Renault’s takeover of the Enstone team Lotus in collaboration with Alain Prost is indeed now “done”

RENAULT AND HAAS TAKE SILLY SEASON CENTRE STAGE

According to Bild, Nico Hulkenberg is staying with Force India beyond the 2015 Formula 1 season despite links to the new Haas F1 Team and the possible return of Renault as team owners. 

The German, who earlier this year won the fabled Le Mans 24 hour on his first attempt, was a candidate to move to Ferrari next year until Kimi Raikkonen was confirmed by the Maranello outfit.


Hulkenberg had also been strongly linked not only with the new American entrant Haas, but also with Lotus, particularly if Renault completes its takeover of the Enstone team.


It is being reported in England and France that Renault’s takeover of the Enstone team Lotus in collaboration with Alain Prost is indeed now “done”, with the F1 insider Leo Turrini saying an announcement is due this week at Monza.


But Bild says Force India will announce on Monday that Hulkenberg is staying put at Silverstone.


And it appears that the 28-year-old will also reprise his Le Mans effort next year, having attended the Nurburgring round of the series at the weekend in Porsche team gear.


Meanwhile, the Finnish newspaper Ilta-Sanomat claims that Haas is now “very close” to agreeing a deal for 2016 with Esteban Gutierrez, the Ferrari reserve driver.

The report said Gutierrez would bring at least €15 million in Mexican sponsorship backing.


A candidate for the other seat may then be American Marco Andretti, the son of former McLaren racer Michael, even though Haas has said it is looking for more experienced drivers.


“I don’t even know if I’m eligible for a licence based on the points system,” the Indycar driver admitted to the Indianapolis Star newspaper.


Elsewhere in F1, Mark Webber has urged Jenson Button to consider following him to Le Mans once his long grand prix career ends, perhaps at the end of this season.


“JB certainly can look at it,” the Australian, who now races for Porsche, told NBC.


“He’s certainly imminent for a decision. Obviously he will make one soon. He will do what he is happy with.”


It is believed Button’s exit from McLaren would re-open the door for Kevin Magnussen, with fellow junior Stoffel Vandoorne then stepping into the reserve driver role

WHITMARSH:“Although Kimi hates Ron [Dennis] with a passion, I always got on ok with him,”

RAIKKONEN WILL NEVER REALISE HIS POTENTIAL

Kimi Raikkonen never realised his full potential in Formula 1, according to the Finn’s former boss Martin Whitmarsh.

Whitmarsh, now involved in America’s Cup yacht racing, was Raikkonen’s boss at McLaren between 2002 and 2006, and he then tried to re-sign the Finn for 2010 when Ferrari ousted him.

“Although Kimi hates Ron [Dennis] with a passion, I always got on ok with him,” he told the British magazine Motor Sport.

“We were in negotiations [in 2009] with his management, but they were being a bit commercially ambitious, and then Jenson [Button] became available and it all fell into place, so that was that,” added Whitmarsh.

Raikkonen, the 2007 world champion and now 35 years old, was the centrepiece of the 2016 ‘silly season’ recently until Ferrari re-signed him for 2016.

According to the magazine, Maurizio Arrivabene has revealed that Raikkonen’s new deal is for only “one year – no option.”

Whitmarsh thinks Raikkonen never realised his full potential in F1, “Kimi is deeply frustrating in that he’s as smart as he is, and has all that pace – and it just pisses you off that he compromises it.

“He hasn’t realised his potential – and he isn’t going to now, which is a great shame. Very insightful, very dry sense of humour. I really like the bloke.”

La Gazzetta dello Sport reports that Raikkonen’s new one-year deal leaves the door open for Ferrari to sign Max Verstappen for 2016.

While Red Bull is pushing for a Mercedes engine deal next year, a split with Renault could actually mean a return to Ferrari power for Verstappen’s current team Toro Rosso, Gazzetta added.

It would be an ideal precursor to a full Verstappen-Ferrari alliance for 2017.

CLOSED COCKPITS IN THE SPOTLIGHT AFTER WILSON TRAGEDY

Formula 1’s governing body is to carry out more tests on devices that could protect drivers’ heads from flying debris of the sort that killed British IndyCar racer Justin Wilson.

Former F1 driver Wilson suffered severe head injuries at Pocono Raceway in Pennsylvania on Sunday and died in hospital on Monday.

The International Automobile Federation (FIA) has tested various solutions, including cockpits enclosed by a fighter jet-style canopy, since Brazilian Felipe Massa was hit on the helmet by a bouncing spring in Hungary in 2009.

While none have produced anything where the benefits clearly outweigh the disadvantages, new ideas have been put forward that might protect the driver without obstructing his vision or trapping him in the event of the car overturning.

An FIA spokesman said the new tests were planned before Wilson’s accident and would take time. Two new ideas, one from world champions Mercedes and comprising a ‘halo’ or hoop positioned above the driver’s head, would be tried out.

Formula One race director Charlie Whiting, the FIA technical head who is in charge of safety, said some sort of cockpit protection would be introduced eventually.

“We have to persevere,” he said. “We must make something, even if it’s not 100 percent in terms of protecting the driver under all circumstances. If it improves the situation, it has to be good. There must be a way.”

The debate on how to protect drivers’ exposed heads has been going on for years, and was revived after the death in July of Frenchman Jules Bianchi who suffered severe injuries when he crashed into a recovery tractor at Suzuka last October.

Brazilian former F1 driver Lucas di Grassi said on Twitter that IndyCar had to consider closed cockpits in the light of Wilson’s death.

“Canopies will be used in every single formula (open-wheel) series in the future. Not only for safety, but for aerodynamic improvement,” he said.

Bianchi’s former Marussia team mate Max Chilton, who has raced most recently in the U.S. Indy Lights series, agreed cockpits should be made safer in IndyCars.

“There is definitely room for making them closed cockpits,” the Briton told Sky Sports television.

“I think we can come around and design something where we are safer from debris and head-on collisions into tyre walls or whatever it may be and we can still get out. I think this (Wilson’s death) is definitely going to push that forward.”

HAMILTON IN HOT WATER OVER MACHINE GUN VIDEO

Niki Lauda ordered that a video of Lewis Hamilton firing a machine gun be removed from the reigning world champion’s social media accounts.

On Saturday, a controversy exploded when the video emerged depicting the Mercedes driver firing the weapon at a shooting range, just one day after news broke of a gunman opening fire on a passenger train from Amsterdam to France.

Briton Hamilton said a “friend” had posted the video, not him.

Nonetheless, it triggered outrage among some of his fans, but Hamilton played that down by insisting “There never is any good comments on there, to be honest, so it doesn’t really matter.”

But Mercedes team chairman and F1 legend Niki Lauda begged to differ, even though he defended the 30-year-old, whose lifestyle has been increasingly under the microscope recently.

“I know Lewis well and know that he means well,” Lauda told Bild newspaper. “But I’ll ask him to remove the video from the internet.”

The German news agency SID, meanwhile, quoted Hamilton’s boss Toto Wolff as saying: “Lewis is a rock star, but at the same time you also have to see what is happening in the world.”

The sportiest C-Class ever

Mercedes-AMG is setting another milestone in the brand's history: the new 2017 AMG C63 Coupe is the next step on the way to more technical and visual distinctiveness. The far-reaching technical modifications are evident at first sight: strikingly flared front and rear wheel arches, an increased track width and larger wheels give the C63 Coupe a muscular look while also providing a basis for highly agile longitudinal and lateral dynamics. The brand's typical "Driving Performance" is also taken to new heights with the C63 Coupe. The AMG 4.0-liter V8 biturbo engine, with 469 hp in standard trim or 503 hp in the C63 S, is a completely in-house development from Affalterbach. In addition, the sophisticated AMG RIDE CONTROL suspension with electronically controlled shock absorbers, the set-up of the AMG DYNAMIC SELECT transmission modes, the rear-axle limited-slip differential and the dynamic engine mounts have all been developed by AMG.

The C-Class is Mercedes-AMG's best-selling model and forms the backbone of the company's success. Since its launch in 2011, the C-Class Coupe has steadily gained significance, culminating with the C63 AMG Coupe Black Series. "The new AMG C63 Coupe embodies our conception of progress: It offers impressive longitudinal and lateral dynamics at an extremely high level along with improved fuel economy," said Tobias Moers, Chairman of the Board of Management of Mercedes-AMG GmbH. "In addition, we are making a bold visual statement with the muscular design. Our customers can therefore experience the progress with each of their senses: seeing, hearing, feeling and, above all, driving!" The Mercedes-AMG C63 Coupe will celebrate its world premiere on September 15, 2015 at the Frankfurt International Motor Show (IAA) and will be available in U.S. dealers beginning in the summer of 2016.

Fascinating design visualizes outstanding performance



The Mercedes-AMG C63 Coupe already fascinates at first glance with its impressive proportions. The expressive exterior design differs significantly from the Mercedes-Benz C-Class Coupe model, which shares merely the same doors, roof and trunk lid. The powerful 8-cylinder engine, together with the increased track width on the front and rear axles, calls for a redesigned front end and a model- specific rear assembly as well as new front and rear fenders. The flared wheel arches make the AMG Coupe 2.51-inches (64 mm) wider at the front and 2.59- inches (66 mm) wider at the rear, enabling the vehicle to hug the road better.

The larger wheel arches allow the use of wider tires, up to 10 inches (255 millimeters) on the front axle and up to 11.2 inches (285 millimeters) on the rear, contributing to improved lateral acceleration, traction and agility. Under the outer skin, the body structure has been reinforced in key areas to transfer and compensate for the extreme longitudinal and lateral forces the powertrain and suspension are capable of.

The 2.36-inch (60 mm) longer aluminum hood is adorned by two distinctive powerdomes, which are among the typical distinguishing features and underscore the muscular appearance. The extremely wide front section is characterized by large air inlets and precisely positioned aero flics. The low, arrow-shaped "twin blade" grill with AMG lettering visually lowers the vehicle's center of gravity. The typical AMG "A-wing" front spoiler is three-dimensional, also serving as an air deflector for the three cooling air inlets. Additional aero flics ensure an optimal flow of air to the cooling modules, while a front splitter at the bottom of the front apron helps reduce front-axle lift.



As a result of the newly designed body on the C-Class Coupe, no compromises were required with regard to the connection of the aprons and other components; every joint and light-catching contour blends in harmoniously with the overall design. The side line of the C63 Coupe presents an entirely unique profile thanks to large wheels which finish flush with the body on the far outside and unique side skirts. In the diagonal view from behind, the muscular line from roof to shoulder via the rear quarter panel and wheel cutout looks especially impressive, lending emphasis to the impression of an intricately modelled sculpture with alternating light reflections. In typical sports car fashion, the exterior rear-view mirrors have been mounted on the door rather than on the A-pillar.
Taking its inspiration from the S-Class Coupe, the completely redesigned rear end includes a diffuser insert, a feature typically seen in the world of motor sport. The two chrome-plated twin tailpipes of the AMG exhaust system are perfectly integrated into the diffuser. The special design of the laterally positioned, optical air outlet openings improves rear air flow, allowing it to break away with aerodynamically advantageous precision. Features such as the narrow rear reflectors reinforce the impression of width. The trunk lid includes a narrow spoiler lip in the form of a sharp blade. It not only looks elegant, but also significantly reduces the rear-axle lift.

Interior with superior perceived quality




Carefully selected, high-grade materials with a pleasant touch and precision workmanship produce a level of perceived quality that is rare even in higher vehicle classes. Numerous AMG-specific controls underscore the motor sport heritage. As an alternative to the standard sports seats in ARTICO/microfiber DINAMICA, Performance seats are also available, which offer occupants a lower seating position and more aggressively contoured bolsters for increased lateral support.





Top on performance




The AMG C63 Coupe occupies an exceptional status among the competition, being the only vehicle in the segment to boast an 8-cylinder biturbo engine. Mercedes- AMG thus meets the wishes of those customers who desire a combination of a highly emotional, unmistakable engine sound with torquey power delivery.

The driver also benefits from unrivalled performance: the C63 S Coupe accelerates from 0 to 60 mph in 3.8 seconds, and the C63 Coupe in 3.9 seconds. This makes the Coupe just a fraction faster than the Sedan - thanks to the wider tires and shorter- legged rear-axle ratios. The top speed is electronically limited to 155 mph on the C63 Coupe, and 180 mph on the C63 S Coupe.

New V-8 biturbo closely related to the engine in the Mercedes-AMG GT

The 4.0-liter 8-cylinder biturbo engine is already used in the C63 Sedan and in the AMG GT S sports car (with dry sump lubrication). This engine features two turbochargers positioned in-between the engine's cylinder banks, otherwise known as a "hot inside V." The main advantages of this design are the compact engine construction, optimal response and low exhaust gas emissions.

Exhaust system with flap technology for variable engine sound

The iconic V-8 engine sound was specially tailored for the C63 Coupe. A model- specific exhaust system with flap technology is equipped as standard. It is automatically map-controlled depending on the AMG DYNAMIC SELECT transmission mode, the power demanded by the driver and engine speed. The engine sound varies between a discreet note suitable for long-distance driving and more robust and emotional sound. Optionally available is the Performance exhaust system, which allows the exhaust note to be modulated at the press of a button.

Faster gearshifts: the AMG SPEEDSHIFT MCT 7-speed sport transmission



The transmission plays a major part in the direct and sporty character of the new Mercedes-AMG C63 Coupe. The AMG SPEEDSHIFT MCT 7-speed sport transmission impresses with its tailor-made dynamics and high variability. Whether automatic or initiated by the driver using the steering wheel shift paddles, upshifts and downshifts are executed noticeably faster than in the previous model. This increased response time is made possible by an even sportier set-up of the engine and transmission parameters.

Specially developed suspension for maximum lateral and longitudinal dynamics

The impressive agility and high cornering speed of the C63 Coupe are thanks to the completely redesigned suspension. A four-link front suspension with radial, racing- style brake connections is used with model-specific steering knuckles and a wider track, allowing for greater lateral acceleration. The rear axle has also been completely redesigned for the Coupe. The multi-link concept impresses with highly precise wheel control and increased stiffness. The AMG-specific rear axle carrier makes the increased track width possible; the contact surfaces of the wheel bearings were moved about an inch (25 mm) further towards the outside when compared with the Sedan. Other measures include AMG-specific wheel carriers, stiffer elastokinematic tuning and higher negative camber.
With the AMG RIDE CONTROL suspension with adjustable damping, the customer can choose between maximum sportiness and excellent long-distance comfort in three stages, all at the press of a button.
Rear-axle limited-slip differential: optimal traction for both road and track



For improved traction and vehicle dynamics, the C63 Coupe is equipped with a mechanical rear-axle limited-slip differential, while the C63 S Coupe comes with an electronic rear-axle limited-slip differential. Both differentials reduce the slip on the inside wheel when cornering without control interventions in the braking system, allowing the driver to accelerate out of corners earlier thanks to the improved traction. Other benefits include increased stability under heavy braking and improved traction upon acceleration. The model-specific, completely redesigned rear axle was specially adapted to the higher vehicle dynamics of the Coupe.

The greatest benefit of the electronic rear-axle limited-slip differential - installed as standard on the C63 S - is the even more precise and faster control, which further raises the critical limit of drivability. The 3-stage ESP® with "ESP ON", "ESP SPORT Handling Mode" and "ESP OFF" settings works in perfect unison with the rear-axle limited-slip differential and is optimally tuned for the C63 Coupe's outstanding driving dynamics.

AMG DYNAMIC SELECT transmission modes

The driver is able to influence the characteristics of the C63 with four different AMG DYNAMIC SELECT transmission modes, with the C63 S receiving the additional "Race" mode. The driver is able to choose a desired driving experience, from comfortable and economical to super-sporty, all from a controller to the left of the touchpad. An "Individual" mode can be configured by the driver, offering maximum customizability.

C63 S with dynamic engine mounts as standard



Unique in its segment, the C63 S Coupe – like the Sedan - is equipped with dynamic engine mounts. These help to further resolve the conflicting aims of comfort and dynamic performance. Soft engine mounts improve comfort, as they provide more effective decoupling of noise and vibration, however, handling and agility benefit from a generally stiffer mount set-up. Dynamic mounts are instantly and variably able to adapt their stiffness to the driving conditions and requirements of the driver. These measures enhance the vehicle's precision when driven dynamically. For example, the steering response and feedback are even more direct.

Safety of the highest caliber

The C63 Coupe offers a supreme level of safety coming standard with ATTENTION ASSIST drowsiness detection system and COLLISION PREVENTION ASSIST PLUS, which helps to prevent rear-end collisions. Many other optional assistance systems are available to increase both comfort and safety.

FotoshopMonday: Theophilus Chin Takes Stab at B9 Audi A5 Coupe

The new Audi A4 hasn’t even popped up at a show yet, and still renderings of its many expected variants continue to be shared by artists across the web. Today’s #FotoshopMonday is of the A5 coupe variety from Theophilus Chin.

Quite obviously, Chin uses the B9 A4 and the outgoing A5 as his most obvious sources for design inspiration. Event still, he takes a few liberties with elements like Bentley Continental styled rear fender arches and shaving the jagged underside of the B9 A4’s headlight.

Interestingly, Chin implemented a taillight design that stretches the width of the car’s rear much like the prologue concepts.  You’ll have to check out his website (linked below) to see that detail, though we’ll admit we’d be surprised if the prologue design language found its way onto the A5 already.

Of course the new A4 will drop in just a few weeks at the Frankfurt IAA motor show in Germany. Though not expected to debut alongside, the A5’s arrival is imminent and so we wouldn’t be surprised to see it appear before now and the end of the year. Test mules of the car are not uncommon at this point, which means it is close.




What can we expect from the A5 as far as improvements and hardware? One need only look at the specs of the new A4 to see. As with current B8 models, the A5 range is expected to mirror the A4 range in most drivetrain and equipment.

MERCEDES BOSSES SLAM VETTEL FOR ATTACK ON PIRELLI

Mercedes bosses Niki Lauda and Toto Wolff have jumped to the defence of Pirelli, after Ferrari driver Sebastian Vettel launched a stinging attack on the F1 tyre supplier following the Belgian grand prix

.Following the high-speed blowout that essentially ended Vettel’s outside shot at the 2015 title, Vettel slammed the quality of Pirelli’s tyres.

It was the second blowout of the weekend for a rear Pirelli tyre at fabled Spa-Francorchamps, following Nico Rosberg’s on Friday.

Vettel launched an attack on Pirelli via the media after the race, but he reportedly also accosted Paul Hembery face-to-face in the paddock.

There are differing accounts of what Vettel told the Briton, but Bild newspaper claims he said to Hembery: “Your tyres are extremely dangerous.”

Pirelli hit back in the form of an official statement, saying teams refused to accept a proposal in 2013 to set a maximum number of laps per tyre set.

“These conditions, if applied today at Spa, would have limited the maximum number of laps on the medium compound to 22,” the statement read.

And Hembery told the press: “I understand Sebastian’s frustration but Ferrari took a risk and it didn’t come off.”

While admitting Vettel’s one-stop strategy was aggressive, Ferrari boss Maurizio Arrivabene denied that it was unreasonably risky.

“We have an engineer from Pirelli – what do you think he is for? He’s not there to chew gum but to follow all the runs. We had zero warning. I can show you the paper,” added Arrivabene.

Mercedes team boss Toto Wolff, however, hit out at Vettel for pointing the finger so accusatory at Pirelli.

“It is understandable that Ferrari tried the strategy and that Vettel is sour,” he said, “but I have to defend Pirelli.

“It was a conscious decision by Ferrari to take a risk. We took measures after our puncture on Friday and even considered a third stop.”

Lauda agreed: “Ferrari should not complain if a risky strategy does not work out. What Vettel said about his tyre partner is not right and I would not accept it from one of our drivers.”

Christian Danner, a former driver turned pundit for German television, added: “Basically, Niki is 100 per cent right. As it is always in motor sport, when you go to the limit, it can go wrong for you.”

Not quite on his bosses’ side, however, is Nico Rosberg, who had the unexplained 300kph blowout on Friday.

After Vettel’s race incident, the Mercedes driver said: “Somehow we need to make it safer. So if they are not able to solve the problem in the two weeks before Monza, which again is very high speed, then we need to have something in place after that.”

Other teams are also concerned. Lotus engineer Alan Permane told Auto Motor und Sport: “If Pirelli tells us that the tyre lasts for 40 laps, then it should not fail after 28.”

SPA FP2: ROSBERG SURVIVES HIGH SPEED CRASH TO END DAY ON TOP

Nico Rosberg was unbeatable on day one of the Belgian Grand Prix weekend, which was not without incident at the daunting Spa-Francorchamps.

After setting the pace in the morning session, Rosberg was once again the man to beat in the afternoon as he hogged the top of the timing screens for most of the 90 minutes session.

However, around the hour mark the right rear Pirelli on the number six Mercedes appeared to delaminate before eexploding, sending the Mercedes spinning as it approached Blanchimont at high speed.

Rosberg did well to keep the car out the barriers as it spun up the road, and said afterwards, “It was not a nice experience. A 360 degree spin at 200mph is not something you expect at all.”

“Luckily I did not hit the wall. I didn’t feel anything before, there was no warning. There will be a big analysis. I was feeling quick before then, comfortable,” added the German whose best time of 1:49.385 was enough to keep him on top of the timing sheets, again (as in the morning) about a quarter of a second up n teammate and title rival Lewis Hamilton.

Red Bull’s Daniel Ricciardo and Daniil Kvyat were third and fourth respectively, suggesting something of a revival for the energy drinks outfit at the venue where Ricciardo won last year. Kimi Raikkonen was fifth in the Ferrari.

Earlier in FP1 Pastor Maldonado smashed the barriers in his Lotus, and shortly after Rosberg’s incident in FP2, Marcus Ericsson lost control of his Sauber and crunched into the tyre wall at Pouhon.

Report in progress…Belgian Grand Prix, Free Practice 2 – Friday, 21 August 2015

1 6 Nico Rosberg Mercedes 1:49.385 19

2 44 Lewis Hamilton Mercedes 1:49.687 +0.302s 23

3 3 Daniel Ricciardo Red Bull Racing 1:50.136 +0.751s 15

4 26 Daniil Kvyat Red Bull Racing 1:50.399 +1.014s 18
5 7 Kimi Räikkönen Ferrari 1:50.461 +1.076s 23
6 27 Nico Hulkenberg Force India 1:50.461 +1.076s 21
7 8 Romain Grosjean Lotus 1:50.489 +1.104s 21
8 9 Marcus Ericsson Sauber 1:50.709 +1.324s 18
9 12 Felipe Nasr Sauber 1:50.928 +1.543s 24
10 5 Sebastian Vettel Ferrari 1:50.940 +1.555s 23
11 11 Sergio Perez Force India 1:50.971 +1.586s 21
12 55 Carlos Sainz Toro Rosso 1:51.037 +1.652s 24
13 33 Max Verstappen Toro Rosso 1:51.117 +1.732s 25
14 77 Valtteri Bottas Williams 1:51.250 +1.865s 25
15 13 Pastor Maldonado Lotus 1:51.317 +1.932s 16
16 19 Felipe Massa Williams 1:51.588 +2.203s 26
17 22 Jenson Button McLaren 1:51.854 +2.469s 16
18 14 Fernando Alonso McLaren 1:52.570 +3.185s 14
19 28 Will Stevens Marussia 1:54.065 +4.680s 17
20 98 Roberto Merhi Marussia 1:54.253 +4.868s 14

Former Formula One driver Jean Alesi voices his opinion on Mick Schumacher's high publicity career.

By; CONNOR JACKSON

Jean Alesi is concerned about the attention Mick Schumacher is getting (Credit: ADAC Motorsport)

Former Formula 1 driver, Jean Alesi has expressed his concern over the heavy publication of Mick Schumacherand the large pressure on the young German’s shoulders.

The former Ferrari and Benetton F1 driver has seen his own son step into single-seater racing this year, after being included in the French F4 Championship. The young Giuliano Alesi managed two victories in his opening weekend of the season. After the second round at the Bugatti Circuit last weekend the young Alesi remains a championship contender.

However; the difference between Mick and Giuliano is the amount of media each driver gets. Jean Alesi feelsMichael Schumacher, would have taken a much different approach if he could be more involved in his son’s career. “I also understand the special situation that Michael is in now has had an effect on all of this attention — I think he (Michael) would not have allowed this media exposure.” told FormulaPassion.It

However; Alesi insisted; “There is no jealously, in fact for me Mick is like a child.” Many of the motorsport community will often be in contact with each other, with Alesi stressing the need for an equal playing field.

Media sources, such as Tuttosport have hailed Mick, proclaiming: “With his début, it is clear that the genes of his father have been passed on.” Showing the pressure he is expected to carry throughout his time in the ADAC Formula 4 Championship.

When Jean was asked why he decided to put his son in French F4 he said; “because there are no teams — the 20 cars are all operated by the French academy that launched [Sebastien] Bourdais, [Romain] Grosjean and [Jean-Eric]Vergne. So there are no excuses, it is the driver making the difference and not the team.”

MAIDEN FORMULA 3 PODIUM FOR ‘CALMER’ STROLL IN AUSTRIA

A calmer approach by Lance Stroll has resulted in a turnaround from the Canadian drivers season, resulting in his maiden F3 podium finish in Austria.

By: PAUL HENSBY — AUGUST 4, 2015





Lance Stroll took his maiden F3 podium in Austria (Credit: FIA Formula 3 European Championship)


Lance Stroll took his maiden FIA European Formula 3 podium finish at the Red Bull Ring last weekend, and admitted to calming down his driving after a number of high-profile incidents threatened to derail a promising career.


The Canadian Prema Powerteam driver, who is part of the Ferrari Driver Academy, clashed with Jagonya Ayam with Carlin’s Antonio Giovinazzi at Monza before another clash with team-mate Felix Rosenqvist and Mücke Motorsport’s Mikkel Jensen at Spa-Francorchamps, but has now put all his troubles behind him, and has finished as the top rookie driver in five of the past six races.


“The season started off quite well for a rookie,” said Stroll. “After Pau, starting at Monza, we had a bit of a downhill [run].


“Expectations started to get a bit higher. We saw we could maybe win a race and got a bit excited too quickly.


“Starting in Norisring I think I’ve calmed down a bit. I’ve learned from my mistakes and have come back stronger, getting some rookie wins and to finally capitalise with a podium, it’s a great feeling.”


Prema Powerteam Manager Rene Rosin revealed that the team and Ferrari had a long chat with Stroll to try and calm his driving down, but insisted the potential for good results was always there.


“He’s got a bit of pressure to show what he is capable of,” said Rosin to Autosport. “After the accident at Monza we had a long chat with him, and with Ferrari, saying he just needs to calm down.


“Even at Spa, before the accident, he was showing well. At the Norisring he was consistently in the top five, top six, in Zandvoort too.


“We always saw his potential. He was able to show us at the last few races what he is really capable of doing.”

BMW M6 GT3 Nurburgring

Alright, we've been bleating on about the BMW M6 GT3 a fair bit recently. But it's not every season a new BMW motorsport car is announced, is it? Combine that with the incredible way the M6 looks and hopefully you can understand the ongoing excitement. Then when the race car is competing we can begin discussing a road version...

How racing cars should always look!How racing cars should always look!Here is the M6 GT3 on track for the first time, battling with a half dry and half wet track at the Nurburgring. But then mean and moody conditions are easily matched by the car, the malevolent stationary look translating on the move too; see the profile shots and how much space the wheel/arch combo takes up. Stance and spoilers and you're half way there for a racing car!

Add caption

The noise is described as "incredible" by our photographers, which bodes well for when we all finally get chance to see it. A few sponsors are already on the car but we're no closer to seeing a livery yet. Well if the retro colours aren't to be seen on the Hommage R then why not for the racing car? Until there's more news - and we will certainly be covering it - enjoy the pics for now!

GREATER SAFETY ON THE NORDSCHLEIFE

The Nürburgring's legendary Nordschleife is to be made even safer, and speed limits are to become a thing of the past as of 2016. At a round table on "safety on the Nordschleife", capricorn Nürburgring GmbH (CNG) presented a comprehensive set of measures to representatives of the German motor sport association DMSB, the ADAC, the automotive industry, the organisers, teams, drivers and the region, finding wide approval. In the next step, an official application for renewal of the circuit approval, which is set to expire according to schedule at the end of the year, will be submitted to the International Automobile Federation FIA via the DMSB.

A serious accident during this season's first VLN Endurance Championship Nürburgring race at the end of March, in which a spectator sustained fatal injuries, triggered discussions about safety, as well as the unusual move of introducing speed limits on a race track.

After analysis: targeted measures

"Safety on the Nordschleife during races, but also during test drives of the industry and during tourist ride sessions, is our highest priority," Carsten Schumacher, managing director of Nürburgring operator CNG said at the round table on Monday, 17 August at the Lindner Congress & Motorsport Hotel Nürburgring. "Together with all those involved, we responded to the accident by carrying out a detailed analysis of the situation and compiling targeted measures to further increase active and passive safety, and especially the safety of spectators along the Nordschleife."

The safety of spectators in particular is the focus of the planned installation of additional safety fences in several track sections and a restricted zone in the Schwedenkreuz area. In order to increase passive safety, lines of protection are to be optimised by installing additional guardrails and FIA safety fences, for instance along the Döttinger Höhe section to better protect the adjacent federal road.

The renewal of the track surface, as a first step in the track section Flugplatz, will serve to increase active safety on the Nordschleife, which was opened in 1927. "Based on detailed measurement, we will renew the track surface in the Flugplatz section over a length of about 500 metres, smoothing out five bumps which are the result of years of high utilisation and heavy use of the Nordschleife," Carsten Schumacher explains.

Starting from November until the beginning of the 2016 season, seven of the 16 measures planned are to be implemented. "The unique character of the Nordschleife will be preserved. That's not only important for motor racing but also for the industry, which has been testing its vehicles on this unique race track for decades," says Carsten Schumacher, who also banks on additional technical measures on the part of the carmakers.

Hans-Joachim Stuck: "Effective measures"

On behalf of the 22 experts at the round table hosted by the Nürburgring, DMSB president Hans-Joachim Stuck, who was unable to attend in person, explained: "All parties want to preserve the Nordschleife and its uniqueness. However, we all know that we will have to improve safety. To this end, the Nürburgring as track operator has worked hard to devise a set of effective measures in great detail which met with broad approval at this round table." The participants also spoke in favour of successively implementing the measures in the next few years.

The Nürburgring will now submit the catalogue of measures presented to the German motor sport association DMSB in the form of an application, to be forwarded to the Circuit Commission of the International Automobile Federation FIA.

THE PROFESSOR NEARLY AN EIGHT TIMES F1 WORLD CHAMPION

Last week FIA published an feature on Alain Prost which is a refreshing submission by the governing body’s lethargic media department.

The feature provides an interesting insight into the man known as The Professor during his 13 years at the pinnacle of the sport and we reproduce it here in the hope that the FIA continue to delve into their archives and illuminate the present with the sport’s illustrious past.

With 12-and-a-half more points, Alain Prost could have been an eight-times Formula 1 World Champion and indisputably, therefore, the most successful driver to have ever walked the Earth.

As it is, he won four world titles; finished second four times, missing out in 1983, 1984, 1988 and 1990 by the tiniest of margins: two points in 1983, half a point in 1984, then three in 1988 – although he out-scored champion Ayrton Senna before having to shed 18 under that year’s ‘best 11’ rule. In 1990 he was a ‘yawning’ seven points off Senna.

By any measure, Prost’s F1 record is remarkable and he remains, 22 years after retirement, the sport’s second most-winning driver, with 51 grand prix victories to Michael Schumacher’s 91.

Yet for all the weight of achievement, the garlanded 13-season narrative of success, the joint lead role in F1’s most storied rivalry, he remains a hushed legend, a champion spoken about with the greatest respect, but not awe.

One whose elegant vitesse would routinely leave rivals floundering, allowing him to vanquish the toughest team-mates (Niki Lauda, Keke Rosberg, Ayrton Senna, Nigel Mansell), yet who rarely excited with feats of daring-do. That simply was not his style.

And he knows it: “People always liked Keke or Ayrton at the time, drivers who expressed their natural talent more in their driving style, rather than with thinking. But you can have both. Niki was called ‘the computer’ when he was racing. And why not? People forget that you can also be fast.”

“If you look at the statistics, you see that maybe Ayrton was exceptional in qualifying [65 pole positions] but he was really working on that. I worked more on the race set-up, so it makes a big difference. In race conditions with Ayrton I was never much slower than him. It’s just a different approach.”

As comfortable today in his 60-year-old, bean-lean skin as he was in his racing prime (though still with hungrily chewed nails), Prost is manifestly at ease with his canon, untroubled that his legacy was built on method, not madness. Even if that leaves him perhaps under-rated, under-appreciated and forever ‘the other guy’ in that three-season war with Senna.

He’s wryly amused at the notion that F1 should appreciate him more and you sense that while such ideas may once have troubled him, these days he’s well over it.

“I think I cared a little bit in the past,” he says, those somehow sad grey-green eyes looking momentarily distant, “but now it just sounds funny to me, you know. I am happy at least to be asked the question. You always have this kind of question about who was the best, who was the best driver, the best ever, or whatever..”

“Which is ridiculous, honestly, because you cannot compare. If you have driven in Formula One, especially with different cars, different teams, different ambience, you cannot compare the drivers and number of titles. So in a way maybe I prefer things the way they are now, especially as I’m getting older!”

Prost, still actively involved in motor sport though roles as an ambassador for Renault F1 and as a Formula E team owner, has surely earned the right to a little lofty perspective. He raced, after all, through the still-perilous early 1980s and emerged, a generation later, largely unscathed, unlike compatriot Didier Pironi who was seriously injured at Hockenheim in ’82 or friend Gilles Villeneuve who died at Zolder that same year.

“I was very close with Gilles,” Prost recalls, “and I remember him saying to me – it’s hard to believe, yes – ‘In Formula One you cannot hurt yourself.’ He believed this because he had a lot of huge accidents but never had physical pain.

“But me, in only my third grand prix, at Kyalami, I hit the steering on a kerb and I broke my scaphoid [a wrist bone], and I felt pain. And when you feel the pain, it was like ‘oh, shit, you can hurt yourself in F1’. And I realised that I had to be careful.”

Despite enjoying a justified reputation as one of the cleanest, least incident-prone drivers, Prost recalls a number of big accidents during his 1980 rookie year with McLaren. There were “huge shunts” in testing and practice although none of them resulted in serious injury. “I banged my head a few times though,” he smiles.

“In practice at Watkins Glen that year, I had a big one. After that I had almost two weeks at home in bed. No lights… I could not move. I realised then that whenever you lose a front wing or you lose suspension or whatever, you know you really need luck.”

The accidents two seasons later to Villeneuve and especially to Pironi, which happened during a wet German GP qualifying session, once again forced him to reflect on his approach to racing.

Prost, by then racing for Renault having become disillusioned with a pre-Ron Dennis-era McLaren, was the unwitting catalyst for Pironi’s career-ending wreck. Pironi was carrying out tyre evaluation and on a hot lap moved to pass the Williams of Derek Daly.

In doing so, he slammed into the back of Prost’s RE30 – invisible in the track-spray – launching his Ferrari 20 feet into the air. Pironi’s car slammed down and somersaulted, leaving him with multiple leg fractures.

“After that day,” says Prost, “I decided in wet conditions, with no visibility, I would do it the way I want. I said to [team boss] Gerard Larrousse, ‘Okay, you want me to continue, you want me to go back in the car very quickly. Give me 15 minutes.’ I was in the motorhome in Hockenheim for 15 minutes alone and I said: ‘Okay, no problem, I think you’re right, but I can tell you from today, I do what I want when it’s wet.’ People did not know that at the time, but I always did what I thought was reasonable.”

As with Lauda before him, Prost had concluded that certain levels of risk in racing were unacceptable and that his approach to on-track action would always be tempered by that rationale.

“From the outside, maybe you can’t understand. When it’s very wet, it’s only ‘a big heart,’” [Prost thumps his chest with a first, by way of emphasis] “and sometimes, maybe, it’s easier not to think too much. But it’s not only driving skill. When it’s a bit wet and very slippery, then yes. When it’s very wet it’s something different.”

“You choose either to do it or not. It’s not that you are either the master or the king when it’s very wet. Sometimes it’s only big heart that allows you to stay fast. Both Niki and myself were a bit like this. Why take a big risk when you cannot control it? That’s a big question.”

Prost crystallised this mindset even before he partnered with Lauda to form something of a McLaren ‘superteam’ for 1984. A classic pairing of ‘wily old fox’ with ‘young charger’, together at a McLaren re-imagined by Ron Dennis and tech Svengali John Barnard, they would essay a season of dominance: 12 wins from 16 races, five for Niki, seven for Alain, with the title going Lauda’s way. It would be his third and last and was won by a mere half-point.

Speaking to AUTO last year, Lauda recalled having to re-set his approach to the race weekend, faced with the prodigious speed of his ambitious young French team-mate.

“In the beginning I thought, ‘No problem. A Frenchman can’t be better than an Austrian. He will have no chance,’” said Lauda. “But he taught me a lesson, because in qualifying we had this stupid 600 horsepower more and qualifying tyres for one lap and Prost used it much better than I did. I could not catch him on a qualifying lap.”

“So I changed immediately my strategy and said ‘I’m going to work for the race from Friday to Saturday to make sure that my race set-up is better than his.’ And this made me in the end world champion – only because I was thinking how to beat the guy in another way, without just driving quicker.”

Prost studied the master that year and employed a more rounded skill set to take back-to-back titles in 1985-6.

“I learned a lot from Niki’s approach to the race,” he confirms, “particularly his mental condition. In 1984, for example, I thought that I was fighting Nelson Piquet, because most of the time he was on pole or very fast, so I thought my target was Nelson. But I was wrong and I learned a lot from that. For example, it’s better to finish fourth and get points and maybe go on to be world champion.”

The approach would be fundamental to his racing over two McLaren seasons alongside Senna, allowing him to out-fox his combative rival to the ’89 title, having already out-scored him in ’88.

Prost’s rivalry with Senna is probably the most documented in Formula One’s history and we decide, on this occasion, not to dwell on it, preferring instead to talk about their later relationship, which became close.

“Our relationship was really exceptional, you know,” Prost reflects, “especially compared to what we had when I was racing! And I promise you that I am sure relations would be very, very good if Ayrton was still with us. There is no question about that.”

Prost pauses for a moment to remember a peer who came to define his own career so sharply, through the most intense competition, and then continues in a tone of bitter-sweet affection: “It’s funny, maybe one week before the accident [Senna’s fatal crash at the 1994 San Marino Grand Prix] we were talking on the phone and I said to Ayrton, ‘You know, it would be funny one day if I had a team and you could be my driver. And we were laughing about that. We were talking at the time to buy Ligier already. At the start of 1994. That would have been fantastic, definitely very good.”

A Senna-led Prost Grand Prix team. Imagine the attention that would have attracted. Alas, the events of Imola ’94 prevented it ever coming to pass, although Prost did of course go on to become an F1 team boss, acquiring Ligier early in 1997 and racing that year (and on till the end of 2001) as Prost Grand Prix.

The team never fulfilled its promise, despite a handful of strong results, and Prost, sighing heavily, reveals now that he believes the project was doomed from the start: “Three months after I started the team we had some very good results and we almost won a race. But to my family and close friends I was saying ‘I’m dead’. I knew from the beginning. I knew… I know Formula One too well. I know the country too well. So my biggest mistake…”

“If I made one mistake, it was this. It would have been better not to have done it. I should not have made the decision to do it at the last minute. Two days before I signed the contract I did not want to do it any more. But we had a plan with Peugeot and a contract for five years of free engines with lots of development. Then they came back two days before I signed it and it was only three years and I had to pay for the engine… In the end, I was happy to stop.”

It was an inglorious coda to an otherwise stellar F1 existence, so better, maybe, to recall Prost the driver not Prost the team, and savour a racer who won grands prix with four different teams and titles with two. From all that success, through Renault, McLaren, Ferrari and Williams, which period stands out?

Prost is reluctant to compare teams, preferring instead to talk about his career as “a global picture”, but he can’t stop a smile at the memory of the 1986 Australian Grand Prix, in Adelaide, where he took his second title ahead of the far faster Williams-Hondas of Nelson Piquet and Nigel Mansell, having played a year-long strategic game to perfection.

Who can forget the image of Prost leaping of the ground in joy alongside his McLaren MP4-2C after the unlikeliest of victories? “We won not just as a team that day. It was more like a family,” he recalls.

Even this sublime moment, though, doesn’t represent the peak of Prost’s motor racing happiness. For that, he takes us back to his mid-teens and to mid-France, where an athletically gifted and football-mad kid called Alain Prost was proving to be a star rightwinger for his local club in St Etienne, with dreams of turning pro.

“In a way my biggest memory and something I am even more proud of is the start of my career,” he says. “I was very close to being a professional football player, but one day I went karting with my brother. I wasn’t interested at all. I didn’t want to go! But then it was like a revelation – like seeing a star. And I knew: ‘this thing is for me.’”

Over the next 18 months Prost worked ceaselessly, helping his dad with odd jobs, doing house removals, staying in at night to save cash, until he’d amassed 700 French Francs (around €100) – enough to buy his first go-kart.

“And from there I began,” he says, “just me, without any help from anybody to get in. And that, you know, after all this, is the thing I am very proud about.” A pause, then a final twinkle: “You know I was still playing football for my club when I started in F1? McLaren never knew…

HARTSTEIN: I BELIEVE THEY ARE LIABLE FOR BIANCHI’S DEATH

Former Formula 1 doctor Gary Hartstein has launched a scathing attack on officials of the sport’s governing body – the FIA – following the death of Jules Bianchi and even suggesting that the organisation is liable for what occurred on that tragic day at Suzuka.

His comments follow hot on the heels of those made by Felipe Massa, who said Bianchi’s death has united the drivers, and Felipe Nasr, who said F1 is still pushing to improve safety.

Hartstein, however, tagged both Massa and Nasr in a social media post on Twitter by saying the drivers should be focusing their attention elsewhere.

They “should start by demanding the firing of the medical delegate”, said Hartstein, whose relationship with the FIA has been acidic since his contract was not renewed at the end of 2012.

The FIA’s current medical delegate is Jean-Charles Piette (pictured below), but Hartstein said the medical commission’s chief Gerard Saillant is “even more clueless”.

Some of Hartstein’s tweets over the weekend were apparently deleted, but he insists that “Everything I said is factual and meant as such, not as insults”.

Nonetheless, he was scathing of Piette, insisting he is “responsible for the disastrous land-based evacuation of their [Massa and Nasr’s] late colleague.”


Hartstein said there should have been “no racing” occurring at Suzuka at the time of Bianchi’s crash as the helicopter was grounded and the estimated evacuation time to hospital was more than 30 minutes.

“And his [Piette’s] total lack of knowledge or experience in trauma care places them at risk every time they’re out” on track, Hartstein charged.

So until Hartstein’s concerns about the FIA medical team are addressed, he said Massa and Nasr’s “concern for their own safety rings a bit hollow. Start with the basics guys!”

Hartstein thinks the FIA could even be held liable for Bianchi’s death, “I expect that the Bianchis have been told that. I believe they [the FIA] are indeed liable.”

The New Yorker also aimed fire at the FIA president Jean Todt, quoting Hartstein saying, “The sport was not his agenda. He was his agenda. Even his road safety crap is all show, no meat.”

LEGAL TROUBLE FOR LOTUS CO-OWNER

Lotus’ troubles are continuing for now, amid ongoing reports of financial trouble and a potential buyout by Renault, deputy boss Federico Gastaldi said the Enstone team is braced for a Belgian grand prix weekend full of intrigue and “waffle”.

And now the latest piece of bad news has emerged. Andrew Ruhan, a wealthy property tycoon who is a part-owner and board member of Lotus, is embroiled in legal trouble.

Firstly, his divorce settlement with his wife is expected to be one of Britain’s biggest ever, according to the Sunday Times.

And a deal has reportedly been delayed “because of Ruhan’s involvement in a legal battle with former business partners” over a hotel chain, set to hit the High Court next year. Ruhan declined to comment.

Gastaldi, however, has played down the financial troubles swirling around Lotus, including reports of disgruntled suppliers.

“Most of the teams have some financial worries,” he is quoted by Speed Week. “The problem is that unlike Ferrari, Mercedes and Red Bull, we do not sell cars or energy drinks.’

“We finance through other channels, including the prize money and sponsor contributions. And at the end the team owner must also bring in money from his own pocket,” Gastaldi added.

DE FERRAN: F1 IS TOO PERFECT AND LACKS THE HUMAN FACTOR

It is the perfection of Formula 1 that is turning off the fans, according to the well-known motor racing figure Gil de Ferran.

The Brazilian, now 47, is best known for his success in American open wheeler racing, including titles and the Indy 500 win, but a decade ago he was sporting director of the F1 team BAR-Honda.

Ten years on, with F1 in a period of intense introspection amid a declining audience, de Ferran thinks the pinnacle of motor sport is a “victim of its own success”.

“Formula 1 will always be the top of motor racing,” he told Auto Motor und Sport. “But it’s too perfect. It lacks the human factor.

“Over the past two decades, huge investments were made in Formula 1 and everything has got better to the point almost of perfection. The aim has been to eliminate mistakes and mishaps.

“Now I wonder: is there anything left that is bad? When I look at the cars at the far end of the field, I have to say that even they look damn good.”

De Ferran says that perfection is in contrast to the 80s and 90s, which he thinks was F1’s best era as drivers struggled to tame the imperfect monsters.

“Any step back in that direction would be a good one,” he insisted.

“Even in my day, we all dreamed of the perfect race,” de Ferran continued. “Start from pole, do a good start, drive with no mistakes, take care of the tyres, lap the field and win the race.

“Unfortunately, the people don’t really want to see that,” he added. “But if you have everything you need in your hands to plan this perfect race, things get dangerous. This is the curse of the money that is in formula one.

“I do believe that today’s F1 drivers are still working hard for that perfect race, it’s just so hard to see from the outside. Maybe I can see it, because I raced for 30 years. But it’s difficult for the ordinary spectator.”

However, de Ferran thinks formula one should not despair too deeply, as it is still among the most popular sports in the world.

“When we are talking about the problems, everything is relative,” he said. “I drove into Silverstone on Friday morning and was stuck in a traffic jam — so the problems cannot be too great.”

So he thinks it would not be wise for F1 to start making sweeping changes, especially if they are based fundamentally on what the fans are saying in a recent spate of global surveys.

“Henry Ford once said that if he had asked the people what they want, they would have said ‘faster horses’. And if Steve Jobs had asked people what they want, no one would have told him the smartphone.

“What I mean is that although it is important to know how the fans tick, what you actually deliver to the people must be decided by those who run the business,” said de Ferran.

VERSTAPPEN TO REPLACE RAIKKONEN AT FERRARI FROM 2017

Red Bull driver boss Helmut Marko has played down the latest Silly Season speculation swirling around Formula 1 teen sensation Max Verstappen, suggesting the Dutchman is headed to Maranello in 2017 with Kimi Raikkonen set for a swansong with the Reds in

The Red Bull official, who heads the energy drink outfit’s highly successful young driver programme, has already denied speculation 17-year-old Verstappen is in the running for a race seat next year at Ferrari.

It was said Williams’ Valtteri Bottas was a shoo-in for that drive, but it is believed Kimi Raikkonen now stands a better chance of having his contract extended, having stepped up his form at recent races.

When asked about the older Finn’s 2015 form, Gerhard Berger said: “It’s difficult to say. Certainly Sebastian (Vettel) is a step ahead

“But what makes Kimi so likeable is that he is not at all political, he just tries to do his job as best as he can in peace. So together they are a good driver combination,” the Austrian and F1 legend told German-language f1-insider website.

Asked if Ferrari should keep him for next year, Berger added: “That’s Ferrari’s decision.

“At some point they will need to find someone younger. But it depends on when there is the ideal opportunity for that. Which is perhaps not right now,” said Berger, a former race winner for Ferrari and McLaren.

Indeed, the latest speculation is that Ferrari may simply stick with Raikkonen alongside Vettel for next year, before making a move for Verstappen for 2017.

“I find that very interesting,” smiled Marko, who has already said the young Dutchman will definitely still be driving a Toro Rosso next year.

“However, I know that Max has a long-term contract with Red Bull, which also includes 2017,” he added.

Car hackers is the new trend

Chevy is latest car breached by hackers

In the latest car-hacking exploit in a summer full of them, researchers from the University of California-San Diego say they've found a way to manipulate braking in a 2013 Chevrolet Corvette. The vulnerabilities may not be limited to that model. Cyber-security researchers breached the car's security systems via a device they had plugged into the Corvette's OBD-II port, and through that connection, they sent messages that could turn windshield wipers on and off and tamper with the brakes as the car drove at low speeds.

It's the latest in a series of car hacks that involve access to critical systems obtained via the OBD-II port, where drivers can plug in devices that provide anything from diagnostic information for mechanics to driving information for insurance companies. Last November, cyber-security engineers from Argus Cyber Security remotely controlled vehicle functions in a car that had a OBD-II dongle called a Zubie installed. In January, researchers from Digital Bond Labs found security holes in an information-tracking dongle popular with more than 2 million Progressive Insurance customers. Those came before prominent hacks unveiled in recent weeks, in which researchers remotely commandeered control of a Jeep Cherokee and, separately, showcased problems with GM's OnStar infotainment system.

Regarding the dongles that plug into the OBD-II ports, Stefan Savage, a Cal-San Diego professor involved in the research, tells WIRED that, "we acquired some of these things, reverse-engineered them, and along the way, found that they had a whole bunch of security deficiencies." Savage and others unveiled the latest study at the Usenix security conference Tuesday.

In a video of their exploit entitled "Fast and Vulnerable," they show how they sent SMS messages from a smartphone to the dongle plugged into the car's OBD-II port. From there, their messages accessed the CAN bus, a network on the car that connects individual electronic control units, which control dozens of vehicle functions. As they send the commands to brake the car, the driver of the Corvette notes "the pedal doesn't react to any pressure."

It's not the first time Cal-San Diego researchers have been involved in car-hacking research. Savage and others partnered with the University of Washington in 2010 and 2011 on a pair of landmark studies that outlined the vulnerabilities in modern cars and showed that car hacking is even possible.

A GM spokesperson could not be reached for comment Tuesday.

Laguna Seca operators try to fend off NASCAR firm

The Sports Car Racing Association of the Monterey Peninsula (SCRAMP), which currently managesMazda Raceway Laguna Seca, is now taking a grassroots approach in hopes of staying in control of the circuit. In an open letter, the group is imploring people to contact local politicians to keep the circuit from coming under the control of International Speedway Corporation, a company owned by NASCAR'sFrance family. County officials are seriously considering a change in administration at the track and already have a 90-day due diligence deal in place with ISC.

Mazda Raceway Laguna Seca sits on land owned by Monterey County, and SCRAMP has a deal with the government to manage things. Problems in attendance and the loss of the MotoGP race led the county's Board of Supervisors to start looking around for alternative leadership at the circuit. That was when ISC entered the picture, according to The Salinas Californian. SCRAMP didn't know about the search until June and was clearly upset.

The organization believes that the selection process is being kept hidden, and the county isn't giving equal consideration to all sides. SCRAMP argues that it's helpful to the community and switching to ISC would keep about $250,000 from nearby charities annually.

The county doesn't accept those claims, though. "Any actions on a new concession or track management agreement will be subject to a full public process at the appropriate time," Monterey County Communications Coordinator Maia Carroll said in a statement to The Salinas Californian. "The raceway will continue to be 'local' because Monterey County will remain its owner and continue the county's historic oversight of this important asset."
KEEP LAGUNA SECA LOCAL

The following is an open letter to the public from Gregg Curry, SCRAMP Board President:

Dear Neighbors and Friends,

The Sports Car Racing Association of the Monterey Peninsula (SCRAMP) built what is known today as Mazda Raceway Laguna Seca in 1957. Laguna Seca was created by a Federal Land grant to provide a safe and dedicated facility for racing. The land was originally a part of Fort Ord but was deeded to the county in 1974 to administer the land with a concession agreement to operate the facility with SCRAMP.

SCRAMP is a non-profit organization that has served the community for nearly 60 years, which annually donates more than $250,000 of its proceeds to 60-70 local charities and civic organizations. SCRAMP has grown from presenting a single motor sports event in 1957 to annually producing five major events which generate a $200 million economic benefit forMonterey County.

More than 300 local community members annually commit thousands of hoursvolunteering at Mazda Raceway Laguna Seca for the love of motorsports in Monterey County. We are a local, active and highly visible member of the community dedicated to bringing world-class racing events to the Monterey Peninsula -- benefitting our race fans, sponsors, charitable organizations and our community.

SCRAMP has invested more than $50 million in the Laguna Seca facility, and we continue to be committed to upgrading Mazda Raceway Laguna Seca to enhance the overall experience for spectators, sponsors, participants and visitors.

Since January 2014, the Monterey County Board of Supervisors has conducted closed-session meetings to discuss a new Concession Agreement without SCRAMP's knowledge. These closed-session meetings resulted in the Board of Supervisors entering into a 90-day due diligence agreement with International Speedway Corporation (ISC) to take over management and operation of the raceway. ISC is a for-profit, publicly traded corporation based in Daytona Beach,Fla., whose primary business is the ownership and management of NASCAR race tracks.

SCRAMP is requesting a fair and open process where we be given equal consideration to continue to improve and manage operations of Mazda Raceway Laguna Seca and that this process be held in the open with the benefit of public participation and review.

We urge you to contact your Monterey County Supervisor to support and request consideration of SCRAMP to keep revenue local for the benefit of our community and to continue the legacy SCRAMP established in 1957. We, your neighbors and friends, ask for your support.

For more information please visit www.mazdaraceway.com.

Sincerely,


Greg Curry
SCRAMP Board President


Monterey County Board of Supervisors:

District 1, Fernando Armenta
district1@co.monterey.ca.us
(831) 755-5011

District 2, John Phillips
district2@co.monterey.ca.us
(831) 755-5022

District 3, Simon Salinas
district3@co.monterey.ca.us
(831) 755-5033

District 4, Jane Parker
district4@co.monterey.ca.us
(831) 883-7570
(831) 755-5044

District 5, Dave Potter
district5@co.monterey.ca.us
(831) 755-5055
(831) 647-7755

JENSON AND JESSICA GASSED DURING BURGLARY IN FRANCE

While holidaying on the French Riviera, Jenson Button and his wife Jessica were victims of a burglary, in which gas was reportedly used to stun them.

Button’s spokesman told BBC: “Two men, who stole jewellery including Jessica’s engagement ring, may have pumped anaesthetic gas through the air conditioning before breaking in on Monday.”

“Two men broke into the property whilst they all slept and stole a number of items of jewellery including, most upsettingly, Jessica’s engagement ring.”

“The police have indicated that this has become a growing problem in the region with perpetrators going so far as to gas their proposed victims through the air conditioning units before breaking in.”

The spokesman added that the couple, who were with friends in a rented villa in Saint-Tropez, were unharmed but everyone was “unsurprisingly shaken”.

The Sun newspaper reports that valuables worth over €400,000 were stolen, and added: “Police have told Jenson they’re convinced the burglars gassed the house using the air conditioning units.

“Over the past five years it’s becoming an increasingly common way for top criminals to launch raids on expensive properties in the area without being disturbed. The burglars were in the same room as him and Jessica, rifling through all their drawers.”

“But they weren’t disturbed at all because the effects of the gas gives the burglars free rein. It was the same for their three other friends — they were all completely out of it.”

“The first they were aware was when they woke up groggy the next morning and realised the house had been turned upside down. It was a terrifying experience for them to know these criminals were actually in the room with them.”

Button, the 2009 Formula 1 world champion who currently drives for McLaren, is based in Monaco, about 130km along the coast from Saint-Tropez.

AL UNSER JR. AND HOW MEMORY FADES

The other day I was trawling the internet (as one does) and stumbled upon an interview with Al Unser Junior who in 1991 [corrected] had a brief flirtation with Williams during a winter test in Estoril, and it appears the sands of time have dulled his memory.

Little Al said of the experience, “It was great testing for Frank Willams! It was in December on 92’ [it has been verified the test took place in 1991] in Estoril, Portugal. I think the test came about because of my Indy 500 win. I never got to drive the active car [during the Estoril test] because I feel I was going too quick in the non-active car and they didn’t want me going faster than their drivers haha!”

At the time I was based in Cascais and could hear anything that happened at the Estoril circuit through my kitchen window and as a photographer for Reuters (and various racing magazines on a freelance basis) I would always pop down if the noise was unscheduled or part of the regular track schedule.

Because of this I did get to see first hand some interesting stuff as Estoril in the early nineties was a preferred destination for (often secret) testing by not only F1 teams but also DTM, sportscars etc.

Back to the Unser story… before I elaborate, let me put it on the record that I am a big fan of Little Al who at the time was 1990 CART Indy Car World Series champion – when CART was a big deal.

Williams then were at the peak of their powers, the mega-team of F1, and they called the shots. They agreed to have a look at Unser at a test in Estoril in mid-November of that year

Of course it was big news (for Reuters and the US media) that the Indy 500 winner was getting a shot at Formula 1. So I was assigned to stalked ‘Little Al’ around the paddock, and in true pro-American sports star style he was approachable, photogenic and full of good humour.

On track, counting against him was the fact that he had not sat in a single seater for around two months as the CART season ended mid-October, and was going to be measured against Damon Hill who was a testing machine – probably the best F1 test driver ever with huge mileage on his CV and also angling for a promotion to a Williams race seat.

In retrospect Little Al was simply not ready for, or uninterested in, the big task at hand. His fitness was simply not up to dealing with the forces and nuances required to race Formula 1 cars of that era, which were not the arrive and drive computer cars of today. You had to drive them and get physical, particularly if active suspension was not bolted onto the Williams F14 – which was the case during his time in the cockpit.

It was a long time ago and memory tends to fade, but I do recall quite vividly that Unser did not impress on track in what at the time was the choice piece of kit in F1, and ended over one and a half seconds down on Riccardo Patrese (in the same car) at a time when the Italian veteran was hardly at the peak of his career.

Williams were politically correct about the whole affair, but it eventually emerged that Unser had not impressed enough to warrant another look let alone be considered for a drive with the best team in F1 at that point of history.

In subsequent interviews with American journos Little Al claimed – the memory fades with time thing – that he was quicker than Patrese during the test, and the only thing between him and a F1 deal was a certain Patrick Head.

Unser told legendary American correspondent Gordon Kirby, “I was disappointed and a little upset. Frank [Williams] was very kind to me and I truly thought I had a shot at it. But from the time I landed I thought maybe Patrick [Head] was having a bad day because he just thought it was a waste of time.”

“I just wish I had known that earlier. He didn’t care about the lap times. I said to him: I ran a half second quicker than Patrese,” recalled Little Al, and added, “[Head] said: Patrese tests half a second slow.”

Indeed media reported after the test that: “Unser settled down to set respectable times on race tyres, and the team was impressed by the American’s approach to his first taste of Grand Prix racing.”

Shortly after word leaked out from Grove that Unser’s performance was actually quite embarrassing, his fitness woeful, feedback was dubious and he smoked! And the consensus among the Williams engineers was that Little Al was not taking the big opportunity seriously and thus did not deserve a go in the active car. Basically that was that.

And with regards to his claim that he was faster than Patrese, I would put down to Al’s memory being a tad clouded as it tends to get when we grow older. I for one am surprised I remember this stuff almost quarter of a century later!

These were the best lap times recorded during that Estoril test from 12 to 22 November 1991:
Damon Hill, Williams F14A – 1:12.21
Michael Schumacher, Benetton B191 – 1:12.75
Riccardo Patrese, Williams F14 – 1:14.28
Martin Brundle, Benetton B191 – 1:14.99
Al Unser Jr, Williams F14 – 1:15.90
Robert Moreno, McLaren MP4/6 – 1:16.75
Allan McNish, McLaren MP4/6 – 1:17.01

Note: Interestingly several sources have Al Unser Jr. (including himself) testing at Estoril in 1992 – it transpires the test took place in 1991.

Inside line by Paul Velasco