to eliminate the use of the blue flag. Funny that two newcomers that are only saved from being last ever race by HRT would feel this way, right? After all, its all about the overtaking man:

Fernandes:

Drivers are paid to overtake, whether they are back markers or at the front. I think it would be good for the sport to get rid of blue flags. In the days of Ken Tyrrell, he would never let any car pass. If it’s really hard for a world champion to get past a backmarker then I think it’s a sad day for racing. I think racing is all about getting past people and overtaking and adding a little bit of ‘je ne sais quoi’. You’ve got a driver saying it’s ridiculous that he’s lapping someone four times, so why should he be complaining about overtaking a guy that he’s lapping four times?

Hey Tony, are you new to F1? Have you watched a race? There is no overtaking. And it’s not like this rule was instituted yesterday either. Why not man up and tell us the real reason why you hate the blue flag: Because you’re guys are the ones being passed!

Branson:

It would be a lot more fun if they didn’t have blue flags. I am sure some of the more established teams would not like it, but it is a racing track and they should not have to be told to pull over. If that is what Tony is saying, I definitely agree with him. It doesn’t sound like racing – and it makes a bit of a mockery of the sport.

A mockery of the sport? Yeah I’m pretty sure you can’t pin that one on blue flags. Max’s sex-capades maybe, but not really the uses of blue flags. Was Virgin punished lately for not seeing the flag?

And then the article concludes with a bit by Virgin Racing’s CEO Graeme Lowdon:

We get a blue flag three seconds before someone approaches us, and at the moment three seconds is almost a lap and you have to let them by within four corners. So we have situations where our guys are pulling to one side and the car behind cannot catch up. It’s a massive compromise over the whole of a race. We do this graph of time against distance, and you look at the graph and you immediately see where the blue flags start because up to a point of the race we are there or thereabouts in terms of pace, but then it drops away. The issue is that you get the flags so early – and three seconds is quite a long time. And you have to tell your driver to let the guy past but you cannot speed the car up behind. It has ruined a lot of racing for us.

Wait, what’s this? Sanity prevails? Lowdon’s explanation makes perfect sense and isn’t really a call for eliminating blue flags but more the time between telling the backmarker to get out of the way and the arrival of the faster car.

So what do you think? Blue flags: yeah or no way?

Sauber announced today that it has signed Sergio Perez as their second driver. The 20-year old Mexican driver will line up alongside Kamui Kobayashi for Peter Sauber’s team in the 2011 Formula One World Championship. HEre is a short bio from the presser:

Sergio Perez has been a member of Escuderia Telmex, which supports racing drivers in various categories, for a number of years. He finished second in this year’s GP2 Series, winning four races – including the prestigious championship round in Monaco – in the process. Sergio began his career in Karting, where he won a total of five championships. He followed that up with two years in Formula BMW before moving on to the National Class of the British F3 International Series, where he won a still record 14 races. In 2008 he finished fourth in the International Class of the British F3 International Series. In GP2 Asia he became the series’ youngest race winner at the age of 18.

Sergio Perez:

“Formula One is the dream of every young racing driver. And now this dream is about to come true for me. Although I’m very much aware that this is also a big challenge and responsibility, I’m happy to accept that and am proud to be representing my country in the highest category of motor racing. I would like to thank Peter Sauber for the faith he’s shown in me and I’ll do everything I can to make the most of this wonderful opportunity.”

Peter Sauber:

“Sergio has been on a continuous upward curve over the past few years. He demonstrated his fighting spirit in races over the course of last season and proved that he’s ready to take the step up into Formula One. I look forward to working with him and am in no doubt that, in Sergio Perez and Kamui Kobayashi, we will have a strong driver pairing.”

Today Sauber Motorsport also announce the start of the team’s partnership with Telmex as the title sponsor for 2011.

Telmex is a corporation made up of Teléfonos de México, S.A.B. de C.V. and subsidiaries providing telecommunications services in Mexico. Telmex is headed by Mexican businessman Carlos Slim Domit who has had his eyes on F1 for several years.

Telmex Chairman Carlos Slim Domit:

“Sauber has been not only a very successful racing team but also a strong talent developer of some of the most recognized names in racing since their early stages as well as one of the most respected people in the sport. Their decision of having Sergio with them is very significant on his career to become a top driver representing Mexico. For Telmex and our racing project Escuderia Telmex it’s a great step forward, and we feel very proud to be able to consolidate these years of work for having a Mexican driver in F1 with Sauber Motorsport.”

Peter Sauber on the Telmex spnsorship:

“Telmex has been involved in motor sport for a number of years already and supports drivers in various race series. Now they are making the key step up into the top category of motor racing, and we are happy and proud that they are taking this step with us. Telmex is an outstanding company and represents a strong partner for our team. We are looking forward to a fruitful partnership.”

I have one word about the whole ordeal, German Nick Heidfeld had better start looking for a ride. While Peter Sauber has a long history with Heidfeld, it is apparently not strong enough to secure a future ride. This also weighs in on just what Sauber felt about Pedro de la Rosa being replaced for five races by Heidfeld. Much easier to swallow if Heidfeld was your man for 2011 but now that this isn’t the case, it doesn’t speak highly of the Spaniards talents and that’s a real shame.

It’s not a great day if you are a Nick or Pedro fan but sponsor dollars keep the machine turning and I assume neither Nick nor Pedro could bring the type of money needed to keep Sauber in the game. Carlos Slim can and has a mission to put Mexico back on the F1 map.

For Monday, October 4, 2010

As I am writing this and considering this week’s topics, I am in a bit of a “transition”. After an incredible Saturday at Petit Le Mans and Road Atlanta, my tired-but-happy (and perhaps a little sunburned) brain is moving from American Le Mans Series-mode back to Formula 1-mode.

So how convenient it was that two of ALMS’s star players, Audi and Porsche, announced this week that they may cruise onto the Formula 1 grid.

Would you welcome Porsche’s return to Formula 1? Would Audi be a good addition? If they joined F1, what would be the best role for each? Team or supplier?

What other motorsports series do you follow besides Formula 1? What could F1 learn from them to enhance your experience as a fan? And what could F1 learn from other sports leagues in general?

Looking ahead to the Japanese Grand Prix, can Fernando Alonso and Ferrari maintain their momentum for another win or place on the podium?

Who do you predict for the podium in Suzuka? Who will struggle? And who will surprise?
Finally, we’ll spotlight our driver of the week. Of course it’s only fitting to take a look at Japan’s own Kamui Kobayashi.

Join #F1Chat on Twitter this evening at 4 p.m. Eastern US/Canada, 5 p.m. Brazil and 9 p.m. UK. If you are new to the Twitter chat, follow the #F1Chat hashtag to track the conversation and add the hashtag to your tweets to participate. If you are not on Twitter tune in to the feed here and share your thoughts about the chat topics below.
A P.S.: It was great to meet Negative Camber and welcome him to Atlanta this week! Hope you caught and enjoyed the spirit of Petit Le Mans as much as we did!

The day-long battle between Peugeot and Audi rivaled some of the best motorsport duals in history. The race started like many battles with swords drawn and slashes taken. The bravado of driving for 1,000 miles as if each lap were a qualifying lap was astounding. Early race incidents for Audi cost them dearly as the Peugeot’s were consistently showing pace and durability––something that betrayed them at the 24 hours of Le Mans this year with mechanical failure.

Ultimately you could reduce this race to a balaclava. All the time, toil and resources equalized by a simple under-the-helmet head cover that Dindo Capello struggled with approximately mid-race. As he entered the esses, the balaclava slipped down over his eyes temporarily blocking his vision and forcing him to pit so veteran teammate Allan McNish could take over driving duties. That unscheduled stop placed the team a lap down and was nigh on impossible to make up given Peugeot’s stellar pace.

The dual had been close the entire day with Audi and Peugeot trading the lead with each pit stop and Audi beating Peugeot in the pit stop times. This left many Audi team members wondering what might have happened if the balaclava had not decided to assault Capello and foiled Audi’s race. The race, quite honestly, was insane! The lap times being set by Audi and Peugeot was on record pace and the cars were never more than 20 seconds apart from each other lap for lap. It was boiling down to a tactical battle of pace, skill, pit stops and brain power. It was going to be epic in scope and result.

This, as they say, is racing and anything can happen. Balaclava or not, Peugeot was the best LMP team today taking their second Petit Le Mans win in a row. The French team is making a habit of unseating Audi as the dominant force in LMP class sports car racing with their 1,2 victory at the Petit LeMans today. They were there at the finish even after some dodgy moments themselves. They faced Audi lap for lap and matched the pace with stellar drives from Franck Montagny, Anthony Davidson and Marc Gene. Stephane Sarrazin who brought the number 08 Puegeot home for the victory but he nearly cost them the race with a suspect passing move early in the day.

Peugeot have come of age in the world of sports car racing and have risen to the challenge offered by the world dominating Audi. They called Audi’s bluff, matched their tactical skills and outpaced them as well as pounced when the Audi stumbled. It was precision work from a team who has served notice that they are here and willing to take on all comers. Audi was looking for redemption this weekend and only found remorse while Peugeot earned a well-deserved victory and convincingly so. It should lead to an interesting race in China in three weeks time.

The GT2 class battle was anyone’s game for the entire day. Risi Competizione certainly seemed destined to take the victory with car 61 as drivers Jaime Melo, Mika Salo and Giancarlo Fisichella were setting a blistering pace all day. Then disaster struck. The GT class leader #61 came into the pits at 4:49 pm while pits were closed to GT cars for urgent refueling (5 seconds worth of fuel allowed under regulations).  Unfortunately due to a team communication mix up, drivers started to effect a change over.  This was stopped, and the team pitted again 5 minutes later for full driver change and new tires.  The team was given a 60 second penalty for servicing in a closed pit. Fisichella said:

“I had a problem with the fuel and the engine stopped as I was coming through Turn 10.  I was lucky to be coming towards the pits so I came in for the 5 seconds of fuel.  But then I had to come back again to change drivers and tires.  It was a shame because until then we were leading and it was going very well.  The handling was good and the Michelin tires were fine – everything was good until the stop but the race is long so we shall see what happens.
The sister car picked up the slack and had sure victory until running out of fuel on the last lap handing Corvette the victory. A amazing finish that also delivered manufacturer and team championships to the BMW team. Anything can happen in racing and today it did.

Leading the P2 class is none other than ALMS veteran David Brabham in the HPD ARX car. The closest competitor was 2 laps down but that doesn’t negate the terrific drive and performance by the Patron Highcroft team.

Results:

P1

08 Stephane Sarrazin Peugeot
07 Anthony Davidson Peugeot
7 Tom Kristensen Audi

P2

1 David Brabham HDP ARC-01c
6 Klaus Graf Porsche RS Spyder
35 Jacques Nicolet Pescarolo P01 Judd

GT 2

4 Oliver Gavin Chevrolet Corvette ZR1
01 Dominik Farnbacher Ferrari 430 GT
62 Toni Vilander Ferrari 430 GT

LMPC

95 Marco Werner Oreca FLM09
89 Kyle Marcelli Oreca FLM09
52 Luis Diaz Oreca FLM09

GTC

63 Andy Lally Porsche 911 GT3 Cup
54 Jeroen Bleekmoien Porsche 911 GT3 Cup
77 Andrew Davis Porsche 911 GT3 Cup