Suzuka inks new GP deal for 2012

Suzuka will continue to host the Japanese grand prix beyond this Ocrober’s race.

Last October, the boss of the Honda-owned Mobilityland company admitted that its formula one race at Suzuka is "only marginally profitable".

Honda pulled its team out of F1 at the end of 2008, while Toyota and Bridgestone have also left the sport, as has the other Japanese venue Fuji.

But the Japan Times and the Kyodo news agency both reported on Tuesday that the grand prix will take place in 2012 after a new agreement was reached between Mobilityland and F1 authorities.

Source: Nextgen

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

Petrov penalised after taking out Hulkenberg

Vitaly Petrov will lose five-places on the grid at the next event in Korea.

Renault's Vitaly Petrov has been punished by the stewards following the F1 2010 Japanese Grand Prix today.

The stewards ruled post-race that he had breach the regulations by causing a collision with the Williams of Nico Hulkenberg at the start of the race. As a result he picks up a five-place grid penalty for the next event in Korea.

Speaking after the race, Petrov maintained that he had to move over because of Nick Heidfeld.

“I made a good start and managed to overtake [Felipe] Massa,” Petrov explained. “I was then going passed Hulkenberg with [Nick] Heidfeld on my right when he started to move left and so I also had to move left to avoid him. Unfortunately I hit the side of Hulkenberg's car and this is why I crashed.”

Hulkenberg, who was the innocent victim, added: “I had a bad start and I didn't get off the line at all. I then saw Petrov coming up behind me. He touched my front right wheel and that was it.

"You never want to finish a race that early, but today it happened and it was unfortunate for us both. The team are doing a really good job developing the car and that showed in our qualifying performance so it was a shame to finish that early.”

Source: Crash

'Super' Kobayashi thrilled TV-watching Kubica

Kamui Kobayashi was the hero of Sunday's Japanese Grand Prix, enhancing his growing reputation as the launcher of kamikaze overtaking moves.

To the delight of his Japanese fans, the Sauber rookie scythed through the field from fourteenth on the grid to seventh at the finish.

"The way he overtook several competitors was absolutely spectacular," said team CEO Monisha Kaltenborn, standing in as team boss in Japan for the absent Peter Sauber.

The 24-year-old launched audacious moves on Adrian Sutil, Rubens Barrichello and Jaime Alguersuari, but teammate Nick Heidfeld was dispensed rather more easily.

"The team asked me not to make any problems for him," the German is quoted by Swiss newspaper Blick.

The paper's veteran correspondent Roger Benoit asked Kobayashi precisely how many overtaking moves he attempted at Suzuka on Sunday.

"I can't remember," he answered. "I only know that there were crashes all around me at the start, and later I made some contacts with my opponents.

"My car is rather damaged!" he revealed.

Team manager Beat Zehnder explained: "Some deflectors are missing from the car, and the sidepod has a big hole in it. Also a part of the front wing isn't there any more."

Renault's Robert Kubica retired from the race after five minutes with a missing wheel.

Said the Pole: "What Kamui did with his car was super. Because I had to watch on television, he saved my day."

Source: Motorsport

Button was a 'sacrificial lamb' - Horner

Red Bull suspects McLaren was trying to use Jenson Button as a "sacrificial lamb" at the Japanese Grand Prix to boost Lewis Hamilton's chances, until a gearbox problem put a halt to the strategy.

Button started the race on hard tyres, allowing him to run longer than his rivals and take the lead of the race, ahead of the Red Bulls, midway through the race. Red Bull team principal Christian Horner believes Button's alternative strategy was a deliberate attempt by McLaren to back the faster Red Bulls into Fernando Alonso and Hamilton behind, to give the second McLaren driver a chance to catch up.

"We were a bit concerned by Jenson's race strategy, as we knew we would come out behind him and then he started to back everybody up towards Hamilton," Horner told the Daily Telegraph. "It was sort of like being in a McLaren sandwich. But then it looked like Hamilton developed a problem and they aborted that strategy for Jenson. It looked a little bit like he was a sacrificial lamb. I don't know. It just seemed strange."

McLaren boss Martin Whitmarsh admitted that it was possible to use Button as a blocker, but insisted the strategy was optimised to give Button the best possible opportunity to make up time when he changed to the softer tyre.

"Yes there was [the possibility to do that]," Whitmarsh said. "But at that point we also had to consider Jenson. We wanted to give him enough time on the option tyre, to have a go. If we had left him out there longer... it is not how we play our game. Maybe others would but that is not how we go motor racing."

He added: "Ultimately, that strategy didn't come off as best we'd have liked because the others' option tyres didn't fall away as quickly as we'd anticipated. Still, we feel it was a strategic choice worth taking. After switching to options, Jenson showed excellent pace, and I think we had the second fastest car today."

Source: ESPNF1

[Photos] Japanese GP, Sunday: Qualifying and Race

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[Photos] Saturday at Suzuka

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