Nick: I can win the title with the right car

Despite having never won a grand prix, Nick Heidfeld is confident he can win the World title if BMW give him a car that is capable of doing so.

Heidfeld has racked up 152 grand prix starts, however, the German has yet to take to the top step of the podium, finishing second on seven occasions.

Four of those alone came last year with BMW with the 30-year-old going on to claim sixth place in the Drivers' standings.

However, Heidfeld was largely upstaged by his less-experienced team-mate Robert Kubica, who did what the German could not do and that is clinch BMW's maiden grand prix win.

While Kubica took to the top step of the Canadian GP podium, Heidfeld had to contend with the runner-up slot.

"So far, I have contested just one race where my car and the circumstances would have offered me the chance of crossing the finish line as the winner: last year in Montreal," Heidfeld of the Canadian GP.

"But my team-mate secured the win and we celebrated a one-two."

But despite coming up short against his team-mate in Canada and in the overall standings at the end of the campaign, Heidfeld is confident that it's only a matter of time before he's fighting for - and winning - the World title.

"I don't constantly think about clinching my maiden GP win," he told the team's official website. "After all, it's my goal to win the title and not just a race.

"Should the car have what it takes to win the title, I can make it.

"Thanks to the major improvements we realised last year, we won't have to make such a big step forward in 2009."

Source:
http://www.planetf1.com

Ducati SportClassic GT 1000

Specifications
Chassis
Frame Tubular steel trellis frame
Wheelbase 1425 mm / 56.2 in
Rake 24°
Front suspension 43 mm upside-down fork
Front wheel travel 120 mm / 4.7 in
Front brake 2 x 320 mm semi-floating discs, floating caliper 2-piston
Front wheel Spoke wheel with chromed plating steel rim 3.50 x 17
Front tyre 120/70 R 17
Rear suspension Twin preload adjustable shock absorbers
Rear wheel travel 133 mm / 5.2 in
Rear brake 245 mm disc, 1-piston floating caliper, 2- sintered pads
Rear wheel Spoke wheel with chromed steel rim 5.50 x 17
Rear tyre 180/55 R 17
Fuel tank capacity 15 L (of which 3.5 L reserve) / 3.9 US gal (of which 1 US gal reserve)
Weight * 185 kg / 407 lbs
Seat height 828 mm / 32.6 in
Instruments Electronic panel: speedometer, rev counter, warning light for low oil pressure, indicators for high beam, fuel reserve, turn signals, LCD clock, immobilizer
Warranty 2 years unlimited mileage
Body colours (frame/wheels) Classic Silver and Smoke Grey (Black / Chrome) - Black With white stripe (Black / Chrome)
Versions Dual seat
* = The weight excludes battery, lubricants and, where applicable, cooling liquid.
Engine
Type L-twin cylinder, 2 valves per cylinder Desmodromic; air cooled
Displacement 992 cc
Bore x Stroke 94 x 71.5 mm
Compression Ratio 10.01:1
Power* 67.7 kw - 92 hp @ 8000 rpm
Torque* 67.3 lb-ft - 9.3 kgm @ 6000 rpm
Fuel injection Marelli electronic fuel injection, 45 mm throttle body
Exhaust Double tubing with air gap chromed exhaust system
Emissions Euro3
Transmission
Gearbox 6 speed
Ratios 1st 37/15, 2nd 30/17, 3rd 27/20, 4th 24/22, 5th 23/24, 6th 24/28
Primary drive Straight cut gears; Ratio 1.84:1
Final drive Chain; Front sprocket 15; Rear sprocket 39
Clutch Wet multiplate with hydraulic control
* = Data calculated using an inertia dynamometer
Photo:
http://www.melillimoto.com

Source:
http://www.ducati.com

Dennis to bow out as McLaren team principal

Following the launch of McLaren’s new car on Friday, Ron Dennis has announced he is to step down from his role as team principal and hand over to McLaren’s Formula One CEO, Martin Whitmarsh. Dennis will, however, stay on as chief executive of the McLaren Group and will still attend some races.

"Let me make one thing clear: this is very definitely not retirement," said Dennis. "In fact, I intend to work even harder from now on. And it's because I intend to work even harder - on growing the McLaren Group - that I've decided to pass the role of Team Principal of Vodafone McLaren Mercedes to Martin.

"In any case, this announcement won’t change a great deal because, in his capacity as Chief Operating Officer of McLaren Group, Martin and I already jointly take all the major decisions that affect this company. What today’s decision means is that Martin will now become solely responsible for the performance of Vodafone McLaren Mercedes and will be entrusted to ensure the team remains a competitive force in Formula One motor racing.

"As for myself, I will continue to expand and develop my role as McLaren Group Chairman and still intend to go to some, but not all, Grands Prix because I remain a diehard enthusiast. Motor racing is in my blood - and nothing will dilute my passion for either the sport or the success of this company."

Whitmarsh, who joined McLaren in 1989, will take over from Dennis from March 1, ahead of the season-opening Australian race in Melbourne on March 29.

"Ron and I have had many discussions about this over the past few weeks and months, but eventually it became clear that Ron’s decision was final," commented Whitmarsh. "Everyone knows what an incredible career Ron has had to date; his legacy is huge. As such, I remain hugely mindful of the responsibilities I assume as team principal - it’s a daunting yet exciting prospect. Despite today’s announcement, I hope we will still continue to work as closely together as before."

Dennis kick-started his motorsport career in 1966, joining the Cooper Racing Car Company, after a spell as an apprentice mechanic. Within two years he moved to Brabham where he became the chief mechanic to Jack Brabham. By 1971, however, an ambitious Dennis had left to set up his own Formula Two team, Rondel Racing.

Rondel would be the first of several successful F2 and Procar outfits Dennis was involved with over the next decade. His big break, however, came in 1980 when his team Project Four merged with McLaren to form McLaren Racing. Within two years he’d assumed control of the team.

McLaren have since won 162 races, eight constructors’ championships and 12 driver titles. Niki Lauda, Alain Prost, Ayrton Senna are just some of the famous names to have won championships whilst driving for McLaren, while the team’s most recent champion, Lewis Hamilton, was hand-picked by Dennis when he was just 13 years-old as a future talent.

Dennis’s entrepreneurial skills have also led McLaren to diversify into several other areas including the design and manufacture of revolutionary road cars. In 2000, he was honoured with a CBE for services to motorsport and he retains a stake in McLaren, alongside fellow shareholders DaimlerChrysler and the Bahrain Mumtalakat Holding Company.

Source:
http://www.formula1.com

Ducati 848

Specifications
Chassis
Frame Tubular steel Trellis frame in ALS 450
Wheelbase 1430 mm / 56.3 in
Rake 24,5°
Front suspension Showa 43 mm fully adjustable upside-down fork
Front wheel travel 127 mm / 5in
Front brake 2 x 320mm semi-floating discs, radially mounted Brembo calipers 4-piston, 2-pad
Front wheel 5-spoke light alloy 3.50 x 17
Front tyre 120/70 ZR17
Rear suspension Progressive linkage with fully adjustable Showa monoshock. Aluminium single-sided swingarm
Rear wheel travel 120mm / 4.7in
Rear brake 245mm disc, 2-piston caliper
Rear wheel 5-spoke light alloy 5.50 x 17
Rear tyre 180/55 ZR17
Fuel tank capacity 15.5L (of which 4L reserve) / 4.1 US gal (of which 1 US gal reserve)
Weight * 168 kg / 370 lbs
Seat height 830 mm / 32.6 in
Instruments Digital MotoGP derived unit displaying: Speedometer, rev counter, clock, scheduled maintenance warning, warning light for low oil pressure, fuel level, oil temperature, fuel reserve, trip fuel, neutral, turn signals, average speed, average fuel consumptio
Warranty 2 years unlimited mileage
Body colours (frame/wheels) Red (Red / Black) - Pearl White (Racing Grey / Black)
Versions Dual seat
* = The weight excludes battery, lubricants and, where applicable, cooling liquid.
Engine
Type L-Twin cylinder, 4 valve per cylinder Desmodromic, liquid cooled
Displacement 849.4 cc
Bore x Stroke 94 x 61.2 mm
Compression Ratio 12:1
Power* 134hp - 98.5kw @ 10000rpm
Torque* 70.8lb-ft 96Nm @ 8250rpm
Fuel injection Marelli electronic fuel injection, elliptical throttle bodies.
Exhaust Lightweight 2-1-2 system with catalytic converter and lambda probe. Twin stainless steel mufflers
Emissions Euro3
Transmission
Gearbox 6 speed
Ratios 1st 37/15, 2nd 30/17, 3rd 28/20, 4th 26/22, 5th 24/23, 6th 23/24
Primary drive Straight cut gears, Ratio 1.84:1
Final drive Chain; Front sprocket 15; Rear sprocket 39
Clutch Wet multiplate with hydraulic control
* = Data calculated using an inertia dynamometer
Photo:
http://www.motorionline.com

Source:
http://www.ducati.com

Heidfeld gets first taste of F1.09 at Valencia

Nick Heidfeld took over from BMW Sauber team mate Robert Kubica in the cockpit of the F1.09 on Friday, as the team's four-day test at the Spanish circuit of Valencia continued. It was Heidfeld’s first chance to sample the car, and the German was pleased to at last get his hands on his charge for the 2009 season.

“Finally I could drive the F1.09 for the very first time,” he said. “We still have a lot of work to do, but we are making progress with each kilometre and the reliability is already there.

"Overall the F1.09 handles quite differently to last year’s car. Fortunately I managed to work on the set-up in the afternoon. The most important result after my first day of testing is that the car reacts as intended to set-up changes.”

Although strong winds forced the team to change their scheduled programme, Heidfeld still managed to cover 92 laps over several long runs. He will continue to test on Saturday.

Source:
http://www.formula1.com

Force India on track for March debut

Although their rivals are already tweaking their new cars after testing last week, Force India are yet to unveil their 2009 challenger. But on Friday the team revealed that they are on target to debut the VJM02 during testing in early March, ahead of the season-opening Australian Grand Prix later in the month.

As well as adjusting to 2009’s extensive regulation changes, Force India have also switched from an engine supply deal with Ferrari to a new technical partnership with McLaren. And with the engine and gearbox contract only agreed in November, the team have been working flat out ever since to accommodate the late change of plan.

“The deal took quite a while to do and therefore the announcement and the opportunity to start work was late, especially considering the package included such fundamental items such as the gearbox,” technical director James Key told the team’s official website. “It’s obviously very tight, because of what we’ve had to do. But the plan is to hit the last two official team tests before the season.”

Although modifying the car's design to incorporate a new gearbox and engine has been a complicated process, Key has clearly relished the challenge and has been pleased with how smooth the transition has been.

“We had to determine how compatible the existing designs were,” he added. “In some areas it was fairly straightforward. Some areas of the car matched very well with the new packaging requirements we had, while in other areas it was significantly different.

“I think it’s just getting everything together. McLaren have been absolutely excellent, they understand that we’ve had a lot of work to do in a short time. They’ve been extremely supportive, very helpful.”

And if Force India's progress continues at the same rate throughout February, the VJM02 is expected to hit the track for the first time on March 1 at a multi-team test at the Spanish circuit of Jerez.

Source:
http://www.formula1.com

Singapore to be fine-tuned to boost overtaking

Following the huge success of last year’s inaugural Singapore Grand Prix, organisers have announced that the layout of the Marina Bay circuit will be improved further ahead of the 2009 event.

Following consultation with the FIA and the teams, minor changes will be made to Turns One, 13 and 14 to further increase the potential for overtaking, whilst road surface improvements will be undertaken at Turns Five, Six and Seven, and revisions made to the pit-lane entry and exit as well as the Turn 22 runoff area.

“While the circuit and the event exceeded expectations around the world, as with any brand new event, there are always things which we now know we can do better,” explained Singapore’s technical and race operations director, Michael McDonough.

“Minor modifications are proposed on the track, at Turns One, Seven and 14 in order to improve overtaking opportunities whilst the main changes will be to the Pit Entry and Pit Exit to provide added margins of safety for cars entering and leaving the pit lane.”

The changes to Turn One will involve modification to the geometry to reduce corner speed so that it provides potential overtaking opportunities in the braking zone at the approach to the corner. The modifications will involve relocating the corner apex, reducing the corner radius and thereby cutting the estimated cornering speed.

When the cars took to the track last September, some drivers took a far wider line in this corner than expected, turning in from the concrete verge next to the wall. Kerbing will therefore be installed on the entry to prevent this.

Turn 13, the tight left-handed hairpin after the historic Anderson Bridge, will be amended to increase cornering speed, providing additional speed on Esplanade Drive and increasing the opportunity for overtaking in the braking zone at Turn 14. With the revision, the cars are now likely to reach speeds of approximately 275km/h along Esplanade Drive.

In addition, the geometry of Turn 14 will also be modified to improve overtaking opportunities in the braking zone. The changes will involve relocating the corner apex to reduce the corner radius and reducing the estimated cornering speed of the cars.

During the 2008 Singapore Grand Prix, a significant speed differential was observed at the apex of Turn 22 between cars entering the pit lane and those lapping the track. To reduce any risk of interference between them, a dedicated pit-lane entry will be constructed.

The pit exit will also be changed. Last year it entered the circuit into the braking zone for Turn One, immediately after the pit wall. Following suggestions from the FIA, the pit lane will be realigned and lengthened for 2009, exiting on the drivers’ left at Turn Two, away from the racing line and onto a part of the circuit where the cars will all be accelerating.

Finally, the runoff distances at Turn 22 will be reduced, providing better spectator circulation in the area. The 2009 Singapore Grand Prix will take place from September 25-27.

Source:
http://www.formula1.com

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