Lewis Hamilton: Button is my best team-mate

Lewis Hamilton insists Jenson Button is the best team-mate he has had in Formula One

The McLaren duo are contesting their second season together, against the backdrop of suggestions last year they do not get on.

But Hamilton, 26, put that one to rest by confirming he rates 2009 world champion Button the bee's knees.

Hamilton, gunning for his second victory of 2011 in this weekend's Spanish Grand Prix, said: "To be a good driver, it's not only about speed.

"It's about your presence in the team, the comments you make, your persona and your behaviour when you win and when you lose. Jenson is definitely the best overall package I've been up against."

Hamilton trails Red Bull's Sebastian Vettel in the world championship by 34 points. Button is another 13 points behind, in fourth place behind Vettel's partner Mark Webber.

The Red Bull drivers have had their in-house rows but remain a huge obstacle to Hamilton as he seeks to add to his 2008 world crown.

Hamilton admitted: "I have to beat Red Bull. They have the best car.

"The last time I drove at Barcelona, during winter testing, the car had no grip. I've downforce now and I'll be more competitive in the race."

Vodafone McLaren Mercedes have transformed the performance of their MP4-26 car in recent weeks.

The team completed fewer laps in winter testing than anyone else due to reliability problems. But Hamilton and Button have finished every race this year.

Hamilton also expects a close battle with local hero Fernando Alonso.

The double world champion finished one place ahead of the Brit in Turkey last time out and the Ferrari star will have the crowd's support in his home race.

Hamilton said: "There's mutual respect between us. He has some serious talent. He's very, very quick but not impossible to beat. No one is."

The McLaren duo will be boosted by more than 10 new upgrades this weekend.

McLaren's engineering director Tim Goss said: "We have about 10-12 upgrades, some of which will be recognisable from the outside and some that will not be."

Vodafone UK is giving all its customers the chance to be at some of Britain's best events, including exclusive behind-the-scenes tours of the McLaren Technology Centre and the chance to win tickets to the 2011 Formula One Santander British Grand Prix.

Source: The Sun

Hamilton: That was one of the best

Lewis Hamilton has hailed the Chinese GP as "one of the best races I've experienced" after claiming his first victory of 2011

What maked the win sweeter for Hamilton and McLaren is the fact that it put an end to Sebastian Vettel and Red Bull's early-season dominance after the German won in Australia and Malaysia.

Starting P3 on the grid, Hamilton and team-mate Jenson Button both beat Vettel off the line.

The defending World Champion hit back in the first two rounds of pit stops to reclaim the lead, but Hamilton had the last laugh as the decision to pit for a third time paid dividends when his fresher rubber allowed him to pass Vettel with four laps to go.

Hamilton says everything fell into place once the race got underway.

"I am absolutely overwhelmed," said the McLaren driver. "It feels like a long time since I was sitting here. I am proud and grateful for all the hard work I have put in.

"I will continue to push and looking forward to many more like this."

He added: "I think today the strategy that we came up with definitely helped

"My new option tyres seemed to last longer. The pit stops were fantastic. The car felt great and I was trying to nurse my tyres while picking up pace.

"It was one of the best races I've experienced. It feels amazing to be able to bring home a victory for the guys in the factory."

The 26-year-old nearly failed to make it to his P3 slot on the grid after a fuel line came loose before the start of the race. That resulted in a mad scramble to fix the problem. Even though he was able to line up in position on the grid, his mechanics were still working on the car moments before the formation lap.

Hamilton, though, insists he was never worried.

"I don't think worried was coming into my thoughts," he said. "I'm not sure what went on, but we took a lot of bodywork off. We knew there was six minutes to go and then with two minutes fortunately everything came together very quickly.

"But of course for me it is important to stay as calm as possible as that reflects on the guys in the garage. They got the car out which is the most important thing."

Now that McLaren have managed to overhaul Red Bull during a race, the next target will be to catch up with Vettel in qualifying.

"I think obviously we still have a long road ahead of us," Hamilton said.

"We are working very hard to close the gap. In race pace we are quite similar, but in qualifying we still have a lot of work to do."

Source: Planet-F1

Kimi Räikkönen vs Jackie Stewart

Kimi Räikkönen vs Jackie Stewart! Vote!!!!!!!!!!

Kimi Räikkönen and Jackie Stewart’s F1 careers each lasted less than a decade. That’s not particularly long by the standards of today – consider that Rubens Barrichello is heading into his record-breaking 19th season.

But they both did a lot of winning in their nine-year stints in the top flight as the statistics below make clear.

An in addition to their championships both also finished as runner-up in two seasons. Stewart was second to Graham Hill in 1968 and Emerson Fittipaldi in 1972, his performance in the latter season dogged by a stomach ulcer.

Räikkönen was second to Michael Schumacher in 2003 and Fernando Alonso in 2005. In the latter year he was dogged by engine problems in his McLaren.

Arguably, both retired earlier than they might have done. Stewart decided early in 1973 it would be his last season, and he spurned big-money offers to come back.

Räikkönen was dropped by Ferrari at the end of 2009 and has not shown an interest in returning, happy instead to concentrate on rallying.

Which of these drivers should go through to the next round of the Champion of Champions? Vote for which you think was best below and explain who you voted for and why in the comments.

Round one

Kimi Räikkönen eliminated Sebastian Vettel
Jackie Stewart eliminated Mario Andretti

Source: F1Fanatic
Courtesy: sleenster

Turn, Turn, Turn: The best Formula One corners

Corners matter. Yes, straight-line speed is important, but ultimately it is how quickly a car and driver can corner that dictates that all-important lap time. But what makes a great corner? It is, of course, a very subjective issue. The new Korea International Circuit threw up a few at the weekend, but it is a little too soon to dub them ‘classics’. For those, most drivers will refer you to the likes of Spa-Francorchamps, Suzuka and Istanbul Park…

Japanese Grand Prix - Suzuka’s 130R
The list had to include at least one corner from Suzuka, the famous figure-of-eight track that many drivers cite as their favourite on the calendar, and narrowing it down to the high-speed 130R proved tough, with the famous Spoon Curve a very close second. Named after the corner’s radius, the 130R is one of the fastest in Formula One racing. Although modifications made in 2003 mean taking it at full throttle is not quite the challenge it once was, jinking left in seventh gear at speeds in excess of 310 km/h remains a supreme test of both car and driver, with a lateral cornering force of up to 6G. 130R’s unforgiving nature is why the drivers love it. Precision is key, even when taken at relatively low speed, as Lucas di Grassi found to his cost recently when he trashed his Virgin there on his out-lap to the grid.
“130R is one of the fastest corners in Formula One and you really have to think about how you approach it.” McLaren’s Jenson Button.

Italian Grand Prix - Monza’s Parabolica
Monza may be known as the ‘temple of speed’, but sprinkled amongst its epically long straights are some equally legendary corners - including the majestic Parabolica. It’s the track’s final turn and at 180 degrees, cars can experience apex speeds in excess of 200km/h and lateral acceleration for close to 450 metres. It leads onto Monza’s 1.3-km main straight, so it’s paramount for drivers to make a good exit in order to maximise their top speed before they brake for Turn One, the Rettifilo chicane, which is the best spot on the circuit for overtaking. The challenge of Parabolica is to brake as late as possible but then also get back on the power before the apex. Guaranteed to sort the men from the boys.
“Parabolica, is quite special. It's a difficult one to get right. You can always go faster there than you actually do.” 1997 world champion, Jacques Villeneuve.

Turkish Grand Prix - Istanbul Park’s Turn Eight
It may be part of one of the newest tracks - Istanbul Park - but Turn Eight punches well above its weight, and is already challenging the establishment thanks to its fearsome reputation. It boasts top speeds of 270 km/h, four apices (though the drivers treat it as two), bumps, and is one of the longest on the calendar, meaning cars (and therefore drivers) pull up to 5G for over seven seconds through this left-hander, which makes it one of the most physical corners to race in the world. It seems they are a masochistic lot, Formula One drivers. If they get it right, they can make up a lot of ground, but thanks to the bumpy surface it’s very easy to get it wrong. A true test of driver skill and precision - Turn Eight’s name clearly doesn’t do this corner justice.
“It’s a real rollercoaster and is awesome.” Force India driver, Adrian Sutil.

Belgian Grand Prix - Spa-Francorchamps’ Eau Rouge
Arguably the most famous corner of them all. The whole Belgian track is dictated by its natural surroundings, and nowhere is this more apparent than at Eau Rouge. Drivers switch left to right and go up and down through this legendary stretch of tarmac. Even though modern downforce levels have made it easier to handle in recent years - it’s now pretty much flat-out for those in front-running cars - it remains just as thrilling and just as critical to a fast lap. Grip and a sympathetic suspension set-up are essential, as is nerve - the sheer scale and gradient of the thing (something television pictures struggle to convey) is enough to test even the most bold.
“The drivers love the fast sweeping corners, including the legendary Eau Rouge.” Mercedes GP team principal, Ross Brawn.

British Grand Prix - Silverstone’s Becketts
If you’re looking for great corners, Silverstone provides a veritable smorgasbord, and Becketts is just one that has stood the test of time through the UK circuits various transitions. Midway through the lap, it’s a multi-turn complex, which boasts high speeds and demands skilful handling. Drivers try not to touch their brakes throughout this slalom ride, and instead simply lift the throttle as they swerve through. They can experience loads of about 4G as they progress. Quite a rollercoaster ride!
“I always liked the old track layout with the high-speed sections, particularly the Becketts complex that is a real challenge as you need to keep the momentum all the way through the corners.” Force India’s Vitantonio Liuzzi.

Brazilian Grand Prix - Interlagos’s Mergulho
Extremes rule at Interlagos, with one of the calendar’s longest straights, some of its slowest hairpins and multiple gradient changes just some of its unique features. One part that stands out is the fifth-gear left-hander of Mergulho. It’s the lowest part of the circuit, and is a thrilling ride on the limit, made all the more exciting by the characteristic bumps on its apex. Another firm favourite at the track, deserving an honourable mention, is the Curva Do Laranjinha.
“You need to have total confidence in your car and a good mechanical set-up with a high ride-height to manage the bumpy surface.” Williams’ Rubens Barrichello.

Monaco Grand Prix - Monte Carlo’s Grand Hotel Hairpin
It’s tough to single out just one corner on this legendary street track, but we’ve narrowed it down to Turn Six, more commonly known as the Grand Hotel Hairpin (formerly Loews). Although it must be the slowest (and is certainly the tightest) corner on the calendar, this hairpin presents its own unique challenge. Taken at under 50 km/h in first gear, before it sends you plunging downwards towards Portier and the tunnel, it requires full steering lock - some teams even have to modify their steering racks to make the corner - and as much concentration as a driver can muster. It distils the very essence of Monaco. And believe it or not, you even see overtaking here, especially on the opening lap when tyres, brakes (and brains) may not be quite up to temperature.
“It's quite a technical corner. It's important to hit the apex so you don't lose too much time through this part of the lap." Ferrari’s Fernando Alonso.

Canadian Grand Prix - Montreal’s ‘Wall of Champions’
Turn 12 in Montreal achieved legendary status in 1999 when a trio of former world champions - Damon Hill, Michael Schumacher and Jacques Villeneuve - all lost control on the exit and crashed into the Circuit Gilles-Villeneuve’s unforgiving concrete walls during the race. There’s no doubt the track’s fierce speed has something to do with it. After spending over 15 seconds flat out along its longest straight, drivers must then brake from well over 300km/h for this final, critical chicane. Of course it’s a case of the later the better, but because there’s such a slim margin for error, running ‘on the edge’ rarely means more than it does here.
“You have to be careful because things can go wrong very quickly. A small mistake and you'll be in the 'Wall of Champions' before you know it.” Former F1 driver, now FIA stewards’ advisor, Alex Wurz.

Source: Formula1.com

Why Robert Kubica is arguably the best driver in F1

Although Robert Kubica's Japanese Grand Prix lasted only a couple of laps behind the safety car, his qualifying performance emphasised again the Renault driver's claim to being a future world champion

By Mark Hughes
BBC F1 commentary box producer in Suzuka

On the Formula 1 calendar there are only three outstanding driver's tracks - where there is scope for a great driver to transcend the level of his car. They are Monaco, Spa and Suzuka.

The remainder are 'technical tracks', where the lap-time potential is defined almost totally by the car, the difference between a great and a good driver on the stopwatch relatively small.

At each of those three special tracks this year, Kubica has qualified what is otherwise a lower-top-10-level car on the front or second row.

It is confirmation of a very special talent but one that is still under-appreciated by the wider world.

It is the sort of anomaly that occurs only with very special prospects, such as: Michael Schumacher qualifying the Jordan seventh at Spa on his F1 debut in 1991; Mika Hakkinen out-qualifying Ayrton Senna the first time they were paired together at McLaren in Portugal in 1993; Senna terrorising the field at Monaco in 1984 with a car from the unfancied Toleman team; in 2001 Fernando Alonso qualifying the outclassed Minardi in places it had no right being in.

When taking into consideration the machinery at their disposal, how much they have squeezed from what they have, how few errors have been made, there is a very real case to be made for putting Kubica ahead of all the other drivers this year.

But for such status to be taken seriously, the 25-year-old Pole desperately needs a front-running car from Renault next year, something the team have not delivered since the Alonso glory days of 2005-06.

That is a long time ago now and technical director James Allison is acutely aware of the responsibility that Kubica's presence brings with it.

"If we can give him a car that's even half capable of getting a championship he'll get one," Allison said. "Not everyone in the pit lane can say that about their drivers.

"He's properly committed to being a world champion, no doubt about that. He is one of those very, very top guys where you know that if the car is not running at the front it's because of the car, not him.

"He's not only incredibly fast but you just know you can rely on him to do a fast lap when that's what's needed.

"You know he will not make mistakes when the pressure is on him and he'll plough out lap after lap after lap at a really good pace.

"He expects a lot from everyone all the time; he's positive, demanding and pushing but puts the work in himself too.

"Having a really top-flight driver like that gives you a fantastic baseline to work from.

"In that regard he's similar to Fernando [Kubica's predecessor at Renault] but the area where he's different is he is more intense about it, seems more fully immersed in racing and wanting to be a champion.

"I guess Fernando had already done that but Robert is just brilliantly committed to making this team and relationship a success and helping us to drag ourselves back to where we need to be."

The Renault guys love Kubica and not only because he is fast and almost error-free but also because there is nothing he would rather be doing than sitting in the garage talking about how to make the car faster.

And if it is not that it will be regaling the mechanics with stories from his karting days or talking about the rally car he competes in as a hobby between races.

When Kubica was a BMW driver he was asked what he would like as a company car and they did not know quite how to react when he replied: "A Mitsubishi Evo 7."

Allison is quietly confident that the team can give Kubica something more worthy of the driver's ability for next year. He puts the shortfall of this year's R30 down to key personnel losses in the aerodynamics department that have now been fully recovered.

"We also have much better tools in conceiving next year's car," he stated. "Our CFD department is now a very powerful tool and we now have a tunnel that gives us a much better and more realistic simulation to what happens on the track.

"There's a bunch of other things very helpful, such as how much quicker it speeds up and slows down than the old road.

"Although it's only two or three minutes per run, when you do as many runs as we do that stacks up to an awful lot of time and throughput is a very important thing in a tunnel.

"Our old road used to take about 30 seconds from one yaw angle to our other yaw angle, whereas this one does it in a couple of seconds and that productivity improvement is actually quite substantial.

"I see no reason why we can't be competing at the front in 2011."

That's the technical man talking. So long as the commercial side is resolved to allow that potential to be accessed, there is reason for optimism about Kubica's prospects.

The team's new ownership regime - it is effectively leased from Renault by investment group Genii Capital - has had its rocky moments this year as it adapts to life in the F1 paddock at a time of global economic restraint.

The bald fact is that Renault need a car somewhere close to as good as the Red Bull, McLaren and Ferrari have been this year if Kubica is to excel at anywhere other than Monaco, Spa, and Suzuka next year.

If they fail to provide that, Kubica may reluctantly be forced to seek confirmation of his stature elsewhere.

Source: BBC Sport

Raikkonen "knew that it would be difficult"

Kimi Raikkonen scored his first WRC points in Jordan and Turkey. The Finn knows he's progressing but remains aware of the gap separating him from the best

Kimi Räikkönen, in his fourth rally with the Citroen Junior Team, during last weekend in Turkey, made his first top 5. A beautiful performance for the F1 World Champion 2007, pleased to see his progress race after race. "I'm getting better everywhere," he acknowledges to AUTOhebdo this week. "You know very well what are the steps! Everything happens at once. Little by little, everything seems both better and easier. "

However, the Finn knows he still lacks the level of attack that his car provides him. To progress, Kimi Raikkonen has decided not to take risks, a strategy that allowed him to score his first points. "What counts is to accumulate kilometres, to be at the finish line. The points are the consequence. Their number depends on the race events that affected the best drivers. In Jordan, I found the specials so difficult that I have never taken risks. My points were due to simply being at the finish. In Turkey, it was not quite the same thing. I simply tried to drive. Then I was able to regularly take on Villagra and Wilson. This is not the "top" yet, but it's some satisfaction."

However, the Finn faced severe difficulties, as in the Rally of Jordan, where the complexity of the surface forced him to go at a modest pace."Jordan, I found it horrible. The roads are blind, and tortuous. I felt lost. I really wanted to be at the finish and for this to happen, I had no other choice but to be slow. "

Kimi Raikkonen thus learns step by step, in a discipline that he discover with every kilometre. "I knew it would be difficult. It's not worse than what I expected. Except in Jordan. There, I really suffered." But, as he remains lucid, the Finn is nonetheless ambitious. "I know the depth of the gap that separates me from the top. I know that I have just succeeded in getting intermediate lap times comparably to theirs. All I have left is to multiply these moments. I'm progressing, but fifth, six minutes behind, it's not what I want. "

Source: Autohebdo.fr
Translation from French: Fran

Kimi's Turkish Rally review: Simply The Best Rally

There is no reason to jump in the air with joy, but, obviously, this is the best feeling I have had since starting my new career in WRC. We got a nice ten points from the Turkish weekend. The whole team was very happy with the job we managed to do.

Well, once again we proved that our simple target - finish, finish, finish – suits us fine. When we managed to finish the rally, we are also able to get a good result.

In some stages it was mainly the question to go very cautiously. Especially in the last stage it was very tricky to find the right speed. It was slippery like on ice. I pushed and Kaj did the braking on me. Once again it was working well and we kept the car on the road until the very finish. Fifth place in the Turkish Rally was more than we could have hoped before going for it.

It was a difficult rally, as I said. Even the big boys made mistakes. Mikko Hirvonen hit the stone, while he started to push harder and some top guys had even more costly errors.

Obviously, the TOP-5 are in a league of their own. But we were the best in the second division. I was the center forward of the second line-up, if you want to describe it with ice hockey terms.

It’s no use to make a big deal of it. I just enjoy this moment. The next rally will be totally different and a new challenge for us all.

The Turkish Rally is absolutely the best rally I’ve done during my short WRC career. No doubt about it.

It was a new place for every driver. Nobody knew the roads before and as a WRC rookie, I’ve got a certain advantage in comparison to the top guys, while none of them hadn’t done the roads 5-10 times before.

Now there is no need to think of, what is the gap to the top we have, while going to a place where nobody has raced before. That’s something we know better after the this weekend and that gives us more confidence going to other new places – like Bulgaria on July.

All the time I have better feeling also with the car. It’s getting better and better every time and it feels also easier to drive. This time we had some stages on tarmac, too. Well, it was still early days to try to get used to the grip levels and we used the gravel tyres and gravel set-up, too. So it’s useless to get too involved in details at this stage.

Now we have a break, because I’m not going to New Zealand. But it’s not a holiday time. I have some work to do. Hopefully we get the cars back to the factory as soon as possible. I’ll be starting to focus on my next rally in Portugal with some testing before.

Source: KIMIRAIKKONEN.COM