The German Grand Prix will mark 40 years of Sauber in motorsport. Ahead of the event, Peter Sauber reflected on his time in the business.
Peter SauberQ. Why did you decide, four decades ago, to go into business building racing sports cars? Switzerland isn't exactly the most popular place to set up this kind of company.
Peter Sauber: My occasional amateur races in a VW Beetle and the work I used to do on the car brought me into contact with the motor sport community in Switzerland. Within these circles I met a likeminded enthusiast, and together we developed the project for building two-seater racing sports cars.
If we'd looked into the economic wisdom of building and selling racing sports cars in Switzerland, there's no way it would have made sense. But luckily the sensible approach doesn't always win the day.
Q. Was it possible to earn enough money in this business?
PS: No, it wasn't. Between 1970 and 1978 we built a total of 13 examples of the C1 to C5 models. But that just didn't prove to be economically viable. Building and selling the cars was nowhere near enough. However, we were able to make money by running the cars for wealthy clients.
Q. Were there moments when you were tempted to throw in the towel?
PS: Oh yes, there were a lot of those! The first ten years were especially difficult, as we weren't just lacking the financial resources but also the people we needed. We were pushing our limits physically as well. There were many occasions when we worked late into the night. The Le Mans 24-hour race was particularly gruelling; with all the preparations for the race, you barely slept for a week.
If you then had to watch the cars drop out mid-way through the race, it would finish you off both physically and mentally. More than once I called my wife from Le Mans and said to her: That's it, I've had enough now.
Q. That idea never lasted for long, though...
PS: No, we always kept going. I was aware from the outset that it was extremely difficult - for a whole variety of reasons – to make a living from building racing cars in Switzerland. What always drove me on, though, was the determination not to concede defeat in the face of an almost insurmountable challenge.
Q. How did you work in those days? Who designed the cars and who built them?
PS: We started out as a two-man operation. With the C1, which we built in the cellar of my parents' house, we started out with a pretty good idea. The basis for this racing car was a Brabham Formula 3 machine, including the engine and gearbox, for which we designed a new two-seater chassis and bodywork. The C1 was much better than the cars it was racing against. That was how I managed to win the Swiss sports car championship in 1970. I certainly wasn't a particularly talented driver.
Q. How did things go from there?
PS: The C2 was created according to the same principle, but for the C3 we designed every part ourselves. Like its two predecessors, it was based on a tubular frame. By then there were four of us working together, one of whom was a friend from school who was studying engineering at the time. He was responsible for the design and I did the soldering and welding.
With the C4 and C5 we used an aluminium monocoque – which we also made ourselves – for the first time. From the C3 onwards Paucoplast were responsible for building the body, and the company is still doing work for us today. It was a very intense time.
Q. And then the partnership with Mercedes-Benz gradually took shape.
PS: Yes, it began in 1984 and was a very delicate matter to start with. Motor sport was still a taboo subject at Mercedes back then, with the serious accident at Le Mans in 1955 still weighing heavily. So a dedicated group of Mercedes engineers helped us out in their free time until we became the official works team of Mercedes-Benz in 1988.
Q. Professor Werner Niefer played a particularly prominent role here.
PS: Professor Niefer was Chairman of the Board at the time and a real old-school businessman – of the sort you struggle to find in large companies nowadays. Back then I worked with Mercedes without a contract; I shook hands with Professor Niefer, and that was worth more than any piece of paper with signatures scrawled on it.
Q. What was the story with the Silver Arrows?
PS: In March 1989 the Sauber-Mercedes C9 cars, with their dark blue paintwork, were all ready for their first race at Suzuka. Professor Niefer wanted the cars painted silver, but there was a lot of resistance among his colleagues on the Board, for whom our prospects of success were too uncertain. Professor Niefer asked me to paint a model car silver and bring it to the Geneva Motor Show, where the key meeting was due to take place.
Things were not moving very fast, but then he suddenly put his arm around my shoulder, took me aside and said: "They're all such scaredy-cats. Change the colour!" The cars were duly repainted, but it was all very cloak-and-dagger. This was the rebirth of the Silver Arrows. We celebrated a one-two at Suzuka, won the Manufacturers' and Drivers' titles in the World Sports Car Championship and crossed the line first and second at Le Mans as well. So we repaid his faith in us.
Q. What would you say has been the best period you've had over the 40 years?
PS: Off the top of my head I'm tempted to say the successful time with Mercedes. But when I think back now, the 18 years in Formula One are right up there, of course. I don't really want to single out any particular period of time; the whole 40 years have been amazing, and the difficult moments are all part of that.
Q. You brought Mercedes-Benz back into motor sport and provided BMW with the platform to line up as a works team in Formula One. Are you proud of what
you've achieved?
PS: Yes, definitely. I'm also proud that I achieved this from Switzerland. After all, these are two big German companies with long histories. In 2005 the German automobile association, the ADAC, presented me with an award in recognition of my achievements, so it isn't as if it went totally unnoticed.
Q. What have been the sporting highlights of your career?
PS: In the 'old days' I would certainly say winning the Manufacturers' and Drivers' titles in the World Sports Car Championship in 1989 and the one-two in the Le Mans 24 Hours. More recently, the highlight would have to be Robert Kubica and Nick Heidfeld's one-two in the 2008 Canadian Grand Prix in Montreal.
Q. And the low points?
PS: Without doubt the serious accident suffered by Karl Wendlinger in Monaco in 1994, which left him in a coma for 19 days, and Robert Kubica's horrific crash in Montreal in 2007. In the end, both accidents had a happy ending. Robert is still competing in Formula One, of course, and Karl continues to race GT sports cars. I'm very thankful that they are able to do so.
Q. How do you hope the future will work out?
PS: I'd like to lead the team back into a secure position and establish it at a good level from a racing point of view. If I can manage that, it will be a case of mission accomplished for me.
News from Formula One in the Formation Lap.
Showing posts with label Sauber. Show all posts
Showing posts with label Sauber. Show all posts
Thursday, 15 July 2010
Tuesday, 4 May 2010
Peter Sauber on his team's struggle
When Peter Sauber stepped in to save his beloved team from closure last winter, he can hardly have imagined it would start the season in such disarray – especially after a winter testing campaign that promised so much.
But the quiet cigar-smoking Swiss insists he would do the same again, and is keeping faith in the team’s capabilities under its new technical director James Key, as he explained in this Q&A with the Sauber press office.
Q: The first four races of 2010 haven't brought your team the results expected. What's your verdict on the season so far?
Peter Sauber: Of course we're all disappointed that we haven't collected any points with four races gone. After all, our aim was to be fighting for world championship points on a regular basis.
Q: What are the reasons for the way things have turned out so far?
PS: It's been a combination of factors. We've suffered too many reliability issues on both the chassis side and with our engines.
That's very unusual; we've always been one of the best teams in this respect over the years.
Q: How can you solve these problems?
PS: We've closely analysed all the chassis-related problems and already put measures into effect. Our engine partner Ferrari is doing the same.
Q: But you must have been expecting more from the performance of the C29?
PS: There's no doubt that we were all expecting more after winter testing. The fact is that we're lagging behind our direct rivals.
James Key, our new technical director, has already carried out some initial analysis and set out a series of measures we need to take.
But he's an engineer not a miracle worker, and the measures will need a certain time to take effect.
Our competitors will not be standing still either, so we have to take two steps forward at a time if we're going to make up lost ground.
James is currently engaged with setting out our medium- and long-term development path.
Q: But there must be more deep-seated reasons why progress is so slow?
PS: Yes, that's probably true. When I sold the team to BMW in 2006 I made a clear decision to take a step back. It was important for me to have a certain distance from things.
Now I'm discovering that there's quite a lot to do. This process of analysis is underway and we will see the results in the near future.
Q: Can we expect to see the first step forwards as early as Barcelona?
PS: We will have a development package of aero modifications on the car in Barcelona.
I can't say whether that will take us further up the grid, as all the teams will have improvements on their cars in Barcelona. Ultimately it will be a question of who has made the bigger step forward.
What I can say is that we have to work very hard and purposefully, and we have to remain realistic.
Q: James Key has been working as part of the team since earlier this month. What is your impression of him?
PS: James has clear ideas of how we can improve. Although he's still very young he has a lot of experience, and – very importantly – he brings fresh blood into the team. The technical progress he made at Force India speaks for itself.
I'm very pleased that we were able to secure his services.
Q: There is still a lot of white on the car. When can we expect to see the arrival of new sponsors?
PS: When I bought the team at the end of November we didn't have any sponsors or a place on the grid. I went into the project with open eyes. The car was all white.
However, I couldn't have predicted that the C29 would be so far off the pace.
Of course it was fanciful to think we could still recruit major sponsors for 2010 at the start of the year.
Having said that, we are financially secure for this season.
Our search for new sponsors primarily concerns 2011, although of course that doesn't mean we aren't already trying to bring new sponsors on board this year.
Q: Would you make the same decision again, knowing how difficult it would be?
PS: At the end of November I had two choices: either take over the team or see Hinwil close its doors. The latter was not an option for me.
It was always clear that it wouldn't be easy. But I'd do the same thing again!
But the quiet cigar-smoking Swiss insists he would do the same again, and is keeping faith in the team’s capabilities under its new technical director James Key, as he explained in this Q&A with the Sauber press office.
Q: The first four races of 2010 haven't brought your team the results expected. What's your verdict on the season so far?
Peter Sauber: Of course we're all disappointed that we haven't collected any points with four races gone. After all, our aim was to be fighting for world championship points on a regular basis.
Q: What are the reasons for the way things have turned out so far?
PS: It's been a combination of factors. We've suffered too many reliability issues on both the chassis side and with our engines.
That's very unusual; we've always been one of the best teams in this respect over the years.
Q: How can you solve these problems?
PS: We've closely analysed all the chassis-related problems and already put measures into effect. Our engine partner Ferrari is doing the same.
Q: But you must have been expecting more from the performance of the C29?
PS: There's no doubt that we were all expecting more after winter testing. The fact is that we're lagging behind our direct rivals.
James Key, our new technical director, has already carried out some initial analysis and set out a series of measures we need to take.
But he's an engineer not a miracle worker, and the measures will need a certain time to take effect.
Our competitors will not be standing still either, so we have to take two steps forward at a time if we're going to make up lost ground.
James is currently engaged with setting out our medium- and long-term development path.
Q: But there must be more deep-seated reasons why progress is so slow?
PS: Yes, that's probably true. When I sold the team to BMW in 2006 I made a clear decision to take a step back. It was important for me to have a certain distance from things.
Now I'm discovering that there's quite a lot to do. This process of analysis is underway and we will see the results in the near future.
Q: Can we expect to see the first step forwards as early as Barcelona?
PS: We will have a development package of aero modifications on the car in Barcelona.
I can't say whether that will take us further up the grid, as all the teams will have improvements on their cars in Barcelona. Ultimately it will be a question of who has made the bigger step forward.
What I can say is that we have to work very hard and purposefully, and we have to remain realistic.
Q: James Key has been working as part of the team since earlier this month. What is your impression of him?
PS: James has clear ideas of how we can improve. Although he's still very young he has a lot of experience, and – very importantly – he brings fresh blood into the team. The technical progress he made at Force India speaks for itself.
I'm very pleased that we were able to secure his services.
Q: There is still a lot of white on the car. When can we expect to see the arrival of new sponsors?
PS: When I bought the team at the end of November we didn't have any sponsors or a place on the grid. I went into the project with open eyes. The car was all white.
However, I couldn't have predicted that the C29 would be so far off the pace.
Of course it was fanciful to think we could still recruit major sponsors for 2010 at the start of the year.
Having said that, we are financially secure for this season.
Our search for new sponsors primarily concerns 2011, although of course that doesn't mean we aren't already trying to bring new sponsors on board this year.
Q: Would you make the same decision again, knowing how difficult it would be?
PS: At the end of November I had two choices: either take over the team or see Hinwil close its doors. The latter was not an option for me.
It was always clear that it wouldn't be easy. But I'd do the same thing again!
Wednesday, 28 April 2010
Key hopes to unlock Sauber potential
Sauber may be experiencing its worst start to a season since it entered Formula 1, but new technical director James Key is optimistic that the team has what it needs to recover the lost ground.
The Hinwil-based outfit headed into the campaign full of optimism after some encouraging performances in winter testing, but the C29 failed to carry through that strong form into the first race, while reliability dramas have also hampered its progress.
Those factors have left Sauber without a point to its name after the first four races - the first time that has happened since 1996 - and have increased the need for Key, who took on his new role earlier this month, to turn things around.
But rather than be downbeat about the situation Sauber has found itself in, Key believes the team is more than capable of making the progress it needs.
"Obviously the pressure is on to see if we can make some steps forward," said Key, whose first race with the team was the Chinese Grand Prix. "That pressure is not just on me, it is on everyone.
"Perhaps the season isn't quite what everyone hoped, but we have to take it a step at a time. Some of it may be that the competition has made more steps that we expected, but we have plans for the future.
"We have some tweaks for the next race and other steps after that. It is just a case of making sure we are optimising ourselves as the small team we are now to hit the big areas of development. There is work to do, but there is no mystery at the moment as to what needs to be done. There is direction, it is just a question of getting there."
Key has conducted a thorough analysis of the operation and car since he joined Sauber, and has seen nothing that has left him unduly concerned. In fact, he is encouraged that he has been able to find obvious areas that need improving.
"The fundamentals are there first of all and I don't think there is anything fundamentally wrong," he explained. "The straightline speed is something that needs to be improved, but the team is aware of that already - and that is just a drag calculation. It is something the team is working on and there are clearly some tenths wrapped up in that.
"There are certainly other things too that we are setting directions on now. I can't go into too much detail, but there are certain things aerodynamically that are slightly different in terms of characteristics in the way the car is to what I would expect or would want to see in a car.
"These are directions that we are working on now to see if we can develop for the future. They are not quick fixes that you can bolt on and it works the next day, but they are development directions for the future. There are things I have identified, but I don't think there are any mysteries about the car at the moment - we will have to see how things develop. But there are certain things we have to try and work out.
"It is a very neat car, it is extremely well built and the quality for me is extremely good. There are also some neat features on suspension and those sorts of areas. There are some areas that are different to what I am used to, there are areas where development direction will form around, and I think a few areas that need a bit of work at the moment. It is a nicely put together car."
Although one of Sauber's main concerns at the moment is reliability, with the team having suffered engine and hydraulics problems in the first races, Key believes the team must continue to balance curing those issues with bringing more speed too.
"Naturally reliability is a big priority and the team is working on that very well," Key added. "It's been unfortunate because in winter testing there wasn't any hint of there being a reliability issue, but now we are keeping a close eye on it.
"But you have to do that in tandem with performance, because as soon as the reliability is there you want to make sure that you are in a position to score points."
Key believes one of the main challenges over the next few weeks is in getting the team's new structure working at its best - on the back of BMW's withdrawal and the subsequent cutting down of manpower in Hinwil.
"There is a little bit of work to do in making sure that we take what the team is now and gluing it together in the right way, after what went on over the winter and the uncertainty there.
"There are some departments that were much bigger before and now are just one or two people, and if there are several of those then it is a question of putting them together and helping the team reform a bit as a smaller operation than it has been used to. But as I have said before, the fundamentals are there."
Key is hoping to agree a development plan with the team within the next fortnight - to take into account updates for this year and the creation of next year's C30.
"We have the balance with next year's car as well to consider, like everyone. As a small team it is always more difficult because your resources are only so big, but there are plans emerging now.
"We have some tweaks for Barcelona but over the next couple of weeks a clearer picture will emerge of which events we will try to hit with updates, and how we want to pitch them. There is a preliminary plan already."
Although Key could be forgiven for feeling a tinge of regret having left Force India at a time when it has made another big step forward, he actually feels his old team's situation is a cause for extra motivation for himself and his new employers.
"I feel very proud actually," he said about Force India's form. "It is a team I was involved with for a long time and in some ways I wished I hadn't pushed them so hard over November and December, because obviously it worked! But I think, good for them. I am glad it worked for them and it is a pretty good target for us. We have to aim to beat them and aim for that level.
"For us, there is this middle group of teams and Force India and Renault are leading that right now. But there is no reason why we cannot catch them up. It may take a bit of time, but we can do that - and then it's the top four after that."
The Hinwil-based outfit headed into the campaign full of optimism after some encouraging performances in winter testing, but the C29 failed to carry through that strong form into the first race, while reliability dramas have also hampered its progress.
Those factors have left Sauber without a point to its name after the first four races - the first time that has happened since 1996 - and have increased the need for Key, who took on his new role earlier this month, to turn things around.
But rather than be downbeat about the situation Sauber has found itself in, Key believes the team is more than capable of making the progress it needs.
"Obviously the pressure is on to see if we can make some steps forward," said Key, whose first race with the team was the Chinese Grand Prix. "That pressure is not just on me, it is on everyone.
"Perhaps the season isn't quite what everyone hoped, but we have to take it a step at a time. Some of it may be that the competition has made more steps that we expected, but we have plans for the future.
"We have some tweaks for the next race and other steps after that. It is just a case of making sure we are optimising ourselves as the small team we are now to hit the big areas of development. There is work to do, but there is no mystery at the moment as to what needs to be done. There is direction, it is just a question of getting there."
Key has conducted a thorough analysis of the operation and car since he joined Sauber, and has seen nothing that has left him unduly concerned. In fact, he is encouraged that he has been able to find obvious areas that need improving.
"The fundamentals are there first of all and I don't think there is anything fundamentally wrong," he explained. "The straightline speed is something that needs to be improved, but the team is aware of that already - and that is just a drag calculation. It is something the team is working on and there are clearly some tenths wrapped up in that.
"There are certainly other things too that we are setting directions on now. I can't go into too much detail, but there are certain things aerodynamically that are slightly different in terms of characteristics in the way the car is to what I would expect or would want to see in a car.
"These are directions that we are working on now to see if we can develop for the future. They are not quick fixes that you can bolt on and it works the next day, but they are development directions for the future. There are things I have identified, but I don't think there are any mysteries about the car at the moment - we will have to see how things develop. But there are certain things we have to try and work out.
"It is a very neat car, it is extremely well built and the quality for me is extremely good. There are also some neat features on suspension and those sorts of areas. There are some areas that are different to what I am used to, there are areas where development direction will form around, and I think a few areas that need a bit of work at the moment. It is a nicely put together car."
Although one of Sauber's main concerns at the moment is reliability, with the team having suffered engine and hydraulics problems in the first races, Key believes the team must continue to balance curing those issues with bringing more speed too.
"Naturally reliability is a big priority and the team is working on that very well," Key added. "It's been unfortunate because in winter testing there wasn't any hint of there being a reliability issue, but now we are keeping a close eye on it.
"But you have to do that in tandem with performance, because as soon as the reliability is there you want to make sure that you are in a position to score points."
Key believes one of the main challenges over the next few weeks is in getting the team's new structure working at its best - on the back of BMW's withdrawal and the subsequent cutting down of manpower in Hinwil.
"There is a little bit of work to do in making sure that we take what the team is now and gluing it together in the right way, after what went on over the winter and the uncertainty there.
"There are some departments that were much bigger before and now are just one or two people, and if there are several of those then it is a question of putting them together and helping the team reform a bit as a smaller operation than it has been used to. But as I have said before, the fundamentals are there."
Key is hoping to agree a development plan with the team within the next fortnight - to take into account updates for this year and the creation of next year's C30.
"We have the balance with next year's car as well to consider, like everyone. As a small team it is always more difficult because your resources are only so big, but there are plans emerging now.
"We have some tweaks for Barcelona but over the next couple of weeks a clearer picture will emerge of which events we will try to hit with updates, and how we want to pitch them. There is a preliminary plan already."
Although Key could be forgiven for feeling a tinge of regret having left Force India at a time when it has made another big step forward, he actually feels his old team's situation is a cause for extra motivation for himself and his new employers.
"I feel very proud actually," he said about Force India's form. "It is a team I was involved with for a long time and in some ways I wished I hadn't pushed them so hard over November and December, because obviously it worked! But I think, good for them. I am glad it worked for them and it is a pretty good target for us. We have to aim to beat them and aim for that level.
"For us, there is this middle group of teams and Force India and Renault are leading that right now. But there is no reason why we cannot catch them up. It may take a bit of time, but we can do that - and then it's the top four after that."
Thursday, 25 March 2010
Sauber introduces its own duct system
BMW Sauber has become the first team to copy the radical F-duct system pioneered by McLaren, as the Swiss outfit fitted its own version of the device to its cars in Melbourne on Thursday.
Just two weeks after the duct idea, which helps stall the rear wing at high speed when a driver closes off a vent in the cockpit, was given the all-clear by the FIA, BMW Sauber has already pushed ahead with its own version of the device.
The team's C29s were being fitted with the ducts at the Albert Park circuit ahead of first practice. It appears to be fitted on top of the lefthand sidepod.
With teams unable to make major changes to their chassis because of homologation regulations, it appears that Sauber has opted to make modifications to its sidepods instead.
It is believed that once the air is channelled through the car it is then blown out onto the main profile of the rear wing, rather than the upper element as happens with McLaren. It is not clear where the driver is able to influence the airflow.
As well as the duct, Sauber has introduced a slot gap in the middle of the upper element - in similar style to the McLaren design that was approved by the FIA.
Sauber has not yet decided whether the system will be raced in the Australian Grand Prix, but it wants to give the ducts a proper test in practice to see how effective they are.
The team has been unable to test the effectiveness of the ducts in the wind tunnel because teams are limited to a maximum speed - which is slower than when the ducts become useful on track.
BMW Sauber driver Pedro de la Rosa reckoned his team had done the right thing in pushing hard to introduce the technology.
"It is a prototype, and the team has been working the last week flat out. We just have to be open minded," he said when asked by AUTOSPORT what the team had told him about the ducts.
"We have no testing, and this is the first opportunity we have to try it. We have to test it, make sure it works and then decide if it is raceable or not. We just have to have the patience to test it properly."
De la Rosa, who was a McLaren test driver until he took the Sauber drive earlier this year, admitted that he had had some knowledge of what his former outfit was up to - but insisted the Sauber concept was very different.
"Yeah - I knew a little bit about what McLaren was trying," he explained. "But this is a Sauber system. It is a different system."
De la Rosa said that the Sauber design was so new that he had not even worked out how he would activate closing the duct off when driving.
"Honestly, it is so new the system that I have to get in the car and check - where it is, how we do it! So we are in that phase now. I will know more later on today.
"It is a prototype. We are not sure if we will race it or not. We have to develop it, that is the main thing. The earlier you start the earlier you will have it. And definitely it is a system that if you make it work, it makes the car quicker. Full stop."
He added: "I have been impressed to see how quick the team realised this system was possible. They have come up here with a system that is pretty impressive from what I have seen. I think that it is a very agile team - it is a very quick reacting team and this is something I have realised since day one.
"Sometimes being smaller than a big team means that sometimes you are prepared to take more risks, and react quicker. That can be a strength. You have to be quicker to react than the big teams."
Just two weeks after the duct idea, which helps stall the rear wing at high speed when a driver closes off a vent in the cockpit, was given the all-clear by the FIA, BMW Sauber has already pushed ahead with its own version of the device.
The team's C29s were being fitted with the ducts at the Albert Park circuit ahead of first practice. It appears to be fitted on top of the lefthand sidepod.
With teams unable to make major changes to their chassis because of homologation regulations, it appears that Sauber has opted to make modifications to its sidepods instead.
It is believed that once the air is channelled through the car it is then blown out onto the main profile of the rear wing, rather than the upper element as happens with McLaren. It is not clear where the driver is able to influence the airflow.
As well as the duct, Sauber has introduced a slot gap in the middle of the upper element - in similar style to the McLaren design that was approved by the FIA.
Sauber has not yet decided whether the system will be raced in the Australian Grand Prix, but it wants to give the ducts a proper test in practice to see how effective they are.
The team has been unable to test the effectiveness of the ducts in the wind tunnel because teams are limited to a maximum speed - which is slower than when the ducts become useful on track.
BMW Sauber driver Pedro de la Rosa reckoned his team had done the right thing in pushing hard to introduce the technology.
"It is a prototype, and the team has been working the last week flat out. We just have to be open minded," he said when asked by AUTOSPORT what the team had told him about the ducts.
"We have no testing, and this is the first opportunity we have to try it. We have to test it, make sure it works and then decide if it is raceable or not. We just have to have the patience to test it properly."
De la Rosa, who was a McLaren test driver until he took the Sauber drive earlier this year, admitted that he had had some knowledge of what his former outfit was up to - but insisted the Sauber concept was very different.
"Yeah - I knew a little bit about what McLaren was trying," he explained. "But this is a Sauber system. It is a different system."
De la Rosa said that the Sauber design was so new that he had not even worked out how he would activate closing the duct off when driving.
"Honestly, it is so new the system that I have to get in the car and check - where it is, how we do it! So we are in that phase now. I will know more later on today.
"It is a prototype. We are not sure if we will race it or not. We have to develop it, that is the main thing. The earlier you start the earlier you will have it. And definitely it is a system that if you make it work, it makes the car quicker. Full stop."
He added: "I have been impressed to see how quick the team realised this system was possible. They have come up here with a system that is pretty impressive from what I have seen. I think that it is a very agile team - it is a very quick reacting team and this is something I have realised since day one.
"Sometimes being smaller than a big team means that sometimes you are prepared to take more risks, and react quicker. That can be a strength. You have to be quicker to react than the big teams."
Tuesday, 23 March 2010
Australian GP - Sauber Preview
For Sauber, the very unproductive opening race in Bahrain, with set-up troubles followed by failures in the race, has been analysed. At the Australian Grand Prix, held from 26th to 28th March in Melbourne, the BMW Sauber F1 Team wants to perform the way everybody expected after testing – with scoring points achievable.
Pedro de la Rosa:
“I’m very much looking forward to this Grand Prix. I really want our performance in Bahrain to be forgotten. Also it is one of my favourite Grands Prix because of the great atmosphere there. My last race there was in 2002. In 2005 I drove in Friday practice. This means I definitely have some memories of the track, but it will be like learning a new one for me. I believe we will be more competitive in Melbourne. Reliability was never an issue in testing, and it was very unlucky that we retired with both cars in Bahrain and with two different reasons as well. Albert Park is a difficult track with many chicanes, stop and go corners and bumps. As it is not a permanent race track it changes significantly over the weekend. This makes it important to read the track properly in order to deal with the grip level. It will not be easy for us in Australia and we need to work hard to be able to fight for points.”
Kamui Kobayashi:
“For sure I hope we will be more competitive in Melbourne than we were in Bahrain - we just have to be. I only know the track from the Toyota simulator which I have been in after the race in Bahrain. I like the lay-out of the Albert Park Circuit, and I also like Melbourne as a place. I have been there twice as a reserve driver. The city is great and the spectators are true fans, so I can’t wait to race in front of that crowd. To me a four week trip begins now and I’m really excited about that. From Melbourne we go to Kuala Lumpur and before the race in Shanghai I go and spend some time in Japan.”
Technical Director Willy Rampf:
“After our disappointing performance in Bahrain we have to make up for a lot in Australia. We have analysed the data and drawn conclusions accordingly. I expect us to be significantly more competitive in Melbourne. The failures were caused by hydraulic leaks in both cases, but for different reasons. For both problems we will have solutions ready for the race.
“The Albert Park Circuit is a stop-and-go track, being very demanding on the brakes and requiring high brake stability as well. At the same time good traction is a must. You drive with maximum downforce. Especially at the beginning of the weekend, the grip level is very low and then improves continuously. You have to make sure this development doesn’t confuse your set-up work and so you have to keep working in the right direction. I’m curious about how the tyres will be working. Last year the softer of the two compounds was degrading badly after just a few laps. This time Bridgestone is providing us with a harder compound, which naturally has an impact on the set-up.”
Pedro de la Rosa:
“I’m very much looking forward to this Grand Prix. I really want our performance in Bahrain to be forgotten. Also it is one of my favourite Grands Prix because of the great atmosphere there. My last race there was in 2002. In 2005 I drove in Friday practice. This means I definitely have some memories of the track, but it will be like learning a new one for me. I believe we will be more competitive in Melbourne. Reliability was never an issue in testing, and it was very unlucky that we retired with both cars in Bahrain and with two different reasons as well. Albert Park is a difficult track with many chicanes, stop and go corners and bumps. As it is not a permanent race track it changes significantly over the weekend. This makes it important to read the track properly in order to deal with the grip level. It will not be easy for us in Australia and we need to work hard to be able to fight for points.”
Kamui Kobayashi:
“For sure I hope we will be more competitive in Melbourne than we were in Bahrain - we just have to be. I only know the track from the Toyota simulator which I have been in after the race in Bahrain. I like the lay-out of the Albert Park Circuit, and I also like Melbourne as a place. I have been there twice as a reserve driver. The city is great and the spectators are true fans, so I can’t wait to race in front of that crowd. To me a four week trip begins now and I’m really excited about that. From Melbourne we go to Kuala Lumpur and before the race in Shanghai I go and spend some time in Japan.”
Technical Director Willy Rampf:
“After our disappointing performance in Bahrain we have to make up for a lot in Australia. We have analysed the data and drawn conclusions accordingly. I expect us to be significantly more competitive in Melbourne. The failures were caused by hydraulic leaks in both cases, but for different reasons. For both problems we will have solutions ready for the race.
“The Albert Park Circuit is a stop-and-go track, being very demanding on the brakes and requiring high brake stability as well. At the same time good traction is a must. You drive with maximum downforce. Especially at the beginning of the weekend, the grip level is very low and then improves continuously. You have to make sure this development doesn’t confuse your set-up work and so you have to keep working in the right direction. I’m curious about how the tyres will be working. Last year the softer of the two compounds was degrading badly after just a few laps. This time Bridgestone is providing us with a harder compound, which naturally has an impact on the set-up.”
Monday, 22 March 2010
De la Rosa expects Sauber improvement
Pedro de la Rosa expects BMW Sauber to improve its performance in Australia, following a disappointing opening race of the season for the team in Bahrain.
Sauber had shown strongly throughout pre-season testing and was expected to challenge the likes of Williams, Renault and Force India for the final top-10 placings.
But de la Rosa and team-mate Kamui Kobayashi qualified just 14th and 16th at Sakhir, before both retired early in the race with mechanical problems.
De la Rosa admits the team's dissapointment with Bahrain, but expects the Melbourne circuit to suit his car better than Bahrain.
"The level of downforce should suit us more, so I am looking to Australia in a more optimistic way," he told AUTOSPORT. "Let's try and get some points there. We are not in a position to fight for wins, but we should be in a better position that we were in Bahrain.
"Generally we were slow all weekend, it was not a matter of only qualifying. But we know why we were uncompetitive in Bahrain - the new layout definitely didn't help. It was difficult because we were expecting to be more competitive.
"We found several issues, but then finally, although we didn't finish the race, I was actually quite happy with the pace. We could have fought with Rubens Barrichello and Robert Kubica for the last point so that is okay, that is acceptable, but we were expecting a lot more."
Sauber had shown strongly throughout pre-season testing and was expected to challenge the likes of Williams, Renault and Force India for the final top-10 placings.
But de la Rosa and team-mate Kamui Kobayashi qualified just 14th and 16th at Sakhir, before both retired early in the race with mechanical problems.
De la Rosa admits the team's dissapointment with Bahrain, but expects the Melbourne circuit to suit his car better than Bahrain.
"The level of downforce should suit us more, so I am looking to Australia in a more optimistic way," he told AUTOSPORT. "Let's try and get some points there. We are not in a position to fight for wins, but we should be in a better position that we were in Bahrain.
"Generally we were slow all weekend, it was not a matter of only qualifying. But we know why we were uncompetitive in Bahrain - the new layout definitely didn't help. It was difficult because we were expecting to be more competitive.
"We found several issues, but then finally, although we didn't finish the race, I was actually quite happy with the pace. We could have fought with Rubens Barrichello and Robert Kubica for the last point so that is okay, that is acceptable, but we were expecting a lot more."
Friday, 19 March 2010
BMW Sauber expect ‘significant improvement’ in Australia
Many pundits had tipped BMW Sauber as one of the dark horses for 2010 after their promising pace in pre-season testing. That promise failed to materialise in Bahrain with a double DNF, but having rested and regrouped the Swiss team are predicting far better things for round two in Australia.
Neither Pedro de la Rosa nor Kamui Kobayashi progressed beyond Q2 at Sakhir - the Swiss team’s first outing since BMW’s departure - and both men subsequently retired from the race with hydraulic problems. However, technical director Willy Rampf believes they are now on top of the issues.
"After our disappointing performance in Bahrain we have to make up for a lot in Australia,” he commented. “The failures were caused by hydraulic leaks in both cases, but for different reasons. For both problems we will have solutions ready.”
Given their early exit in Bahrain - Kobayashi on lap 12 of 49, De la Rosa on lap 29 - drawing conclusions about BMW Sauber’s true race pace was difficult. That notwithstanding, Rampf is confident both the Japanese and the Spaniard will have a much quicker car under them at Albert Park next weekend.
“We have analysed the data and drawn conclusions accordingly,” he stated. “I expect us to be significantly more competitive in Melbourne.”
While Kobayashi has only ever driven the temporary street circuit on a simulator, De la Rosa is a veteran of three Australian Grand Prix starts, with a best finish of sixth place on his Formula One race debut with Arrows back in 1999. As to whether that experience will count for much in 2010, he is unsure.
“My last race there was in 2002 and in 2005 I drove in Friday practice,” explained the former McLaren tester. “This means I definitely have some memories of the track, but it will be like learning a new one for me.”
Nevertheless, he too is expecting an improvement on Bahrain, concluding: “I believe we will be more competitive in Melbourne.”
Neither Pedro de la Rosa nor Kamui Kobayashi progressed beyond Q2 at Sakhir - the Swiss team’s first outing since BMW’s departure - and both men subsequently retired from the race with hydraulic problems. However, technical director Willy Rampf believes they are now on top of the issues.
"After our disappointing performance in Bahrain we have to make up for a lot in Australia,” he commented. “The failures were caused by hydraulic leaks in both cases, but for different reasons. For both problems we will have solutions ready.”
Given their early exit in Bahrain - Kobayashi on lap 12 of 49, De la Rosa on lap 29 - drawing conclusions about BMW Sauber’s true race pace was difficult. That notwithstanding, Rampf is confident both the Japanese and the Spaniard will have a much quicker car under them at Albert Park next weekend.
“We have analysed the data and drawn conclusions accordingly,” he stated. “I expect us to be significantly more competitive in Melbourne.”
While Kobayashi has only ever driven the temporary street circuit on a simulator, De la Rosa is a veteran of three Australian Grand Prix starts, with a best finish of sixth place on his Formula One race debut with Arrows back in 1999. As to whether that experience will count for much in 2010, he is unsure.
“My last race there was in 2002 and in 2005 I drove in Friday practice,” explained the former McLaren tester. “This means I definitely have some memories of the track, but it will be like learning a new one for me.”
Nevertheless, he too is expecting an improvement on Bahrain, concluding: “I believe we will be more competitive in Melbourne.”
Wednesday, 10 March 2010
Bahrain preview quotes from Sauber
Pedro de la Rosa: "I have good memories of Bahrain. In 2005 when I had to jump in I scored the fastest race lap. In 2007 I was there for two days of testing. However, I think the new section which is added to the infield will make it an all new track, because it means we have to adapt the downforce level. The best aspect of the circuit is that you can overtake. There are three long straights with each followed by a corner where you have to brake really hard.
"We will have good racing there, I think, and all I want is to fight because this is what I missed most. It is difficult to tell yet which track will be good for our car. In any case it will be very interesting to see how the strategies unfold, and how the teams will react to each other's strategy in the race. Due to the fact that refuelling isn't allowed anymore, the team can influence the outcome a lot more.
"After we have had four good tests on three different circuits I feel very confident for the season's start. I covered a lot of mileage with the team and we learnt a lot. Bahrain will mark my return to racing and I can't wait."
Kamui Kobayashi: "I won two GP2 Asia races in Bahrain in 2008 and 2009 and I have been testing there in Formula One in 2009. I like the fact that the season starts on a circuit I know so well. The track is quite nice, I like every corner and now we get some more of them.
"The track has a lot of stop-and-go corners and I really enjoy that style, while I also think it will suit our car. During the tests I learnt a lot and I'm training hard. I definitely feel ready for the start of the season and I'm also looking forward to the usual good weather in Bahrain, as I really like it warm."
Willy Rampf, Technical Director: "The kick off for the coming season promises extra excitement because very few of the teams showed their full potential during the tests. Due to the refuelling ban the fuel cells have become much larger and, therefore, we've got radically different cars. It is an engineer's task to find a set-up which provides a good balance for the cars, although they will now be a hundred kilos heavier at the start of the race.
"Race strategy also provides totally new challenges. Pit stops will be mainly dictated by the tyre performance. Both tyre specs still have to be run. The circuit lay-out in Bahrain has changed significantly as it is now dominated by a narrow section in the infield with eight additional corners. The downforce level will be a compromise. On the one hand the many low speed corners require high downforce, but on the other the extraordinary width of the track encourages overtaking and this means you can't disregard the need for top-speed."
"We will have good racing there, I think, and all I want is to fight because this is what I missed most. It is difficult to tell yet which track will be good for our car. In any case it will be very interesting to see how the strategies unfold, and how the teams will react to each other's strategy in the race. Due to the fact that refuelling isn't allowed anymore, the team can influence the outcome a lot more.
"After we have had four good tests on three different circuits I feel very confident for the season's start. I covered a lot of mileage with the team and we learnt a lot. Bahrain will mark my return to racing and I can't wait."
Kamui Kobayashi: "I won two GP2 Asia races in Bahrain in 2008 and 2009 and I have been testing there in Formula One in 2009. I like the fact that the season starts on a circuit I know so well. The track is quite nice, I like every corner and now we get some more of them.
"The track has a lot of stop-and-go corners and I really enjoy that style, while I also think it will suit our car. During the tests I learnt a lot and I'm training hard. I definitely feel ready for the start of the season and I'm also looking forward to the usual good weather in Bahrain, as I really like it warm."
Willy Rampf, Technical Director: "The kick off for the coming season promises extra excitement because very few of the teams showed their full potential during the tests. Due to the refuelling ban the fuel cells have become much larger and, therefore, we've got radically different cars. It is an engineer's task to find a set-up which provides a good balance for the cars, although they will now be a hundred kilos heavier at the start of the race.
"Race strategy also provides totally new challenges. Pit stops will be mainly dictated by the tyre performance. Both tyre specs still have to be run. The circuit lay-out in Bahrain has changed significantly as it is now dominated by a narrow section in the infield with eight additional corners. The downforce level will be a compromise. On the one hand the many low speed corners require high downforce, but on the other the extraordinary width of the track encourages overtaking and this means you can't disregard the need for top-speed."
Tyre advantage boosts Sauber's hopes
BMW Sauber has a real chance of becoming a thorn in the side of Formula 1's 'big four' teams this year because its car is so good at looking after its tyres, Bridgestone analysis has revealed.
With the Swiss-outfit's C29 having already shown some strong pace in pre-season testing, the team's hopes of delivering some surprise results are boosted by the fact that early data reveals it suffers less tyre degradation than Ferrari, McLaren, Red Bull Racing and Mercedes GP.
That ability to look after its tyre could prove crucial on two fronts this season - by first of all allowing the team to use a softer tyre than its rivals in Q3, but also in delivering it greater consistency over the course of a race when there will be a premium on looking after the rubber now that refuelling is banned.
Hirohide Hamashima, Bridgestone's director of motorsport tyre development, says there is little separating the big four teams in terms of tyre degradation – but Sauber is a different case.
"We have compared many teams' data and looking at the quick [four] teams – their degradation tendency is very, very similar," he told AUTOSPORT. "Once they have the 150kg start weight, with both the medium and soft compound, then there is little difference – so we could expect a very close pace. However, Sauber is more consistent."
Although this weekend's race is Bahrain will not be too punishing on the tyre front, Hamashima believes the difference between Sauber and the other teams is enough to offer the outfit strategy options that others do not have.
When asked if there was a chance for Sauber to opt for more marginal tyres than their rivals to help boost qualifying performance, Hamashima said: "Yes, it is possible.
"With an easy car, you can have the possibility to do that. Somewhere like Barcelona will be very interesting – because the circuit is severe and the softer tyre may only be good to get one lap time before suffering big degradation in the race.
"But even places like Monaco and Bahrain, which are very, very easy on tyres, the specification that shows the best lap time should be the best race tyre – which could make it interesting as well."
BMW Sauber's technical chief Willy Rampf acknowledged that the C29's tyre performance was one of its main strengths.
"The car doesn't have any stability problems, and its performance and balance on high fuel loads is a strong point," he told AUTOSPORT in an interview. "We will build on this – it's a very good thing. Our car is not too heavy on its tyres, so we can do reasonable long stints without killing them.
"That will help keep the strategies more flexible, if you're not forced to stop by tyre wear."
Hamashima also believed that the competitiveness at the front of the field had closed up in the final pre-season test at Barcelona, as McLaren and Red Bull Racing delivered car improvements.
"At the first three tests, Ferrari it seemed had a little bit of an advantage over one lap. However, in Barcelona, McLaren and Red Bull used their latest cars and the picture was very mixed. It's now very difficult to judge."
With the Swiss-outfit's C29 having already shown some strong pace in pre-season testing, the team's hopes of delivering some surprise results are boosted by the fact that early data reveals it suffers less tyre degradation than Ferrari, McLaren, Red Bull Racing and Mercedes GP.
That ability to look after its tyre could prove crucial on two fronts this season - by first of all allowing the team to use a softer tyre than its rivals in Q3, but also in delivering it greater consistency over the course of a race when there will be a premium on looking after the rubber now that refuelling is banned.
Hirohide Hamashima, Bridgestone's director of motorsport tyre development, says there is little separating the big four teams in terms of tyre degradation – but Sauber is a different case.
"We have compared many teams' data and looking at the quick [four] teams – their degradation tendency is very, very similar," he told AUTOSPORT. "Once they have the 150kg start weight, with both the medium and soft compound, then there is little difference – so we could expect a very close pace. However, Sauber is more consistent."
Although this weekend's race is Bahrain will not be too punishing on the tyre front, Hamashima believes the difference between Sauber and the other teams is enough to offer the outfit strategy options that others do not have.
When asked if there was a chance for Sauber to opt for more marginal tyres than their rivals to help boost qualifying performance, Hamashima said: "Yes, it is possible.
"With an easy car, you can have the possibility to do that. Somewhere like Barcelona will be very interesting – because the circuit is severe and the softer tyre may only be good to get one lap time before suffering big degradation in the race.
"But even places like Monaco and Bahrain, which are very, very easy on tyres, the specification that shows the best lap time should be the best race tyre – which could make it interesting as well."
BMW Sauber's technical chief Willy Rampf acknowledged that the C29's tyre performance was one of its main strengths.
"The car doesn't have any stability problems, and its performance and balance on high fuel loads is a strong point," he told AUTOSPORT in an interview. "We will build on this – it's a very good thing. Our car is not too heavy on its tyres, so we can do reasonable long stints without killing them.
"That will help keep the strategies more flexible, if you're not forced to stop by tyre wear."
Hamashima also believed that the competitiveness at the front of the field had closed up in the final pre-season test at Barcelona, as McLaren and Red Bull Racing delivered car improvements.
"At the first three tests, Ferrari it seemed had a little bit of an advantage over one lap. However, in Barcelona, McLaren and Red Bull used their latest cars and the picture was very mixed. It's now very difficult to judge."
Wednesday, 24 February 2010
Key takes over as Sauber technical boss
Former Force India technical director James Key is to replace Willy Rampf as head of Sauber's technical team.
Key announced yesterday that he had decided to leave Force India - having been with the team since its Jordan days in 1998. Sauber has now revealed that Rampf is to step down as head of its technical team at the end of April, with Key joining shortly beforehand to take his place.
The 38-year-old Englishman said he had been convinced by the facilities available at Sauber, which substantially increased its technical resources during its four years under BMW ownership.
"The first time I saw the facilities in Hinwil, I knew straightaway the kind of opportunities open to me there," said 38-year-old Key. "The wind tunnel, the supercomputer, the machine park and the expertise of the team were extremely persuasive.
"There is significant potential at Sauber, and with the ever-changing world of F1 I think the team is very well placed at present.
"I am grateful to my old team for the past 12 years I spent with them, but now I very much look forward to starting my new job. I would like to thank Peter Sauber and the team for this great opportunity."
Team owner Peter Sauber said he had been impressed by the achievements of Key's Force India squad in 2009, when it rose from the back of the grid to fight for victories and podium finishes on fast tracks.
"Despite his young age, James looks back on more than a decade of experience in Formula 1 - and the 2009 car in particular proved quite a revelation," said Sauber.
"James comes from a private team and knows how to work around a limited budget. With us he will enjoy high-level technical opportunities."
Rampf clarified that it was his own decision to step down from the team.
"When you're technical director of a Formula 1 team, the job comes first and everything else is subordinate to it," he explained. "I have done my job with a passion for ten years, but now it's time to hand over the baton.
"Peter Sauber gave me the chance to enter this league of motorsport and I greatly value all my years spent working with the team."
Sauber thanked Rampf for his contribution to the squad, and expects a smooth transition when Key arrives.
"Willy and James will be devoting April to the handover," Sauber explained. "I have known about Willy's plans for some time, of course, and fully understand his decision. He has achieved great things for our team.
"I had managed to get him on board as race engineer for season 1994. Then in 1998 he temporarily left the team to pursue his Paris-Dakar Rallye dream and ran BMW's motorcycle involvement - a successful interlude, as we know.
"In 1999 he returned to the fold with the clear aim of becoming technical director. It was practically his first Formula 1 car that was out on the grid in 2001, and we finished fourth in the constructors' championship as a privately-run team. We have Willy to thank for a great deal."
Key announced yesterday that he had decided to leave Force India - having been with the team since its Jordan days in 1998. Sauber has now revealed that Rampf is to step down as head of its technical team at the end of April, with Key joining shortly beforehand to take his place.
The 38-year-old Englishman said he had been convinced by the facilities available at Sauber, which substantially increased its technical resources during its four years under BMW ownership.
"The first time I saw the facilities in Hinwil, I knew straightaway the kind of opportunities open to me there," said 38-year-old Key. "The wind tunnel, the supercomputer, the machine park and the expertise of the team were extremely persuasive.
"There is significant potential at Sauber, and with the ever-changing world of F1 I think the team is very well placed at present.
"I am grateful to my old team for the past 12 years I spent with them, but now I very much look forward to starting my new job. I would like to thank Peter Sauber and the team for this great opportunity."
Team owner Peter Sauber said he had been impressed by the achievements of Key's Force India squad in 2009, when it rose from the back of the grid to fight for victories and podium finishes on fast tracks.
"Despite his young age, James looks back on more than a decade of experience in Formula 1 - and the 2009 car in particular proved quite a revelation," said Sauber.
"James comes from a private team and knows how to work around a limited budget. With us he will enjoy high-level technical opportunities."
Rampf clarified that it was his own decision to step down from the team.
"When you're technical director of a Formula 1 team, the job comes first and everything else is subordinate to it," he explained. "I have done my job with a passion for ten years, but now it's time to hand over the baton.
"Peter Sauber gave me the chance to enter this league of motorsport and I greatly value all my years spent working with the team."
Sauber thanked Rampf for his contribution to the squad, and expects a smooth transition when Key arrives.
"Willy and James will be devoting April to the handover," Sauber explained. "I have known about Willy's plans for some time, of course, and fully understand his decision. He has achieved great things for our team.
"I had managed to get him on board as race engineer for season 1994. Then in 1998 he temporarily left the team to pursue his Paris-Dakar Rallye dream and ran BMW's motorcycle involvement - a successful interlude, as we know.
"In 1999 he returned to the fold with the clear aim of becoming technical director. It was practically his first Formula 1 car that was out on the grid in 2001, and we finished fourth in the constructors' championship as a privately-run team. We have Willy to thank for a great deal."
Tuesday, 19 January 2010
Pedro de la Rosa leaves McLaren for Sauber race seat
Sauber have signed McLaren reserve driver Pedro de la Rosa to complete their driver line-up for 2010.
De la Rosa, 38, has spent seven years at McLaren but will now return to racing for the first time since 2006.
"I always firmly believed I would be given another chance as a team driver," said De la Rosa. "I'm really excited about the season with Sauber."
The Spaniard, a veteran of 71 grands prix, will race alongside Japanese team-mate Kamui Kobayashi.
The team is back in the ownership of founder Peter Sauber after BMW withdrew from Formula 1 at the end of the 2009 season.
Sauber said he wanted one experienced driver and one novice in 2010 and believes the combination of De la Rosa and Kobayashi, who impressed when he was called up by Toyota to race in Brazil and Abu Dhabi last season, is the perfect match.
"Pedro has spent many years working for a top team at the highest technical level," added Sauber.
"We as a team stand to gain from his experience and the same goes for young Kamui.
"The combination of a seasoned racer and an up and coming young driver has repeatedly proved a very fruitful one.
"I don't expect either of them to disappoint in 2010."
After a spell testing for Jordan, De la Rosa made his grand prix debut with Arrows in 1999 before moving to Jaguar.
In 2003, he joined McLaren as their test driver and was called upon to deputise for Juan Pablo Montoya nine times.
When the Colombian quit F1 for the Nascar Series in the United States in 2006, De la Rosa filled his race seat and went on to score his first podium, finishing second behind Jenson Button at the Hungarian Grand Prix.
The ban on in-season testing, introduced in 2009 as part of an initiative to cut costs, has since limited De la Rosa's mileage.
He will be 39 by the opening race in Bahrain on 14 March and revealed a desire to get back behind the wheel prompted his decision to end his tenure at McLaren.
"Since the number of test drives were radically reduced, this was what I was working towards," added De la Rosa.
Pedro will be remembered by all at McLaren as, not only an esteemed colleague, but also a good friend
McLaren team principal Martin Whitmarsh
"I'm excited about Peter Sauber's team, which has been a solid fixture in Formula 1 ever since 1993."
Gary Paffett is McLaren's remaining reserve driver but the team have not confirmed who will take over De la Rosa's duties at the forthcoming pre-season tests.
Team principal Martin Whitmarsh said: "Pedro has never made any secret of his continued ambition to race in Formula 1, so we were never going to stand in his way should an attractive opportunity come his way. On the contrary, we wish him well.
"He's been a fantastic team player for the past seven years, has contributed a huge amount to our successes in that time, and will remembered by all at McLaren as, not only an esteemed colleague, but also a good friend."
De la Rosa, 38, has spent seven years at McLaren but will now return to racing for the first time since 2006.
"I always firmly believed I would be given another chance as a team driver," said De la Rosa. "I'm really excited about the season with Sauber."
The Spaniard, a veteran of 71 grands prix, will race alongside Japanese team-mate Kamui Kobayashi.
The team is back in the ownership of founder Peter Sauber after BMW withdrew from Formula 1 at the end of the 2009 season.
Sauber said he wanted one experienced driver and one novice in 2010 and believes the combination of De la Rosa and Kobayashi, who impressed when he was called up by Toyota to race in Brazil and Abu Dhabi last season, is the perfect match.
"Pedro has spent many years working for a top team at the highest technical level," added Sauber.
"We as a team stand to gain from his experience and the same goes for young Kamui.
"The combination of a seasoned racer and an up and coming young driver has repeatedly proved a very fruitful one.
"I don't expect either of them to disappoint in 2010."
After a spell testing for Jordan, De la Rosa made his grand prix debut with Arrows in 1999 before moving to Jaguar.
In 2003, he joined McLaren as their test driver and was called upon to deputise for Juan Pablo Montoya nine times.
When the Colombian quit F1 for the Nascar Series in the United States in 2006, De la Rosa filled his race seat and went on to score his first podium, finishing second behind Jenson Button at the Hungarian Grand Prix.
The ban on in-season testing, introduced in 2009 as part of an initiative to cut costs, has since limited De la Rosa's mileage.
He will be 39 by the opening race in Bahrain on 14 March and revealed a desire to get back behind the wheel prompted his decision to end his tenure at McLaren.
"Since the number of test drives were radically reduced, this was what I was working towards," added De la Rosa.
Pedro will be remembered by all at McLaren as, not only an esteemed colleague, but also a good friend
McLaren team principal Martin Whitmarsh
"I'm excited about Peter Sauber's team, which has been a solid fixture in Formula 1 ever since 1993."
Gary Paffett is McLaren's remaining reserve driver but the team have not confirmed who will take over De la Rosa's duties at the forthcoming pre-season tests.
Team principal Martin Whitmarsh said: "Pedro has never made any secret of his continued ambition to race in Formula 1, so we were never going to stand in his way should an attractive opportunity come his way. On the contrary, we wish him well.
"He's been a fantastic team player for the past seven years, has contributed a huge amount to our successes in that time, and will remembered by all at McLaren as, not only an esteemed colleague, but also a good friend."
Friday, 8 January 2010
Sauber reveals new management
The BMW Sauber team has announced its new management structure following the purchase of the squad by Peter Sauber at the end of last year.
Sauber himself is now the new president of the board of directors and will lead the Hinwil-based outfit as team principal.
Monisha Kaltenborn, who had previously held the post of head of legal affairs since 1998, will be the team's new managing director in Hinwil.
Sauber's son Alex will now be responsible for the team's marketing activities. The 36-year-old has worked in Swiss professional football for the last two years with Neue Grasshopper Fussball AG.
Technical Director Willy Rampf will be responsible for the engineering side of the team, while Urs Jampen returns to the post of finance director after 18 months away.
Jurg Flach has been named director of operations with overall responsibility for production.
"Formula 1 is constantly changing," said Sauber. "This division of responsibilities not only meets the demands of the sport, but also freshens things up within the company. I will keep myself informed on all important developments, but will leave operational matters to the management in Hinwil."
Sauber himself is now the new president of the board of directors and will lead the Hinwil-based outfit as team principal.
Monisha Kaltenborn, who had previously held the post of head of legal affairs since 1998, will be the team's new managing director in Hinwil.
Sauber's son Alex will now be responsible for the team's marketing activities. The 36-year-old has worked in Swiss professional football for the last two years with Neue Grasshopper Fussball AG.
Technical Director Willy Rampf will be responsible for the engineering side of the team, while Urs Jampen returns to the post of finance director after 18 months away.
Jurg Flach has been named director of operations with overall responsibility for production.
"Formula 1 is constantly changing," said Sauber. "This division of responsibilities not only meets the demands of the sport, but also freshens things up within the company. I will keep myself informed on all important developments, but will leave operational matters to the management in Hinwil."
Wednesday, 6 January 2010
Sauber to launch 2010 car on 31 January
Sauber has become the first Formula 1 team to set its 2010 launch date, having announced that it will reveal its new car at the Valencia circuit on Sunday 31 January.
The squad will hold its launch on the eve of the first pre-season test, which takes place at the Spanish track from 1-3 February. The Formula One Teams' Association (FOTA) had originally hoped that all 13 teams could reveal their 2010 cars in a single launch event, but this plan had to be shelved on logistical grounds.
Founder Peter Sauber has reclaimed ownership of his team for 2010 following BMW's withdrawal and the abortive Qadbak takeover, although it is still using BMW Sauber F1 Team as its official title at present.
BMW's departure has led to staff reductions at Sauber, and a switch to Ferrari engines. The team has signed ex-Toyota man Kamui Kobayashi as its first driver but is yet to announce who will occupy its second cockpit.
The squad will hold its launch on the eve of the first pre-season test, which takes place at the Spanish track from 1-3 February. The Formula One Teams' Association (FOTA) had originally hoped that all 13 teams could reveal their 2010 cars in a single launch event, but this plan had to be shelved on logistical grounds.
Founder Peter Sauber has reclaimed ownership of his team for 2010 following BMW's withdrawal and the abortive Qadbak takeover, although it is still using BMW Sauber F1 Team as its official title at present.
BMW's departure has led to staff reductions at Sauber, and a switch to Ferrari engines. The team has signed ex-Toyota man Kamui Kobayashi as its first driver but is yet to announce who will occupy its second cockpit.
Monday, 4 January 2010
BMW Sauber name to remain for now
BMW Sauber is to keep the moniker of its former German car manufacturer owner for now, despite Peter Sauber having taken over the team once again.
With BMW having announced in November that it had opted to sell the team back to Peter Sauber, in the wake of its decision to quit Formula 1 and a failed deal with Qadbak, it had been expected that the team would swiftly revert back to its previous 'Sauber' name.
However, with the team's 2010 entry having been lodged last season with 'BMW' in the title, the team cannot simply amend the name without the approval of the Formula 1 Commission.
The team has not yet made a formal application to change the name, and a spokesperson told AUTOSPORT that plans had not yet been finalised to do so.
"The team is currently called the BMW Sauber F1 Team, and this is the name which we stated in the entry form for the 2010 championship," he said. "At this point in time there is no firm date as to when we will submit an application for a name-change."
The changing of a name will require the support of rival teams, plus that of the FIA and Bernie Ecclestone. Even Brawn GP's switch to Mercedes GP - plus the fact it would keep its television rights money - was only approved on an ‘exceptional' basis late last year.
A statement issued after the last F1 Commission meeting in Monaco in December said: "The F1 Commission agreed that the Brawn team will be allowed to change its chassis name from Brawn to Mercedes. The team will continue to receive payments based on its historical performance.
"This has been granted on a one-off exceptional basis due to Mercedes-Benz's long-term involvement and commitment to Formula 1."
With BMW having announced in November that it had opted to sell the team back to Peter Sauber, in the wake of its decision to quit Formula 1 and a failed deal with Qadbak, it had been expected that the team would swiftly revert back to its previous 'Sauber' name.
However, with the team's 2010 entry having been lodged last season with 'BMW' in the title, the team cannot simply amend the name without the approval of the Formula 1 Commission.
The team has not yet made a formal application to change the name, and a spokesperson told AUTOSPORT that plans had not yet been finalised to do so.
"The team is currently called the BMW Sauber F1 Team, and this is the name which we stated in the entry form for the 2010 championship," he said. "At this point in time there is no firm date as to when we will submit an application for a name-change."
The changing of a name will require the support of rival teams, plus that of the FIA and Bernie Ecclestone. Even Brawn GP's switch to Mercedes GP - plus the fact it would keep its television rights money - was only approved on an ‘exceptional' basis late last year.
A statement issued after the last F1 Commission meeting in Monaco in December said: "The F1 Commission agreed that the Brawn team will be allowed to change its chassis name from Brawn to Mercedes. The team will continue to receive payments based on its historical performance.
"This has been granted on a one-off exceptional basis due to Mercedes-Benz's long-term involvement and commitment to Formula 1."
Thursday, 17 December 2009
Kobayashi joins Sauber for 2010
Kamui Kobayashi will race on in Formula 1 next year after signing a deal with the Sauber team for 2010.
The Japanese made a strong impression during two outings for Toyota in the Brazilian and Abu Dhabi Grands Prix this year - earning respect for the way he battled with Jenson Button in both events.
His performances had appeared to have been enough to secure him a ride with the Toyota team for 2010, but those plans were scuppered when the Japanese manufacturer pulled out of F1.
However, following weeks of talks, Kobayashi has concluded a deal with Sauber to join the team that is taking over from BMW's operations.
Speaking about the move, Kobayashi said: "Ever since the start of my career I have dreamed of racing in Formula 1. Now this dream has come true.
"I am very happy that my two races in 2009 have earned me a cockpit place. I will do my very best for Peter Sauber’s team and I am proud to be able to carry on flying the Japanese flag in Formula 1."
Sauber boss Peter Sauber said his decision had been fuelled by the fact that Kobayashi made such a strong showing in the last two races of the year - despite not having sat in an F1 car for several months before that.
"I’m very much looking forward to working together with Kamui," said Sauber.
"In the final two Grand Prix of last season he was granted an unexpected chance to show his skills, and he made impressive use of it.
"Particularly in the Abu Dhabi race he demonstrated not only that he can drive fast and aggressively, but also his ability to successfully implement a strategy. I am convinced he has a great deal of potential and will be able to make the most of it in our team."
Kobayashi revealed after Abu Dhabi that if he did not land a race seat in F1 for next year his lack of funding would probably mean he would have to return home to Japan to work in his father’s sushi restaurant.
The Japanese made a strong impression during two outings for Toyota in the Brazilian and Abu Dhabi Grands Prix this year - earning respect for the way he battled with Jenson Button in both events.
His performances had appeared to have been enough to secure him a ride with the Toyota team for 2010, but those plans were scuppered when the Japanese manufacturer pulled out of F1.
However, following weeks of talks, Kobayashi has concluded a deal with Sauber to join the team that is taking over from BMW's operations.
Speaking about the move, Kobayashi said: "Ever since the start of my career I have dreamed of racing in Formula 1. Now this dream has come true.
"I am very happy that my two races in 2009 have earned me a cockpit place. I will do my very best for Peter Sauber’s team and I am proud to be able to carry on flying the Japanese flag in Formula 1."
Sauber boss Peter Sauber said his decision had been fuelled by the fact that Kobayashi made such a strong showing in the last two races of the year - despite not having sat in an F1 car for several months before that.
"I’m very much looking forward to working together with Kamui," said Sauber.
"In the final two Grand Prix of last season he was granted an unexpected chance to show his skills, and he made impressive use of it.
"Particularly in the Abu Dhabi race he demonstrated not only that he can drive fast and aggressively, but also his ability to successfully implement a strategy. I am convinced he has a great deal of potential and will be able to make the most of it in our team."
Kobayashi revealed after Abu Dhabi that if he did not land a race seat in F1 for next year his lack of funding would probably mean he would have to return home to Japan to work in his father’s sushi restaurant.
Friday, 4 December 2009
Sauber's 2010 championship entry secured
The FIA confirmed on Thursday that BMW Sauber have been granted a slot on the 2010 grid - taking the place of the departing Toyota team - subject to them signing the Concorde Agreement that governs Formula One racing.
BMW announced earlier this year it was withdrawing from the sport at the end of 2009 and last week sold the team back to original founder Peter Sauber, having abandoned previous plans for it to be purchased by investment group Qadbak.
Throughout the sale process the team has had no confirmed entry for 2010, the 13th - and final - slot for next season having been awarded to the new Lotus team. But now, after Toyota's exit and months of uncertainty, the future of the Swiss squad, who made their F1 debut in 1993, looks assured.
A statement released by the FIA said: “The FIA has written to inform BMW Sauber AG that their application for an entry in the 2010 FIA Formula One World Championship has been successful. Subject to their signing the Concorde Agreement, BMW Sauber will be awarded the 13th entry in the Championship, taking the place of the departing Toyota team.
“The FIA has worked closely with the Commercial Rights Holder and the teams involved over recent weeks and is grateful for their support in achieving the best outcome for the sport.”
It means that 13 teams are expected to compete next season: McLaren, Mercedes (Brawn), Red Bull, Ferrari, Renault, Force India, Toro Rosso, Williams, Sauber, Lotus, Campos, Virgin Racing and the US F1 Team.
The FIA will publish an updated 2010 entry list in due course.
BMW announced earlier this year it was withdrawing from the sport at the end of 2009 and last week sold the team back to original founder Peter Sauber, having abandoned previous plans for it to be purchased by investment group Qadbak.
Throughout the sale process the team has had no confirmed entry for 2010, the 13th - and final - slot for next season having been awarded to the new Lotus team. But now, after Toyota's exit and months of uncertainty, the future of the Swiss squad, who made their F1 debut in 1993, looks assured.
A statement released by the FIA said: “The FIA has written to inform BMW Sauber AG that their application for an entry in the 2010 FIA Formula One World Championship has been successful. Subject to their signing the Concorde Agreement, BMW Sauber will be awarded the 13th entry in the Championship, taking the place of the departing Toyota team.
“The FIA has worked closely with the Commercial Rights Holder and the teams involved over recent weeks and is grateful for their support in achieving the best outcome for the sport.”
It means that 13 teams are expected to compete next season: McLaren, Mercedes (Brawn), Red Bull, Ferrari, Renault, Force India, Toro Rosso, Williams, Sauber, Lotus, Campos, Virgin Racing and the US F1 Team.
The FIA will publish an updated 2010 entry list in due course.
Thursday, 3 December 2009
FIA Formula One World Championship - BMW Sauber
03/12/2009
The FIA has written to inform BMW Sauber AG that their application for an entry in the 2010 FIA Formula One World Championship has been successful. Subject to their signing the Concorde Agreement, BMW Sauber will be awarded the 13th entry in the Championship, taking the place of the departing Toyota team.
The FIA has worked closely with the Commercial Rights Holder and the teams involved over recent weeks and is grateful for their support in achieving the best outcome for the sport.
An updated Formula One entry list will be published in due course.
The FIA has written to inform BMW Sauber AG that their application for an entry in the 2010 FIA Formula One World Championship has been successful. Subject to their signing the Concorde Agreement, BMW Sauber will be awarded the 13th entry in the Championship, taking the place of the departing Toyota team.
The FIA has worked closely with the Commercial Rights Holder and the teams involved over recent weeks and is grateful for their support in achieving the best outcome for the sport.
An updated Formula One entry list will be published in due course.
Sauber consider making Vitaly Petrov Russia's first F1 driver
• GP2 runner-up Vitaly Petrov could join Switzerland-based team
• Pedro de la Rosa seen as other front-runner for Sauber seat
Vitaly Petrov, the runner-up to the new Williams recruit Nico Hülkenberg in this year's GP2 series, could become the first Russian driver in Formula One if he successfully concludes a deal with Sauber.
Speculation in Switzerland, where Sauber are based, places Petrov and the former McLaren-Mercedes test driver Pedro de la Rosa as favourites to drive the Ferrari-engined cars in next year's F1 world championship.
Others under consideration are understood to be Nick Heidfeld, Jarno Trulli, Heikki Kovalainen, Christian Klein and Kamui Kobayashi, although Peter Sauber has recently expressed his frustration at not being able to hold talks with drivers until the FIA confirms his team have a place on the grid next year.
However, most F1 insiders confidently anticipate that Sauber will be given the go-ahead to take over the 13th place vacated by Toyota following their withdrawal after the final race of the 2009 season in Abu Dhabi.
That approval is expected to be given at the next meeting of the FIA's F1 commission on 9 December.
"If we signed Petrov, the Russian market would open up to us in 2011," Sauber reportedly told the German-language Swiss TV channel Schweizer Fernsehen. "That is worth reflecting on. There are also experienced drivers like Heidfeld, Trulli and de la Rosa [who] lives in Zurich and would be close by."
Sauber sold 80% of his Hinwil-based team to BMW and bought it back at a bargain price last month, although he does not intend to spend many more years on the pit wall and would like to find a buyer for the team.
• Pedro de la Rosa seen as other front-runner for Sauber seat
Vitaly Petrov, the runner-up to the new Williams recruit Nico Hülkenberg in this year's GP2 series, could become the first Russian driver in Formula One if he successfully concludes a deal with Sauber.
Speculation in Switzerland, where Sauber are based, places Petrov and the former McLaren-Mercedes test driver Pedro de la Rosa as favourites to drive the Ferrari-engined cars in next year's F1 world championship.
Others under consideration are understood to be Nick Heidfeld, Jarno Trulli, Heikki Kovalainen, Christian Klein and Kamui Kobayashi, although Peter Sauber has recently expressed his frustration at not being able to hold talks with drivers until the FIA confirms his team have a place on the grid next year.
However, most F1 insiders confidently anticipate that Sauber will be given the go-ahead to take over the 13th place vacated by Toyota following their withdrawal after the final race of the 2009 season in Abu Dhabi.
That approval is expected to be given at the next meeting of the FIA's F1 commission on 9 December.
"If we signed Petrov, the Russian market would open up to us in 2011," Sauber reportedly told the German-language Swiss TV channel Schweizer Fernsehen. "That is worth reflecting on. There are also experienced drivers like Heidfeld, Trulli and de la Rosa [who] lives in Zurich and would be close by."
Sauber sold 80% of his Hinwil-based team to BMW and bought it back at a bargain price last month, although he does not intend to spend many more years on the pit wall and would like to find a buyer for the team.
Wednesday, 2 December 2009
Baguette added to Sauber test line-up
Bertrand Baguette will test for his second Formula 1 team in three days after announcing he will drive for Sauber at Jerez on Thursday.
The 23-year-old Belgian had his first run in an F1 car with Renault on Tuesday as his prize for winning the Formula Renault 3.5 title this year.
He is delighted to have secured an opportunity to gain more track time with the Swiss squad.
"I am very happy to be able to drive for Sauber," Baguette told AUTOSPORT. "It will be a second day for me - and it's always good to get two days of testing instead of one.
"It will be very interesting to compare the differences between the two teams and the two cars."
Baguette completed 105 laps on the opening day with Renault, setting the ninth fastest time. Sauber, which has yet to officially announce Baguette's appearance, has run American Alexander Rossi and Mexican Esteban Gutierrez so far.
The 23-year-old Belgian had his first run in an F1 car with Renault on Tuesday as his prize for winning the Formula Renault 3.5 title this year.
He is delighted to have secured an opportunity to gain more track time with the Swiss squad.
"I am very happy to be able to drive for Sauber," Baguette told AUTOSPORT. "It will be a second day for me - and it's always good to get two days of testing instead of one.
"It will be very interesting to compare the differences between the two teams and the two cars."
Baguette completed 105 laps on the opening day with Renault, setting the ninth fastest time. Sauber, which has yet to officially announce Baguette's appearance, has run American Alexander Rossi and Mexican Esteban Gutierrez so far.
Monday, 30 November 2009
Exclusive Peter Sauber Q and A: Ferrari-powered C29 on schedule
Ask anyone in Formula One racing and they’ll tell you Peter Sauber’s a real gentleman, even in the heat of competition. For the last four years he’s taken a back seat after BMW purchased a controlling share in the team he founded. But following the German carmaker’s withdrawal from the sport, he’s returned to the spotlight after buying it back. Though widely welcomed, the move has come as a surprise to many, not least Sauber himself. They may not yet have a confirmed grid slot for 2010, but Sauber is confident about stepping into the breach once more, with the Ferrari-powered C29 very much on schedule...
Q: Peter, what does the agreement with BMW really mean? Is it true to say that both parties wouldn’t have reached an agreement if there hadn’t been strong signals that the team had a slot on the 2010 grid…
Peter Sauber: This agreement means that the future of the team and the location in Hinwil are secured. I am very relieved about that development. It would have been a crying shame had one of the best Formula One factories closed down. Regarding the slot on the grid I am very confident that we will be given a final confirmation very shortly.
Q: Do you expect the confirmation to come during next month’s FIA meeting in Monaco?
PS: I am pretty confident that there will be a decision before that date.
Q: Did you feel obligated to keep the team alive?
PS: I was strongly focused on that topic before I made the decision to acquire the team. Now the responsibility rests solely on my shoulders, but be sure that I will do everything in my power to secure a positive future for the team.
Q: How have you got the finances in place? Will Qadbak, the investment group that had planned the original deal with BMW, get involved now? Or do you envisage something similar to what happened between Honda and Brawn last year?
PS: I have obtained the financial resources for the acquisition by myself. No other backers are involved.
Q: There was always an air of mystery surrounding Qadbak, with some suggesting the name was a composition of the initials of Qatar, Abu Dhabi and Bahrain. Can you shed a bit more light on it now?
PS: I have not made any comments on Qadbak in the last two months and I want to keep it that way.
Q: You faced a difficult task to reduce the number of staff by around 130 to reach the agreed headcount of 250. The Hinwil workforce was a perfectly functioning unit. How have you tried to avoid slumps in quality?
PS: That was indeed a very painful procedure. In my 40-year career as an entrepreneur I have never before had to lay off staff on financial grounds. All departments were equally affected by the cutbacks and there is a hope that no quality issues will arise. Regarding performance, we will try to compensate for the lower headcount through efficiency.
Q: You could benefit from Toyota’s withdrawal. Without it, would you have to have waited for one of the new entrants to falter?
PS: The FIA had already promised us the 14th slot on the grid. Under that circumstance it would have been our obligation to persuade the one team that had voted against us to accept our entry.
Q: From your position as a minority stakeholder you have been propelled back into the team principal’s role…
PS: It was truly never my desire to return to the pit wall. But once I decide for myself to get involved with something, then I am fully committed and do it with all my passion.
Q: It seems as though the development of the 2010 car has not been affected by BMW’s withdrawal. What is the state of affairs?
PS: Our 2010 car is perfectly on schedule. The development and fabrication have been unaffected by the situation. Having been able to proceed with uninterrupted development was also possible thanks to excellent cooperation with Ferrari, who submitted all the relevant data very early. Regarding the performance of the C29 we are all very confident. Two months before the first tests, we have already reached a very good basis for further development.
Q: So after four years of racing a BMW engine, you’re back using a Ferrari engine…
PS: That was one of the fixtures very early on. Shortly after BMW announced its withdrawal at the end of July I talked to (Ferrari chairman) Luca di Montezemolo and in a very short time - and without any bureaucracy - we received an okay. We will use a Ferrari engine and drive train.
Q: How about the driver line-up? Is the market for good drivers already swept clean?
PS: No, definitely not. And we have two very attractive cockpits to offer.
Q: How is your schedule looking for the coming weeks?
PS: On my personal list there are two priorities - the slot on the grid and the Concorde Agreement. Then I will look for drivers. My guess is that a lot of time will be consumed by the restructuring from 380 employees to 250.
Q: Peter, what does the agreement with BMW really mean? Is it true to say that both parties wouldn’t have reached an agreement if there hadn’t been strong signals that the team had a slot on the 2010 grid…
Peter Sauber: This agreement means that the future of the team and the location in Hinwil are secured. I am very relieved about that development. It would have been a crying shame had one of the best Formula One factories closed down. Regarding the slot on the grid I am very confident that we will be given a final confirmation very shortly.
Q: Do you expect the confirmation to come during next month’s FIA meeting in Monaco?
PS: I am pretty confident that there will be a decision before that date.
Q: Did you feel obligated to keep the team alive?
PS: I was strongly focused on that topic before I made the decision to acquire the team. Now the responsibility rests solely on my shoulders, but be sure that I will do everything in my power to secure a positive future for the team.
Q: How have you got the finances in place? Will Qadbak, the investment group that had planned the original deal with BMW, get involved now? Or do you envisage something similar to what happened between Honda and Brawn last year?
PS: I have obtained the financial resources for the acquisition by myself. No other backers are involved.
Q: There was always an air of mystery surrounding Qadbak, with some suggesting the name was a composition of the initials of Qatar, Abu Dhabi and Bahrain. Can you shed a bit more light on it now?
PS: I have not made any comments on Qadbak in the last two months and I want to keep it that way.
Q: You faced a difficult task to reduce the number of staff by around 130 to reach the agreed headcount of 250. The Hinwil workforce was a perfectly functioning unit. How have you tried to avoid slumps in quality?
PS: That was indeed a very painful procedure. In my 40-year career as an entrepreneur I have never before had to lay off staff on financial grounds. All departments were equally affected by the cutbacks and there is a hope that no quality issues will arise. Regarding performance, we will try to compensate for the lower headcount through efficiency.
Q: You could benefit from Toyota’s withdrawal. Without it, would you have to have waited for one of the new entrants to falter?
PS: The FIA had already promised us the 14th slot on the grid. Under that circumstance it would have been our obligation to persuade the one team that had voted against us to accept our entry.
Q: From your position as a minority stakeholder you have been propelled back into the team principal’s role…
PS: It was truly never my desire to return to the pit wall. But once I decide for myself to get involved with something, then I am fully committed and do it with all my passion.
Q: It seems as though the development of the 2010 car has not been affected by BMW’s withdrawal. What is the state of affairs?
PS: Our 2010 car is perfectly on schedule. The development and fabrication have been unaffected by the situation. Having been able to proceed with uninterrupted development was also possible thanks to excellent cooperation with Ferrari, who submitted all the relevant data very early. Regarding the performance of the C29 we are all very confident. Two months before the first tests, we have already reached a very good basis for further development.
Q: So after four years of racing a BMW engine, you’re back using a Ferrari engine…
PS: That was one of the fixtures very early on. Shortly after BMW announced its withdrawal at the end of July I talked to (Ferrari chairman) Luca di Montezemolo and in a very short time - and without any bureaucracy - we received an okay. We will use a Ferrari engine and drive train.
Q: How about the driver line-up? Is the market for good drivers already swept clean?
PS: No, definitely not. And we have two very attractive cockpits to offer.
Q: How is your schedule looking for the coming weeks?
PS: On my personal list there are two priorities - the slot on the grid and the Concorde Agreement. Then I will look for drivers. My guess is that a lot of time will be consumed by the restructuring from 380 employees to 250.
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