McLaren-Mercedes MP4-23

Ferrari 312 B3S ‘Spazzaneve’

Tyrrell-Cosworth 006

Tyrrell-Cosworth P34

Stoner feeling fit and ready for Sunday challenge

The Ducati Team rider overcame some set-up problems in qualifying on Saturday afternoon to take second place on the grid, and says the heat is not affecting him at Catalunya.

Casey Stoner is prepared to push on for a second podium of the season at the Gran Premi Aperol de Catalunya tomorrow after taking a front row starting position, thanks to a late fast lap in qualifying on Saturday afternoon.

The Ducati Team rider struggled with the set-up of his bike for some of the session and encountered some traffic on track, before managing to set a best time of 1’42.410 to ensure he gives himself the best chance of success in the race.

“We only got one soft tyre in because everyone was holding us up. We had to leave it to the last minute really to do that fast lap but in general we’ve been pretty happy and consistent with our race tyres,” said Stoner.

“We struggled a little bit this afternoon trying to get some pace but we tried a few too many things and got a bit confused and it wasn’t really in the right direction,” he continued. “We feel that we can put up a bit more of a challenge. My fitness seems pretty good so we’re just going to have to wait for the race tomorrow. But qualifying was to be expected and we thought we could go a lot faster than that.”

With the air temperature reaching 35ºC and the track 53ºC there were some who struggled with the hot conditions, but Stoner was not one of them.

“For myself it’s not too bad,” he stated. “I don’t know if I’m doing a little better than everyone else and I’m sweating now because I’m under the lights! But when we were out there it didn’t seem too bad and we were doing some laps. I would have liked to have done a bit of a longer run and been a little more comfortable with the bike, but in general everything feels pretty good and I don’t feel like it’s the hardest race like everyone is going on about. I think there have been a lot worse than this!”

Second row for Repsol Honda

Dani Pedrosa and Andrea Dovizioso qualified in fourth and sixth places respectively for the Gran Premi Aperol de Catalunya.

Repsol Honda riders Dani Pedrosa and Andrea Dovizioso will start from the second row of the grid in tomorrow’s Gran Premi Aperol de Catalunya after a swelteringly hot qualifying session at the Montmeló circuit today. Pedrosa’s best lap was good enough for fourth place and was just 0.080s from giving the Spaniard a front row start at his home race, while Dovizioso’s time was a further two-tenths back and secured sixth place and the final spot on row two.

Pedrosa set a series of fast, consistent laps in the morning session and finishing in second place just 0.050s behind the leading time. He improved his pace further this afternoon, in spite of the soaring temperatures which hit 35ºC ambient and 53ºC at the track surface, but in the increased heat, grip was once again the elusive ingredient and the Spaniard continued to lose a little time in the final section of the lap. Pedrosa and his crew are confident that adjustments in t he warm-up and the correct tyre choice can give him a good chance of battling at the front tomorrow.

Dovizioso spent much of the qualifying session in second position before being nudged backwards in the closing minutes. The 24 year-old Italian established a good race set-up however and he too is confident of his chances in the race. Dovizioso has qualified in sixth position on two previous occasions this season - at the first race of the year in Qatar and at the last race at Assen - and each time he has finished higher in the race. In fact, on average Dovizioso’s race finishing position this season has been three places above his qualifying position - a trend which would see the Italian on the podium for a fifth time this year if it continues tomorrow.

Dani Pedrosa:

“The second row is not perfect but anyway, the position is not a big deal and to be fourth is ok with the lap times so close here. Today we've been trying the tyre options to check which will be the best ones for the race. It will be a tough race tomorrow because of the heat, and also because of the level of our rivals. Also managing the tyre performance so that we can lap consistently at 1’43” will be critical. We need to work a little more on the chassis set-up because this morning I felt better than this afternoon. Anyway, we are better than we were at the last race in Assen in terms of qualifying performance, and we had a strong race there. I'd like to be on the front row and I think it was possible but on my penultimate lap I made a small mistake and this cost me the chance. T4 is still my weak point in the lap - the last hard braking point in particular. We will try to find some thing in the warm-up to fix this. Obviously I want to have a good race in front of all the people who will come to support me and we'll certainly be going for it.”

Andrea Dovizioso:

“I’m satisfied with the race pace and I think we are ready for tomorrow. The second row is not the best position to start but being on the front two rows is the important thing. Also, we were using the hard Bridgestone tyre at the end of the session so this qualifying position doesn’t truly reflect our potential. For the race there are many riders with a similar pace and we will have to see how the tyre performance goes tomorrow in these hot conditions and manage our race well. Today we started the session with the soft tyres to see how they affected the pace and rhythm and I think we will use the hard compound tomorrow because it’s really too hot for the soft ones. We need to adjust the electronic controls because the bike is sliding quite a lot - due to the characteristics of this track and also because of the heat. I’m looking forward to the race tomorrow. I really like this track and the atmosphere is always fantastic here.” www.motogp.com

Lorenzo on pole after pulsating Catalunya qualifying

The Fiat Yamaha rider secured his third consecutive pole position in a fantastic session which saw the order change many times. Casey Stoner and Randy de Puniet will complete the front row for Sunday’s Gran Premi Aperol de Catalunya.

 

Jorge Lorenzo put in a strong end of qualifying run to take pole position for Sunday’s race at Montmeló, coming out on top in an hour-long battle for supremacy in the session. The Fiat Yamaha rider’s best time of 1’42.046 ended up placing him 0.364s clear, but only after top spot had changed hands a number of times.

Second position was Casey Stoner’s after the Ducati Team rider overcame what was a clear dissatisfaction with his bike to move up several places on his 19th of 21 laps. The Australian did take first spot with his time of 1’42.410, but only momentarily as Lorenzo hit back with his penultimate lap.

Completing the front row after another superb QP will be Randy de Puniet, and the LCR Honda rider’s consistency throughout the session was impressive. The Frenchman led until ten minutes before the end when the battle heated up, eventually timing a further 0.102s behind Stoner to make it three front-row starts in succession.

Repsol Honda’s Dani Pedrosa also made a late surge and he climbed onto the front row for a few minutes before finishing fourth, just eight hundredths of a second off De Puniet in a breathless final few laps. Ben Spies also made a charge at the end of the session and improved his standing considerably, the Monster Yamaha Tech 3 rider following up an impressive day one practice with fifth place on the starting grid.

Andrea Dovizioso completed the second row as he took his Repsol Honda round in the sixth best time. Loris Capirossi will have been pleased with the marked improvement on the GSV-R of the Rizla Suzuki team as he placed seventh, with rookies Marco Simoncelli (San Carlo Honda Gresini) and Álvaro Bautista (Rizla Suzuki) also taking third row places, the latter securing his best qualification so far this season.

Colin Edwards (Monster Yamaha Tech3) and Nicky Hayden (Ducati Team) were 10th and 11th respectively. Aleix Espargaró (Pramac Racing) had finished the session in eighth, but his final lap was cancelled after Race Direction deemed he had cut the track between Turns 1 and 2, meaning his reclassified position was 12th.

The Gran Premi Aperol de Catalunya MotoGP race gets underway at 2pm local time on Sunday.www.motogp.com

Aleshin aims for F1 test with Renault

Mikhail Aleshin currently leads the World Series by Renault championship. The Russian talent leads the championship ahead of Red Bull's Daniel Ricciardo. Aleshin enjoyed his first laps on track with a Formula 1 car last month. The experience now motivates him even more to win the championship and earn himself that day of testing with the Renault F1 team.

Speaking about his day of action at Magny-Cours Aleshin said: “I have driven in many different single seaters in my career and honestly, nothing compares to an F1. I think that the grip around fast bends and the braking power are the two most impressive aspects. I know I stayed far away from the limits of the car, I need to drive more, in order to gain a full understanding of how an F1 works, but this experience gave me the chance to get pretty comfortable aboard this race car.

“It confirms me in my desire to get into F1. It motivates me even more to win the Formula Renault 3.5 Series so that I could get to do a real test with Renault F1 Team.”

Speaking about his position as championship leader in the 2010 World Series by Renault season he said: “The season has actually got off to a very good start. I didn’t do too well in some of the races and I suffered a bit at Brno, but in general I have shown my potential and the potential of the Carlin team. I am really satisfied with the way the team works. Everyone is extremely focused on winning, this really helps the drivers to race in good conditions. www.gpupdate.net

Hamilton looking forward to home crowd support

Next week's British Grand Prix will be Lewis Hamilton's home Grand Prix. The Briton will travel to Silverstone as Formula One's championship leader and he can't wait to enjoy the enormous support from the British fans.

“The Santander British Grand Prix is the halfway point in the season, and our whole team is really hungry for success. After spending most of 2009 out of the hunt, I can tell that everybody is really fired up, particularly for this weekend, where we’ll be performing in front of a home crowd, and all our friends and families. It would be amazing to score another great result at our home race.

“We haven’t raced on this Silverstone configuration before – I’ve looked at the track map, and I’ve seen some onboard footage, and I like what I’ve seen. It still looks fast and sweeping – even the new corners look medium- to high-speed, which is what you want around here.

“To be leading the world championship going into my home race is a fantastic feeling – I know very well the effect of people-power around here – in 2007, when I got pole position, I vividly remember driving around on my slowing-down lap and I could hear the noise of the crowd over the engine. And in 2008, in those terrible, wet conditions, nobody lost heart or faith, and they kept waving their flags and banners for me on every single lap.

“When you see that kind of dedication, you know you’ve got to repay it. And that’s why I go to Silverstone absolutely determined to get a great result; to make 100,000 people proud of our team and our country.

“The Santander British Grand Prix is one of the best races of the year – it’s going to be a brilliant weekend. Bring it on!" www.gpupdate.net

Audi repeats: No interest in Formula 1

Audi is not planning to be Formula 1’s second German manufacturer alongside Mercedes-Benz, the Ingolstadt-based company has stressed. The news quashes rumours in the country’s press that the company may be considering the move.

At present, just two car manufacturers are involved in F1 in their own right – Mercedes and Fiat, with the latter racing under its Ferrari marque; despite hearsay, Audi wishes to reiterate that it will not be seen on the grid alongside them. 

We believe Formula 1 is not suitable for Audi - at least not with the technology it currently uses, which has no relevance to the development of our production vehicles,” Wolfgang Ullrich, head of Audi Motorsport, explained to German press agency SID.

Although word has already been killed off in the recent past, Audi’s superb 1-2-3 result in last month’s Le Mans 24 Hour race has sparked off speculation once again.

“Besides the fact that we still have to win at least seven more times to get to the top of the all-time Le Mans victories table, we still see Le Mans as the best platform to test and demonstrate new technologies in motorsport,” Ullrich added. “It’s more authentic than any other type of racing.”

Hamilton disappointed to miss fight for win

Lewis Hamilton’s European Grand Prix drive-through penalty confirmed that any chance of challenging Sebastian Vettel for victory was lost. The Englishman was instructed to come in by FIA-appointed race stewards following his pass on the Safety Car.

Although the Safety Car overtake may have been marginal, overhead television camera angles do confirm that Hamilton drove by the Safety Car once past the line which marks the end of the pit lane, leaving the McLaren driver to ponder what might have been. 

“The penalty meant I didn't really have an opportunity to take the fight to Sebastian,” said Lewis. “Obviously, you can't change something once it's done, but I think we could have had a pretty good scrap at the front. I think I could have pushed him.

“Okay, passing around here is a different matter, but I'd like to think I might have been able to pressure him either to make a mistake or perhaps to put his car under too much mechanical strain, but it wasn't to be.

“I came away from Valencia still in the lead of the championship, having extended my lead, and I'm now looking forward to Silverstone, where we'll hopefully have some of the new parts on our car that some of the other teams enjoyed last weekend.”

Sauber to divide resources for new car

With half of the 2010 season now gone, Sauber is very much arranging itself for 2011 by drafting up plans of how its development team will soon be partitioned in order to work on both the current and new car at the same time.

Sauber’s existing C29 was started by BMW last year although, as the Munich manufacturer pulled out of Formula 1 at the end of the 2009 season, Peter Sauber’s Hinwil outfit was left with a very much ‘work in progress’ situation, meaning any new developments are always subject to limitations in the car’s overall design. 

“We are currently in the process of splitting our resources as best we can between the current car and the C30,” Technical Director James Key explains. “We are a private team and we don’t have unlimited resources to do everything we want.

“For Silverstone we have some front wing updates and modifications around the middle of the car. Then for Hockenheim we will have a rear end update, which includes a diffuser step as well.

“The numbers in the wind tunnel are progressing well. At the same time we are focusing on Spa and Monza, for lower downforce and drag configurations, and there will be further steps towards the end of the year.”www.gpupdate.net
 

McLaren set to debut exhaust-blown diffuser at Silverstone

The British Grand Prix is likely to see McLaren introducing the low exhausts pioneered by Red Bull Racing and which appeared on the Ferrari, Mercedes GP and Renault cars last time out in Valencia. Team Principal Martin Whitmarsh reveals that the changes were set to arrive in Germany but have been developed quicker than planned.

Although Red Bull is always likely to gain the most from the idea, as its car was the only one on the grid whose design incorporated the lower exhausts, Whitmarsh is optimistic about the Adrian Newey concept which allows hot exhaust gases to channel out and contribute to rear end downforce. 

“The upgrade was planned for Hockenheim but all being well we will have it for Silverstone,” Martin is quoted as saying by ESPN.

"The British Grand Prix is an important race for us and at a circuit like that we have to be competitive with Red Bull if we are going to be able to beat them this year.

“If we can be competitive there, then we have a good chance to win both championships; it will be a big race but it will not be the end of it, whatever happens - if we beat them they will not stand still and if they beat us we are not going to stand still. I hope it will be close, certainly closer than last year...”

Alonso retracts Valencia criticism

Having pilloried the European Grand Prix stewards in the 48 hours following the race, Ferrari have begun to tone down their criticism of Sunday’s event.

Fernando Alonso was first to take a step back from his earlier criticism of the race as “manipulated”, saying “we should talk about it together in a calm way, to ensure that things like this do not happen again.”

Alonso said:

We were particularly unlucky in terms of the timing of when the safety car appeared on track. It would have only needed a few seconds more or less to totally change our race. It does not achieve much going over the events that followed on. Obviously, in the clear light of day, I am much calmer than I was in the moments immediately following the race.
At the time, I reacted emotionally and in that situation, it is all too easy to adopt a tone and say things that can be interpreted wrongly, giving rise to suspicions, something which I had no intention of doing.
Sure, I understand that the stewards have a difficult job to do and they have to take decisions that are not easy. What I meant was that those drivers who, like us, respected the regulations, unfortunately, in this situation, suffered much more than those who broke them, even though they were given a penalty.
And I am not referring to any of the drivers in particular: it’s a general matter and I think we should talk about it together in a calm way, to ensure that things like this do not happen again. I was pleased to hear that the FIA has reacted promptly, calling an extraordinary meeting of the Sporting Working Group and I am confident, certain even, that all the points up for discussion will be cleared up in a comprehensive fashion.
Fernando Alonso

Team mate Felipe Massa, who lost even more places than Alonso during the safety car period, added:

What happened needs to be looked into because it is not normal than someone commits a serious infraction like overtaking the safety car, when there is a dangerous situation on track and is not really penalised in practical terms.
We must talk about this together and do something to ensure a situation like this does not happen again. The team has told me that, next week there will be a meeting of the Sporting Working Group: that’s good and it’s an obvious indication that the FIA is paying close attention to the matter.
Felipe Massa. www.f1fanatic.co.uk

FIA must learn from Valencia shambles

There’s no reason to believe Ferrari’s claim that the European Grand Prix was somehow “manipulated”.

But considering the penalties that were handed out, particularly the nine drivers who were penalised after the race was finished, it’s clear there’s still room for improvement in how F1 races are refereed.

The FIA should start by bringing back the ‘pit lane closure’ rule and changing how drive-through penalties are applied.

The delay in handing out penalties

Inevitably, much attention has been paid to why Lewis Hamilton’s penalty came so late, as it had a crucial bearing on the race.

As well dealing with the aftermath of a potentially very serious crash in which the medical car was sent out, Hamilton’s infringement was just one of 12 incidents the stewards had to deal with, all of which occurred within a very short space of time.

Hamilton’s infringement was among the first to occur and he was the first to be handed a penalty. He was the only driver who received his penalty soon enough to serve it during the race:

Lap	Incident	Time decision was published
10	Hamilton overtakes safety car	15:07
9	Incident in pits involving Hülkenberg and Buemi	17:40
9	Incident in pits involving Petrov and Liuzzi	17:41
?	Glock disobeys blue flags	17:43
9	Kubica exceeds safety car target lap time	18:09
9	Button exceeds safety car target lap time	18:10
9	Barrichello exceeds safety car target lap time	18:11
9	Hülkenberg exceeds safety car target lap time	18:12
9	Buemi exceeds safety car target lap time	18:12
9	Sutil exceeds safety car target lap time	18:13
9	Liuzzi exceeds safety car target lap time	18:14
9	Petrov exceeds safety car target lap time	18:15
9	de la Rosa exceeds safety car target lap time	18:16

The clearest proof of Hamilton’s infraction was the helicopter shot of him crossing the second safety car line. That video was apparently not available to the stewards immediately.

In the meantime they had to rely on timing information which was also sketchy, as Tony Dodgins points out in Autosport (sub. req.):

Depending on where the timing transponders are placed on a car – for instance if one was at the back and the other at the front, you can have a situation where one car that appears to be ahead of another one actually records the same time. So, when it’s that tight, installation positions have to be checked, times and distances noted and calculations made.

This explains why the stewards took so long but does not excuse it.

In the build-up to the race BBC viewers were shown details of the Global Positioning System-based control centre the stewards have access to, allowing them to see where every car is on the track at any given time.

With access to that kind of computing power, it should not take 48 30 minutes (see comment) to decide which of two cars crossed a line first.

This is far from the first time the stewards have been criticised for taking too long to reach a decision. At Indianapolis in 2004 it took them until lap 59 to disqualify Juan Pablo Montoya for an infraction that took place before the race even started.

Unnecessarily complicated rules

The five second penalties given to nine drivers for “failing to stay above the minimum time set by the FIA ECU when the Safety Car was deployed” stem from regulations which are outdated and should be replaced.

Drivers are required to stick to minimum times to prevent them rushing to the pits too quickly after a safety car deployment, as they may be passing the scene of an accident.

This rule was introduced to replace a rule which closed the pits during safety car deployments. This pit lane closure rule was removed because some drivers had to make pit stops during a closure to avoid running out of fuel.

That is no longer a concern as refuelling has been banned. Therefore the FIA should drop the unnecessarily complicated rules requiring drivers to stick to minimum lap times, and go back to closing the pits until after the safety car period, perhaps with an exception for damaged cars that need to come in.

Read more: Ten drivers get penalties, Alonso and Rosberg gain extra points

Consistent penalties

The five-second penalties

The FIA has published little to no information about the five-second penalties.

We don’t know what target times the drivers were set – they may have been completely unrealistic. And we don’t know how much each driver failed to meet them by.

Therefore, we have no way of knowing if the penalties were fair, or too harsh, or too lenient.

What we do know is that a five-second penalty is not one of those defined under the Sporting Regulations:

The stewards may impose any one of three penalties on any driver involved in an Incident:
a) A drive-through penalty. The driver must enter the pit lane and re-join the race without stopping;
b) A ten second time penalty. The driver must enter the pit lane, stop at his pit for at least ten seconds and then re-join the race.
c) a drop of any number of grid positions at the driver’s next Event.
However, should either of the penalties under a) and b) above be imposed during the last five laps, or after the end of a race, Article 16.4b) below will not apply and 20 seconds will be added to the elapsed race time of the driver concerned in the case of a) above and 30 seconds in the case of b).
2010 FIA Formula One Sporting Regulations

Lewis Hamilton and Timo Glock both got penalties under these rules. So where does the five second penalty the other drivers got come from?

It’s possible the stewards were using the powers given to them by articles 152 and 153 of the International Sporting Code, although they did not refer to it:

152: Any breach of this Code or the Appendices thereto, of the national rules or their appendices, or of any Supplementary Regulations committed by any organiser, official, competitor, driver, or other person or organisation may be penalised or fined.
Penalties or fines may be inflicted by the stewards of the meeting and ASNs as indicated in the following articles. [...]
153: Penalties may be inflicted as follows in order of increasing severity:
− reprimand (blame);
− fines;
− time penalty;
− exclusion;
− suspension;
− disqualification.
Time penalty means a penalty expressed in minutes and/or seconds.
FIA International Sporting Code

It seems likely the stewards decided to give the drivers a lenient penalty because their infractions were only minor. Jenson Button, one of the drivers penalised, said after the race that he had no opportunity to slow down any more and avoid a penalty:

There was no room to lift off or hit the brakes, so to be honest I can’t really see why I was called to the stewards.
Jenson Button

However if stewards are able to give post-race time penalties of less than 20 seconds, it’s a pity they didn’t use that to give Michael Schumacher a less severe penalty for breaking a rule the FIA admitted was unclear.

Hamilton’s penalty

The highly unusual circumstances surrounding Hamilton’s penalty have been explained in detail in these earlier articles:

• Safety car plays into McLaren’s hands in Valencia
• Valencia’s short pit lane helps Hamilton hold onto second

Comparing Hamilton’s drive-through penalty on Sunday with Alonso’s at Shanghai for jumping the start highlights the inconsistencies in using drive-through penalties. Because of the varying lengths of the pit lanes Hamilton’s penalty cost him 12.7s at Valencia, Alonso’s in Shanghai cost him 21s.

Add in the difference in the delay in handing out the penalties – Alonso got his much earlier because he happened to commit his infraction before the eyes of the race director – and the reasons for the perceived difference in severity of the penalties become clear.

None of this justifies Ferrari’s claim the race was “manipulated”. But it’s clear the rules could be improved.

There is a simple and fair solution to the drive-through penalties problem: Replace them with stop-go penalties, and vary the duration a driver is stopped from race to race to even out the differences in pit lane length.

Should Hamilton have received a more severe penalty? As Will Buxton points out when he overtook the safety car in a GP2 race four years ago (albeit in rather different circumstances) he was disqualified.

But GP2 rarely sets a precedent for F1. In 2008 Bruno Senna was handed a penalty for an unsafe release in the pits two weeks after Ferrari’s Felipe Massa escaped a penalty for exactly the same thing.

According to Mark Hughes, “the precedent for [overtaking the safety car] is a drive-through.” I’ve been racking my brains trying to recall when that precedent was set but with no joy. If anyone knows, please post it in the comments.

It could be argued that, by the time race control came to give Hamilton his penalty they should have realised how limited the effect of a drive-through would be and given him a harsher penalty accordingly – such as a stop-go penalty.

But I fear that altering penalties to suit the circumstances would only leave the stewards open to even more damaging claims of inconsistency – and increase the burden on them even further. What is needed is clear and consistent penalties delivered in a timely fashion.

A shambles, not a scandal

This is the latest in a series of F1 races spoiled by a controversy over penalties. While some people have been quick to claim that certain rulings always favour one driver or team, it’s clear this isn’t the case.

To Valencia ‘10 we can add Alonso’s penalty at Monza in ‘06, Hamilton’s a Spa in ‘08, Schumacher’s at Monaco earlier this year and others.

FIA president Jean Todt has shown a commitment to improving the standards of stewarding in F1. Bringing in former drivers as advisers appears to have helped tone down some of the excessively severe penalties we saw in previous years.

And only last week the Sporting Regulations were clarified to remove the grey areas highlighted by Schumacher at Monaco and Hamilton in Canada. But further progress needs to be made.

The connection between what infringement gets what penalty is too often unclear. And far too little information explaining penalties is published, despite earlier promises to supply more detailed explanations.

Although the stewards show a commendable commitment to using all the information at their disposal to get decisions right, little heed is paid to delivering decisions in a timely fashion.

If the FIA fails to learn from these lessons we will continue to see race results being altered after the chequered flag – something the governing body should take every reasonable step to avoid. www.f1fanatic.co.u

Status GP’s Robert Wickens has been issued a post race penalty after today’s GP3 Series race.

Canadian Wickens has been given a ten place grid drop for his next race at Silverstone Circuit on Saturday 10th July.

Wickens was penalised for causing a collision with the #2 car of Esteban Gutierrez.  

BMW Sauber: Qualifying pace our Achilles' heel

One of the European Grand Prix’s most astonishing performances came courtesy of BMW Sauber’s Kamui Kobayashi. Kobayashi may have qualified a lowly 18th, but a strategic masterstroke combined with the C29’s consistent race pace to gift him seventh place and his team their second haul of points of the season.

After qualifying went so poorly, the team gambled on starting Kobayashi on the harder Bridgestone tyre. So when the majority pitted, he was able stay out and climb as high as third. With the car performing well enough to keep the McLaren of Jenson Button behind, he stayed put until his very late pit stop. He came out in ninth, but was soon flying on the soft rubber, passing Ferrari’s Fernando Alonso and Toro Rosso’s Sebastien Buemi on his way to seventh.

Whilst team boss Peter Sauber was in awe of his driver’s achievement, he has returned to the team’s Hinwil factory convinced they need to improve their qualifying pace if they are to score more points over the coming races.

“Signing a rookie is always something of a risk; on Sunday Kamui delivered confirmation that we made the right decision,” said Sauber. “These kinds of lap times are only possible if both the driver and the car are quick; there's no other way. The C29 has a huge amount of potential, but it doesn't make it easy for our engineers and drivers to fully exploit this potential every time. When I compare our qualifying performance in Valencia with the lap times in the race, I can't work it out.”

The team’s new technical director James Key is also determined to investigate why the C29 is so much stronger - and easier to drive - on a race Sunday than it is during qualifying.

“The race showed that the car works when it's in the right conditions, but the question we have and we had for several of the last races is why the car is more competitive in race conditions than qualifying,” Key explained. “The drivers report that the car is easier to drive in the race, and tyre degradation wasn't a problem either, so we weren't particularly hard on the tyres.

“We need to look into the data, now that both drivers delivered a competitive race after a qualifying that was not up to our expectations. We need to pin down the differences in how the car is feeling and handling and see how we can apply that to qualifying.”

Kobayashi himself agreed the team must improve the car’s qualifying pace if they are to score more points, and offered his own analysis of why the car seemed to work better during the race.

“It's very clear that our weakness lies in qualifying,” he concluded. “If we can secure a better position on the grid for the races, we'll be able to score points more often. In Valencia, especially, there was a pretty big difference in track conditions between qualifying and the race. In the race, the asphalt offered a lot more grip, and that helped us. The track became more and more grippy and, at the same time, braking stability and traction improved as the car got lighter.”

All three are hopeful that Silverstone’s mix of medium and high-speed corners should suit the C29 better than the Valencia circuit. The British Grand Prix weekend will get underway at the track from July 9.

Alonso transforms anger into energy

Back on home soil and with a heavily upgraded car, Ferrari’s Fernando Alonso was convinced he would get his title campaign back on course at last weekend’s European Grand Prix, but things didn’t quite go to plan. Alonso left Valencia frustrated and disappointed with his eighth-place result. However, after some reflection, the Spaniard is ready to refocus his energies on the forthcoming British race.

“I was very angry about everything that happened, but now that anger has been transformed into positive energy driving a desire to fight back,” he explained in his Ferrari post-race diary. “Right from yesterday morning, my mind was already focused on the next Grand Prix at Silverstone, where we will try and channel all that accumulated energy into the car to try and make up for what escaped us, for one reason or another, in Valencia.”

Up until the safety car following Mark Webber’s vicious accident in the Red Bull on Lap Nine, everything had been going swimmingly for the double world champion. From fourth on the grid he was racing in third and applying pressure to the second-placed McLaren of Lewis Hamilton. As the medical car for Webber emerged from the pit lane, Hamilton edged past and sped away to his pit stop.

Alonso, meanwhile, stayed behind and made much slower progress to the pit lane. He eventually emerged from his tyre change down in tenth, whilst his team mate Felipe Massa came out a lowly 17th. Although Hamilton was eventually handed a drive-through penalty for overtaking the safety car, he still managed to retain his second place.

During and following the race Alonso couldn’t hide his frustration with the stewards and the British driver, but following a night’s sleep he was determined to push the thoughts from his mind and refocus on the forthcoming British Grand Prix.

“The safety car appeared at the worst possible moment for us and completely ruined our race,” he said. “It would have only needed a few seconds more or less to totally change our race. It does not achieve much going over the events that followed on. Obviously, in the clear light of day, I am much calmer than I was in the moments immediately following the race.

“At the time, I reacted emotionally and in that situation, it is all too easy to adopt a tone and say things that can be interpreted wrongly, giving rise to suspicions, something which I had no intention of doing. Sure, I understand that the stewards have a difficult job to do and they have to take decisions that are not easy.

“What I meant was that those drivers who, like us, respected the regulations, unfortunately, in this situation, suffered much more than those who broke them, even though they were given a penalty. And I am not referring to any of the drivers in particular. It’s a general matter and I think we should talk about it together in a calm way, to ensure that things like this do not happen again.”

In terms of the championship too, Alonso is positive. He’s currently fifth in the standings (29 points adrift of leader Hamilton), but with the F10 responding well to its updates and another 10 Grands Prix left to run, the Spaniard has not given up hope of clinching the title.

“Even if the Valencia result was not what we wanted, it has not done irreparable damage,” he concluded. “It’s true that the gap to the leader has now jumped to 29 points, but we have not even reached the halfway point of the season. We trail by just over one win, so the situation is still very open.

“The updates we brought to Spain saw us make a step forward and get closer to the front runners. I am satisfied with that, but also aware that we must continue to push on with the development of the F10, because we need to have a car capable of fighting for pole and to give us the edge over our rivals as soon as possible.” www.formula1.com

Webber: I’ll be fully fit for Silverstone

Red Bull Mark Webber insists his high-speed crash in Sunday’s European Grand Prix will not hamper his preparations for the next round of the championship at Silverstone. Webber emerged largely unscathed from the 300 km/h shunt, after running into the back of Heikki Kovalainen’s Lotus.

“I feel a little tender today, but I’ll be fine come the race weekend and I cannot wait to get back in the car,” Webber told his official website. “I have a few cuts and bruises, but otherwise I’m fine.”

Onboard cameras captured the full drama of the spectacular accident, which saw the Australian’s car somersault through the air, briefly land upside down and then right itself before spearing into the Valencia tyre wall.

“My car felt like it was airborne for a long time,” said Webber. “I had time to worry about whether there were any bridges at that point on the track, which, luckily, there weren’t. If there had been one, I would have hit it because I went pretty high. But the car stood up to the accident well.”

While Kovalainen maintained the Red Bull had simply run into him, Webber questioned whether the Finn could have done more to avoid the clash, suggesting the Lotus driver braked for the corner 80m sooner than he himself had done on the previous lap.

“I understand that F1 isn’t a charity event; you have to fight for every position - but not when you’re five seconds off the pace and you have one of the quickest cars in the pack behind you. I mean, how long was Heikki going to stay ahead of me? Another 15 seconds? He must be asking himself whether it was worth it.”

The crash marked Webber’s first retirement of 2010 and he now heads to Silverstone - and into the second half of the season - fourth in the standings, trailing championship leader Lewis Hamilton by 24 points

“There’s still everything to play for,” he continued. “To be 24 points behind Lewis is nothing when you consider that I scored 50 points in the space of eight days a few races ago. And we’re taking nothing for granted at Red Bull Racing; we need to continue working flat-out because our rivals are bringing updates to every race.

“We hope the RB6 will be competitive at Silverstone because the track has lots of high-speed corners, through which our car excels.”www.formula1.com

Ten drivers handed post-race penalties

Jenson Button, Rubens Barrichello, Nico Hulkenberg, Robert Kubica, Vitaly Petrov, Adrian Sutil, Vitantonio Liuzzi, Sebastien Buemi and Pedro de la Rosa have all received penalties from the Valencia stewards for safety-car rule infringements.

All nine men will have five seconds added to their final race time for speeding under the safety car during their in-laps prior to pitting following Mark Webber’s dramatic crash in the early stages of the European Grand Prix.

In a separate incident, Timo Glock has had 20 seconds added to his race time for ignoring blue flags.

The penalties mean Fernando Alonso moves up a place to eighth, with Buemi dropping to ninth, while Nico Rosberg picks up a point for tenth at the expense of De la Rosa.

Jaguar XKR 75 (2010) with pictures and wallpapers

An exclusive Jaguar XKR 75 makes its debut at the 2010 Goodwood Festival of Speed. Jaguar Land Rover CEO, Dr Ralf Speth, initiated the challenge to the Jaguar engineering team to construct an XKR to celebrate Jaguar's 75th anniversary, which would deliver a combination of enhanced performance, superb chassis and steering control and grip levels to inspire the driving enthusiast to explore the true potential of the XKR's capabilities.

Mike O'Driscoll, managing director, Jaguar Cars, said "The Jaguar XKR 75 will provide owners with exclusivity, excitement and a hint of Jaguar's great heritage. This is a fitting way to celebrate the sporting credentials of the XK marque in the 75th year of the Jaguar name", he continued.

Jaguar engineers increased the power and torque of the acclaimed 5.0-litre supercharged engine to 530PS and 655Nm respectively for the Jaguar XKR 75, to deliver truly outstanding performance. While the limited edition model's top speed is electronically limited to 174mph (280km/h), the Jaguar XKR 75's 0-60mph (100km/h) acceleration time is reduced from 4.6 to 4.4 seconds compared to the standard 510 PS XKR.

Using the rigid lightweight aluminium architecture of the XK as a solid foundation, the increased power of the Jaguar XKR 75 is matched by an agile, dynamic chassis that handles supremely, rides exceptionally well and stops with surefooted reassurance time after time.

The Jaguar XKR 75 features revised suspension and handling for increased precision and agility in addition to the performance enhancements. To ensure the Jaguar XKR 75 remains stable at high speeds, a revised aerodynamic body pack with a front splitter, side sills extensions, a rear diffuser and larger rear spoiler provide increased balance and a reduction in lift. The XKR's computerised Active Differential Control also adjusts to reduce steering sensitivity at very high speeds, further improving stability and driver control.

And with an improved acoustics package for the semi-active sports exhaust, the Jaguar XKR 75 produces a pulse-racing growl to match its performance.

The car's driver-focussed character, however, has not been achieved at the expense of the Jaguar traditional values of refinement and comfort.

"We conceived the XR 75 as a sports car with a duality of character that makes it perfectly suited to driving across Europe to the Nurburgring, completing some very fast laps, and then driving home again, added Mike Cross, Chief Engineer Vehicle Integrity.

The Jaguar XKR 75 features a new Stratus Grey finish. Red brake callipers contrast the eye-catching 20-inch gloss Vortex forged lightweight alloys with a dark technical finish and diamond turn. Customers will have the option to apply a unique body graphic that runs from the front bumper to the rear haunches.

The Jaguar XKR 75's interior completes the driver-focussed performance environment finished in Charcoal with ivory stitch, piano black finish to facia and centre console and a Jet suedecloth headlining.

THE JAGUAR XKR 75 AT A GLANCE

The unique features of the exclusive new XKR 75 include:

• Increased performance through detailed engine and transmission recalibration
  
  • Power increased to 530PS (compared to 510 PS on XKR)
  • Torque increased to 655Nm (compared to 625Nm on XKR)
  • Upgraded torque converter to handle the increased torque
• Upgraded suspension systems for increased precision and agility
  
  • Increased spring and damper rates (front springs 28 per cent stiffer, rear springs 32 per cent stiffer)
  • New fully-machined aluminium front and revised rear suspension upright for increased camber stiffness (increased by 25 per cent)
  • Re-tuned Adaptive Dynamics damper control software
  • Reduced ride height (15mm front and 10mm rear)
• Aerodynamic body pack with body coloured finish to front splitter, side sills extensions and rear diffuser, and body coloured larger rear spoiler and rear trunk lid finisher
• Sports exhaust with improved performance and acoustics - system has new crossover pipe and larger exhaust outlets
• New Stratus Grey exterior paint with optional graphics pack
• Red brake callipers surround 20" Vortex forged lightweight alloy wheels, diamond turned with dark grey finish
• XKR performance interior in Charcoal and Ivory stitch leather, with Jet suedecloth headlining and XKR 75 tread plate
• Active front lighting
• Final calibration was done in partnership with the RSR engineering team which has been collaborating with Jaguar on the 2010 motorsport programme.

Production of the Jaguar XKR 75 is limited to just 75 vehicles, which will be available to order from July 2010 in the UK priced from £85,500 OTR. Customer deliveries will commence during October 2010.

Honda Accord Coupe (2011) with pictures and wallpapers

Set to go on sale in mid-August of 2010, the 2011 Honda Accord Sedan and Coupe receive significant updates including improved fuel economy, enhanced exterior and interior styling and the addition of a new leather-equipped Special Edition (SE) trim level. Available as either a sedan or a coupe in 4-cylinder and V6 variations, the Honda Accord offers a unique balance of style, performance, efficiency and value specific to each individual model.

"For 2011, the Honda Accord evolves again with sharpened styling inside and out, fuel economy gains and a broader application of popular features," said Erik Berkman, vice president of Corporate Planning and Logistics for American Honda Motor Co., Inc. "The Honda Accord is designed to deliver a consistently rewarding ownership experience in the areas that matter most to sedan and coupe drivers."

Improvements to vehicle aerodynamics, engine friction and transmission gear ratios all contribute to fuel economy improvements. The EPA fuel-economy ratings for Honda Accord 4-cylinder sedan models equipped with an automatic transmission improve by 2 miles per gallon (mpg) in the city and 3 mpg on the highway, for a city/highway rating of 23/34 mpg.

The 2011 Honda Accord Sedan's exterior expresses a more upscale and powerful presence with a new style for the front grille, front bumper and rear deck lid, along with a new wheel design.

Building on the sedan's design character, the Honda Accord Coupe's unique muscular stance is enhanced with a bolder front grille design, new front bumper shape, enhanced brakelight appearance and a new wheel design for V6 models.

Striking a balance between value and luxury, the Honda Accord SE Sedan offers the additional features from the popular Honda Accord LX-P with the added luxury of leather-trimmed seating, heated seats, driver's power-lumbar support and a leather-trimmed steering wheel.

New features on certain models include steering wheel-mounted paddle shifters on the Honda Accord EX-L V6 Coupe, a USB Audio Interface on all coupe models and Honda Accord EX and EX-L Sedans, and a rear view camera on sedans equipped with the available Honda Satellite-Linked Navigation System™. Additionally, Honda Accord EX-L V6 models receive a two-position memory system for the driver's seat. Additional interior updates on all models include new seat fabrics on models with cloth seats, an updated instrument panel design and more-refined accent points throughout the interior.

Interior styling on all models provides attainable luxury with generous standard equipment, world-class ergonomics and intuitive vehicle controls. The front seats are designed to provide generous lateral support and to complement the Honda Accord's sporty side. The fold-down, rear seatback offers cargo-carrying versatility and also includes a lockable pass-through for long items like snow skis.

New for 2011, the most frequently used climate-control buttons are now positioned on the left side of the control stack, closer to the driver for ease-of-use, and less-frequently used buttons are now positioned on the right side. Vehicle clock adjustment is also made easier by more prominent control lettering.

A 190-horsepower, 2.4-liter, 16-valve DOHC i-VTEC 4-cylinder engine is standard in the Honda Accord EX and EX-L Sedans and Accord LX-S, EX and EX-L Coupes. The 2.4-liter i-VTEC four-cylinder engine in the Honda Accord LX, LX-P and SE Sedans produces 177 horsepower.

The available 3.5-liter, 24-valve SOHC i-VTEC® V6 engine produces 271-horsepower and takes advantage of Variable Cylinder Management™ (VCM®) technology that can deactivate up to half of the cylinders while cruising to improve fuel economy. Preliminary EPA fuel-economy ratings for the 2011 Accord V6 Sedan are 19 city/30 highway mpg, an improvement of 1 mpg in highway driving.

The performance-oriented Honda Accord EX-L V6 Coupe with the 6-speed manual transmission has a unique 3.5-liter V6 VTEC engine (without VCM) that provides a performance-tuned valvetrain, intake and exhaust system to broaden the torque curve in the low- to mid-rpm range for enthusiast-level performance.

A 5-speed manual transmission is standard on 4-cylinder models and a 5-speed automatic is available. A 5-speed automatic transmission is standard on V6-powered models. A 6-speed manual transmission is available exclusively on the Honda Accord EX-L V6 Coupe.

For safety, the Advanced Compatibility Engineering™ (ACE®) is an exclusive body design that enhances occupant protection and crash compatibility in frontal crashes. The ACE™ design utilizes a network of connected structural elements to distribute crash energy more evenly throughout the front of the vehicle. This enhanced frontal crash energy management helps to reduce the forces transferred to the passenger compartment.

The double-wishbone front and multi-link rear suspension inspire confident handling performance while also providing a comfortable ride. The 2011 Honda Accord Sedan comes standard with 16-inch steel wheels with wheel covers, or 16- or 17-inch alloy wheels depending on the model.

Three audio systems are available - all with MP3/Windows Media® Audio (WMA) playback capability and an auxiliary input jack. The standard system provides a single-disc CD player, six speakers and 160 watts of power. Radio Data System (RDS) displays information broadcast by participating FM radio stations that often includes call letters, station type (searchable by genre) and programming information. Steering wheel-mounted audio controls come standard on every Accord. The Honda Accord EX Sedan and LX-S Coupe add a 6-disc in-dash changer.

A premium 270-watt audio system comes standard on Honda Accord EX Coupe and Accord EX-L Sedan models, and includes a six-disc CD changer and seven speakers including an 8-inch subwoofer. XM Radio® is standard equipment on all Honda Accord EX-L models.

The Honda Satellite-Linked Navigation System (available on Accord EX-L) uses an 8-inch screen and an interface dial for user input. Features include the Zagat Survey® guide for restaurants, nightlife, hotels and attractions. Honda Accord EX and EX-L Coupe and Accord EX-L Sedan models include Bluetooth® HandsFreeLink® as standard equipment for connecting wirelessly with compatible mobile phones.

The Honda Accord Coupe (4-cylinder) has 17-inch alloy wheels as standard equipment, with 18-inch alloys standard on the Honda Accord V6 Coupe. All Accords feature four-wheel disc brakes.

Currently more than 95 percent of the Accords sold in the United States are produced at Honda of America Manufacturing Inc.'s Marysville Auto Plant in Marysville, Ohio, and at Honda Manufacturing of Alabama, LLC, in Lincoln, Alabama. The Marysville plant is the sole global source of the Honda Accord Coupe.

www.netcarshow.com

BMW M3 Frozen Gray (2011) with pictures and wallpapers

Nearing the 25th anniversary of the original BMW M3, BMW of North America announced a production run of thirty identically-equipped 2011 BMW M3 Frozen Gray Coupes for the United States. The 2011 BMW M3 Frozen Gray Coupe features a special matte-gray paint with a deep metallic luster to further accentuate the athletic lines of the legendary M3. Unique Fox Red / Black bi-color Novillo leather interior is also specified. This is the first and only opportunity to obtain Frozen Gray Metallic exterior paint on the M3 for the 2011 model year in the United States. MSRP will be $77,600.

Each 2011 M3 Frozen Gray Coupe will be powered by the now famous 4.0-liter, 414-horsepower M V8 and equipped with BMW's M Double Clutch Transmission (M DCT). Also specified is the new M3 Competition Package, which adds an exclusive set of 19-inch wheels and other upgrades. Additionally, each purchase of the 2011 BMW M3 Frozen Gray Coupe will include a one-day enrollment at the BMW Performance Driving School in Spartanburg, South Carolina.

The 2011 BMW M3 Frozen Gray Coupe continues the tradition of innovation and passion for driving by incorporating key changes to the M3's dynamic qualities. The equipped Competition Package reduces vehicle ride height by 10mm and includes unique 19" wheels with wider offset for enhanced stability, standard Electronic Damping Control with enhanced programming, and higher-threshold programming for the M Dynamic Mode. The 2011 BMW M3 Frozen Gray Coupe is also equipped with the M Double Clutch Transmission (M DCT) which lowers the 0-60mph acceleration time of the M3 to 4.5 seconds from 4.7 (6-speed manual). 

Introducing Frozen Gray Metallic Paint

The special BMW Individual matte paintwork on the Frozen Gray M3 adds a rare metallic luster to the vehicle. Compared to conventional exterior colors with gloss finish, the sculpture-like character of Frozen Gray paint highlights the athletic contours of the M3. To achieve this luster, a special BMW ColorSystem silk matte clear coat is applied over the Space Gray Metallic base coat.

25 Years and Four Generations of BMW M3

Racing provided the reason for the original M3's 1986 creation. BMW produced the M3 as a road-going homologation version of its 3-Series to gain eligibility to compete in the German Touring Car Championship. Popularity and strong consumer demand substantiated the case to continue developing the M3, making it both a better performer and more inviting road car as it evolved along with the underlying 3-Series, the company's most popular vehicle. In 1988, North Americans met the BMW M3 for the first time, and its high-revving 2.3-liter inline-4 with 192-hp became a legend on this side of the Atlantic.

The second generation M3 arrived in the US for 1995 model year with a 3.0-liter (and later, 3.2-liter) 240-hp inline-6 powerplant. That car began the next chapter of M3 Racing history which lasted a decade on both sides of the Atlantic. In 1997 the first M3 Sedan joined the family and the M3 Convertible followed shortly thereafter.

The third-generation M3, available from 2001-2006 as a coupe and convertible, again was offered with six-cylinder power, this time providing a remarkable 333 hp from 3.2 liters. From the 2002 model year, this M3 marked BMW's first offering of the Sequential Manual Gearbox (SMG) for the United States.

The fourth and current generation M3 was introduced for the 2008 model year as a Coupe, Sedan, and Convertible, featuring an all-new 4.0-liter, 414-horsepower V8 engine with eight individual throttle bodies and an 8,400-rpm redline. Showcasing its remarkable performance envelope, the newest M3 Coupe serves as the basis for the M3 GT2 race car, which successfully competes in endurance races against the most exotic cars from around the world in the American Le Mans Series.

www.netcarshow.com

Ferrari 599 GTO (2011) with pictures and wallpapers

The new Ferrari 599 GTO is an extreme V12 berlinetta developed to a specific performance-oriented brief. The Ferrari 599 GTO is, in fact, the company's fastest ever road car. It is an exclusive limited edition special which, in true Ferrari tradition, is a completely new concept, albeit inspired by a production car. In fact the Ferrari 599 GTO is based on the 599XX, the advanced experimental track car, and can be considered almost a road-going version.

The Ferrari 599 GTO is reserved for just 599 clients who seek the maximum expression of high-performance driving. The Ferrari 599 GTO benefits directly from the technological transfer from racing and set a record lap time at Fiorano in 1'24".

The Fiorano lap time provides just one indication of the potential of this car. Just as significant are the technical specifications - 670 hp in a 1495kg car represents a weight-to-power ratio of just 2.23 kg/hp, and ensures a 0-100 km/h acceleration time of just 3.35" as well as a top speed of over 335 km/h.

Fundamental to the GTO's performance is the innovative approach to chassis development which, for the first time on a production car, saw the integration between a handling set-up tuned for a level of responsiveness that is close to the limit and highly sophisticated electronic controls. The result is the almost complete absence of understeer and a truly communicative chassis.

As is Ferrari's policy, every new Ferrari features new solutions for a road car. Thus the Ferrari 599 GTO is equipped with the latest, second-generation carbon-ceramic brakes which are lighter and offer better performance, new aerodynamic innovations, such as the wheel doughnuts which increase aerodynamic efficiency as well as improve brake cooling, and the Supersport tyres developed by Michelin include a wider front tyre for greater roadholding. The driver-car interface is also new with the adoption of the Virtual Race Engineer (VRE) which provides the driver with instantaneous information on performance.www.netcarshow.com

The Ferrari 599 GTO's more aggressive character is also apparent in a number of styling elements that recall the 599XX and from the powerful sound of the V12.
The GTO (Gran Turismo Omologata) moniker instantly calls to mind two Ferraris that have entered the collective imagination as symbols of performance. After the 1962 250 GTO, which swept the boards in GT racing categories in the 1960s and is now a highly prized collector's car, came the iconic 1984 GTO, which basically invented the entire modern supercar genre.
The web special includes photos, videos and interviews on the new car, while an exclusive preview for a small number of Ferrari clients will be held on April 14th at the Military Academy in Modena. The public debut of the Ferrari 599 GTO will instead be at the Beijing International Motor Show at the end of April.
ENGINE AND GEARBOX
The Ferrari 599 GTO's engine is directly derived from the 599XX unit implementing, however, the necessary modifications for road-going homologation. It thus complies with Euro 5 and LEV 2 standards. The 5999 cc 65-degree V12 engine punches out 670 CV at 8250 rpm with maximum torque of 620 Nm at 6500 rpm and there is a smooth, constant rush of power all the way to the redline with no loss of flexibility even at medium and low revs. This result was obtained by working on the fluid-dynamics and components to reduce internal friction and by adopting, amongst other things, the 599XX's redesigned crankshaft. The car also has a racing-type intake system with a new manifold with diffuser-type intake geometry and short inlet tracts designed to improve power delivery at high revs and reduce losses. To maximise volumetric efficiency per cylinder, a connection between the two plenums at the front compensates for variations in the volume. This is how the engineers managed to achieve maximum performance at high engine speeds. The engine sound inside the car is carefully controlled to balance the intake sound with the exhaust, which features a 599XX-derived 6-into-1 manifold.
The Ferrari 599 GTO features the same, lower 60 ms shift times and the possibility to make multiple downshifts as on the 599XX.
VEHICLE DYNAMICS
One of the most significant innovations on the Ferrari 599 GTO is the close correlation between the chassis set-up, which is close to the handling limit, and the input from the electronic controls which are developed to increase overall levels of performance.
Since the very earliest states of the two cars' development, Maranello's engineers worked to ensure that these two areas of the car would be seamlessly integrated thus pushing responsiveness to the limit. The result is, of course, superlative driving involvement as well as faster lap times. Apart from new springs and a stiffer rear anti-roll bar, the car also features a second generation magnetorheological suspension control system (SCM2). The suspension works in tandem with the VDC (Vehicle Dynamic Control) and latest-generation F1-Trac traction control. This makes the car extremely responsive to driver inputs - thanks in part to the adoption of a very direct steering ratio - but also very stable under braking, sharper on turn-in, more precise in cornering and quicker out of corners.
WEIGHT REDUCTION
The Ferrari 599 GTO inherits much of the development work - using the same principles as employed in F1 - that went into making the 599XX such an extreme performance car. Reducing weight was a vital objective and the result was the widespread use of composites and components manufactured with technologies more akin to racing specifications. The areas involved include the bodywork and greenhouse (with thinner gauge aluminium and thinner glass), the brakes, transmission and exhaust system. The result is a dry weight of 1495 kg and a weight-to-power ratio of just 2.23 kg/hp, a very significant figure that underlines the GTO's performance potential.
AERODYNAMICS
The Ferrari 599 GTO's aerodynamics have benefited significantly from Ferrari engineers' experience in F1 and with the 599XX which allowed downforce to be greatly increased without impacting on drag. Thanks to solutions transferred from the track car to the road-going version, the GTO generates downforce of 144 kg at 200 km/h. The entire car was honed, including the front, the sides, the flat underbody and cooling flows. In the latter instance, the GTO can count on improved ducting to the brake discs and pads, and the adoption of wheel doughnuts - a disc positioned outside the brake disc that ensure that hot air exiting the wheelarch stays as close to the body of the car as possible to reduce drag.
Work on the nose of the car was aimed at reducing the width of the wake generated by the front and thus reduce drag. The front spoiler incorporates a separate lower wing that increases downforce at the front of the car and increases the flow of cooling air to the oil radiator. On the flanks there's a new sill design with a more pronounced leading edge that improves the efficiency of the central section of the underbody. The underbody itself incorporates a new, lower front section with diffusers ahead of the front wheels to optimise downforce, and a new double-curve rear diffuser.
WHEEL RIMS AND TYRES
Here the difference in size between the front and rear tyres has been changed. The GTO's front tyres are now 285/30 on a 9.5" channel with 315/35 on an 11.5" channel at the rear. The Ferrari 599 GTO has 20" rims. Roll rigidity is greater at the rear to minimise understeer. These solutions guarantee improved lateral grip and quicker turn in.
BRAKES
The new CCM2 braking system is lighter and even more consistent in high performance situations. Its consistent coefficient of attrition meant that the ABS could be calibrated to a particularly high performance level, further reducing lap times, thanks to improved deceleration and shorter stopping distances. In fact, the Ferrari 599 GTO boasts an excellent 100 to 0 km/h braking distance of just 32.5 metres. As well as their role in improving aerodynamics, the Formula 1-derived wheel doughnuts also improve braking efficiency by optimising brake cooling.
CAR-DRIVER INTERFACE
The car-driver interface was designed to maximise car and driver performance with a layout of the main commands that ensures absolute efficiency and minimum distraction. The Racing manettino also puts the emphasis firmly on sporty, track-specific driving settings by offering the driver full choice with regard to the electronic control parameters. The ICE position on the Ferrari 599 GTB Fiorano has been replaced by CT-Off (traction control off). The GTO is also fitted with bespoke, longer carbon-fibre F1 paddles for easier use in high-speed driving. In addition the GTO also features the Virtual Race Engineer, a system that monitors the status of the car and gives the driver immediate visibility of vehicle performance.
Ferrari 599 GTO technical specifications

• DIMENSIONS AND WEIGHT
  • Length: 4710 mm (185.4 in)
  • Width: 1962 mm (77.2 in)
  • Height: 1326 mm (52.2 in)
  • Wheelbase: 2750 mm (108.3 in)
  • Front track: 1701 mm (67.0 in)
  • Rear track: 1618 mm (63.7 in)
  • Dry weight: 1495 kg (3296 lbs)
  • Kerb weight: 1605 kg (3538 lbs)
  • Weight distribution: 47% front - 53% rear
  • Fuel tank capacity: 105 litres (27.7 US gal/23.1 UK/gal)
  • Boot volume: 320 litres (11.3 cu ft)
• ENGINE
  • Type: V12 - 65°
  • Bore & stroke : 92 x 75.2 mm (3.62 x 2.96 in)
  • Unitary displacement: 499.9 cc (30.51 cu in)
  • Total displacement: 5999 cc (366.08 cu in)
  • Compression ratio: 11.2:1
  • Maximum power: 500 kW (670 CV) at 8250 rpm
  • Maximum torque : 620 Nm (457 lbs/ft) at 6500 rpm
• GEARBOX
  • F1 6-speed + reverse
• SUSPENSION
  • SCM2 - Magnetorheological Supension Control
• TYRES
  • Front: 285/30 ZR20"
  • Rear: 315/35 ZR20"
• CARBON-CERAMIC BRAKES
  • Front: 398 x 38 mm (15.7 x 1.5 in)
  • Rear: 360 x 32 mm (14.2 x 1.3 in)
• ELECTRONIC CONTROLS
  • CST with F1-Trac: Traction and stability control
  • TPTMS: Tyre pressure and temperature monitoring system
• PERFORMANCE
  • Maximum speed: over 335 km/h (over 208 mph)
  • 0-100 km/h (0-62 mph) : 3.35 sec
• FUEL CONSUMPTION
  • Combined cycle (ECE): 17.5 l/100 km
  • CO2 EMISSIONS
  • Combined cycle (ECE): 411 g/km

Subaru Impreza WRX STI (2011) with pictures and wallpapers

Subaru of America introduced a new 4-door version of the Subaru Impreza WRX STI performance flagship model. This will be the first time that the Subaru Impreza WRX STI has been offered in two body styles (5-door and 4-door). In addition to the new styling, the 2011 WRX STI features significantly revised suspension tuning and lighter 18-inch wheels for even sharper handling.

The Subaru Impreza WRX STI has been a recipient of continuous improvement since its introduction. Most recently, the 2010 WRX STI Special Edition previewed some of the suspension enhancements now migrated to the 2011 Subaru Impreza WRX STI. Thorough and painstakingly detailed chassis development, including testing on Germany's famed Nurburgring racetrack, has resulted in the best-handling Impreza WRX STI models Subaru has ever offered.

"The continuous evolution and development of the Subaru Impreza WRX STI is driven by the strong, loyal and vocal support from thousands of enthusiastic owners of this exciting high-performance vehicle," said Tom Doll, executive vice president and COO of Subaru of America, Inc. "The 2011 Subaru Impreza WRX STI 4-door will expand the appeal of this iconic performance model to a wider range of driving enthusiasts."

New Designs for 2011

In front, the 2011 WRX STI models feature sharpened bumper corners and wider, blacked-out fog lamp nacelles to accentuate the "wide and low" profile. A jutting lip spoiler with three-dimensional detailing emphasizes the cars' sporty intent. The newly designed front grille with black base and blacked-out Subaru wing highlights the headlights' shape to give the entire front end a more powerful appearance, accentuated by larger grille and bumper intake openings.

For the 4-door models, newly designed wider rear fenders are stretched out on the side beyond the tail lamps, accentuating a look of power and stability. The new design details contribute to an improved drag coefficient.

New Chassis Tuning for 2011

The Subaru Impreza WRX STI was already a highly optimized performance machine. Specific chassis tuning. Aluminum front lower L-arms reduce unsprung vehicle weight. Major chassis tuning changes include a lowered ride height and new pillow-ball bushings in front and stiffer bushings for the rear subframe that supports the double-wishbone suspension - these improve camber and toe stiffness.

Both the front and rear suspension systems employ higher-rate springs and thicker front and rear stabilizer bars than the 2010 model: 21 mm vs. 20 mm in front and 19 mm vs. 18 mm in rear. Spring rates have increased by 15.6 percent in front and 53 percent in the rear.

New standard 18-inch aluminum wheels feature high-luster paint and weigh 17.6 lbs. less than the previous standard wheels. The optional 18 x 8.5-in. BBS® forged aluminum-alloy wheels, which further reduce unsprung vehicle weight, are highlighted by silver high-luster paint for 2011.

Exclusive to the Subaru Impreza WRX STI, the Brembo Performance Brake System uses ventilated 4-wheel Super Sport anti-lock (ABS) disc brakes with Electronic Brake-force Distribution (EBD). Super Sport ABS can control the braking forces at each rear wheel independently, which optimizes braking ability during hard cornering to help reduce understeer.

The Ultimate Performance Subaru

The 2011 WRX STI continues as the ultimate-performance Subaru with its high-boost 305-hp turbocharged/intercooled 4-cyl. Boxer engine and 6-speed manual transmission. The STI also features Multi-Mode Driver Controlled Center Differential (DCCD) version of Symmetrical All-Wheel Drive with three "Auto" modes, as well as a manual mode with six driver-selectable differential locking settings.

The Subaru Impreza WRX STI is equipped with advanced dynamic control systems, as well: the Multi-Mode Vehicle Dynamics Control (VDC) stability and traction control system is standard and features a track performance-optimized mode; Subaru Intelligent Drive (SI-DRIVE) technology allows the driver to tailor the car's driving characteristics by choosing from among three selectable modes - "Intelligent," "Sport" and "Sport Sharp" - using a rotary dial on the center console.

The 2011 Subaru Impreza WRX STI models arrive in Subaru dealerships in late summer 2010.

Sporty, Spacious and Versatile Interior

New for 2011, the WRX STI interior is finished in black and silver to highlight its sporty design. Trim panels, the steering wheel air bag cover and steering wheel switches are now dark cast metallic.

The standard tilt and telescopic steering wheel is a three-spoke, leather-wrapped design embossed with the STI logo and features control switches for Bluetooth® hands-free phone function. A new AM/FM stereo with single-disc CD player features Bluetooth audio streaming and hands-free calling, iPod control capability, a USB port, 3.5mm aux. input jack and XM/SIRIUS satellite radio (subscription is extra). An available navigation system integrates a vehicle information center and Bluetooth hands-free calling.

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Bugatti Veyron Grand Sport

The world's most significant celebration of the automobile takes place annually in Monterey, California. This year, it will see some of the most elegant, exclusive, and valuable vehicles ever produced in over 100 years of motoring, with Bugatti set to play a prominent role. On the evening prior to the Pebble Beach Concours d'Elegance, the highlight of the event, the marque renowned for impeccable automotive solutions, aesthetics and driving dynamics will unveil a second model to the world - the new Bugatti Veyron Grand Sport with a unique removable roof.

In response to customer demand, significant modifications have been made to the vehicle's complex structure to make possible open-top driving, thereby adding a new dimension to this high-performance sports car. Incorporating a host of new and innovative safety and equipment features, it is the world's fastest and most exciting roadster. It is immediately recognizable as a result of its slightly higher windscreen, stylized daytime running lights, and lightweight, transparent polycarbonate roof.

The main challenge in developing the new Bugatti Veyron Grand Sport with removable roof resulted from the unique structure of the fixed-roof Bugatti Veyron. An optimum combination of rigidity and lightweight engineering ensures the monocoque passenger cell of the original model is extremely strong while weighing an absolute minimum - it is a central element of the vehicle's structure. As the roof is an integral part of this, removing it meant the load paths had to be completely redesigned to maintain the vehicle's rigidity and crash safety, and to offer additional protection from side impacts and rolling.

As a result, the monocoque structure has been reinforced around the side skirts and the transmission tunnel. The B-pillars have been cross-stiffened using a carbon fibre support, and a central carbon plate has been positioned beneath the transmission tunnel to ensure the vehicle suffers from less torsional flexing than any other roadster.

The doors of the new Bugatti Veyron Grand Sport are made of carbon fibre, and house an integrated longitudinal beam.

In the event of an accident, this transfers the load from the A to the B-pillar, thereby dissipating impact energy. Furthermore, the two redesigned air intakes for the 16-cylinder mid-engine now feature 10-centimetre wide carbon-fibre elements to offer protection should the car roll.

Along with moisture-resistant, backstitched leather, a range of new equipment features has been added to the interior, including a reversing camera with 2.7-inch monitor in the rear-view-mirror, and the "Puccini" sound system with digital signal processor.

When the roof is closed, the Bugatti Veyron Grand Sport can reach 407 km/h, while speeds of up to 360 km/h are possible with roof off. Should it rain, an innovative folding roof stored in the luggage compartment can be opened up like an umbrella at any time. When this folding roof is in place, the car can travel at up to 130 km/h.

Assembled by hand at the company's headquarters in Molsheim, Alsace, the Bugatti Veyron Grand Sport will be available from March 2009 at the price of 1.4 million euros (excluding tax). Just 150 examples will be made, with the first 50 of these going exclusively to registered Bugatti customers. The first vehicle is certain to be highly sought after, and Bugatti has taken the decision to donate this specific car to charity. It will be sold to the highest bidder at the Pebble Beach Auction presented by Gooding & Company.

Bugatti Veyron Grand Sport Specifications

• Dimensions
  • Length: 4,462 mm
  • Width: 1,998 mm
  • Height, Normal Position: 1,204 mm
  • Wheel base: 2,710 mm
  • Curb Weight: 1,968 kg
  • Max. permitted laden weight: 2,280 kg
  • Tank capacity: 100 l
• Engine
  • Motor Type/Number of Cylinders: W16
  • Cylinder Capacity: 7 993 cm3
  • Power output: 736 KW (1,001 hp) @ 6,000 rpm
  • Max. torque: 1,250 Nm @ 2,200-5,500 rpm
  • Gearbox: 7 Gear DSG
  • Drive: 4WD
  • Power distribution: Front axle differential with Haldex clutch; rear axle with with transverse differential lock
• Suspension
  • Wheel suspension: Double wishbone front / rear
  • Tyre, front: 265-680 ZR 500A Michelin Pilot Sport Pax
  • Tyres, rear: 365-710 ZR 540A Michelin Pilot Sport Pax
  • Tyre pressure: 3.1 bar front, 3.1 bar rear
• Suspension Heights (front / rear)
  • Standard: 125 mm / 125 mm - For town traffic and speeds up to 220 km/h. From 220 km/h, automatic configuration switches from Standard to Handling
  • Handling: 80 mm / 95 mm - For fast driving on country roads or motorways, or manually selectable for race tracks
  • Top Speed: 65 mm / 70 mm - For V-max driving (over 375 km/h), manually selectable with separate key
• Brakes
  • Brake disk diameter: 400 mm front, 380 mm rear
  • Brake disk material: Carbon / ceramic front / rear
  • Number of wheel brake cylinders: 8 front, 6 rear
  • Number of brake pads: 4 front, 2 rear
• Aerodynamics
  • CW Values
    • Standard: 0.39
    • Handling: 0.42
    • Top Speed: 0.36
    • Airbrake: 0.68
  • Wing/Spoiler Angle
    • Standard: Retracted / 2° cool-down position
    • Handling with roof: 6°/27°
    • Handling without roof: 20°/27°
    • Top Speed: 2°
    • Brake setting: 55°/27°
    • Special features: Central hydraulics
• Fuel Consumption
  • In town: 41,9 l/100km
  • Out of town: 15,6 l/100km
  • Combined: 24,9 l/100km
  • Fuel type: Super lead free 98 RON / ROZ
• CO2-Emission
  • In town: 999 g/km
  • Out of town: 373 g/km
  • Combined: 596 g/km
• Performance
  • Top speed: 407 km/h
  • Acceleration
    • 0-100 km/h: < 2.7sec
    • 0-200 km/h: 7.3 sec
    • 0-300 km/h: 16.7 sec
  • Braking distance (100-0 km/h): 31.4 m
  • Gearbox shift time: < 150 ms

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