Minardi raises concerns over Vettel's Singapore win

Former F1 team owner Gian Carlo Minardi has raised doubts about the legitimacy of Sebastian Vettel's dominance in Singapore last weekend.

The 66-year-old, who sold his team before the 2001 season, was trackside at the Marina Bay circuit where Vettel commandingly won.

Minardi, whose Faenza based team was subsequently sold to Red Bull and became Toro Rosso, admits he has been troubled by Vettel's often multiple-second advantage over his rivals under the Singapore floodlights.

"It's not my intention to devalue Sebastian Vettel, who always manages his Red Bull in the best way," he told his website.

"I just want to tell what I personally saw and heard during the three day event," Minardi explained.

He said he is concerned that, while only just ahead of the likes of Lotus' Romain Grosjean and Mercedes' Nico Rosberg in the pre-race sessions, the reason for Vettel's subsequent dominance at key moments on Sunday is "not clear".

Referring to the stretch leading into the first chicane, Minardi said Vettel was able to negotiate it "without making any corrections, unlike all his rivals and also his teammate" Mark Webber.

"His lap time was also remarkable in T3, which is the track's sector with the highest concentration of corners," he added.

"On the same stretch, Sebastian was able to speed up 50 metres before any other driver, Webber included."

But the handling of the Red Bull was not the only thing troubling Minardi.

"The thing that surprised me the most was the engine's sound," he said.

"It sounded like none of the other Renault engines on track, including Mark's. It sounded similar to the engines in past seasons when traction control went into action.

"Furthermore, that sound was only heard when Vettel chalked up his excellent performances," added Minardi. "For example, after the safety car went in. In those moments it was more powerful (sounding) than any other engines -- Renault and the other brands.

"I would like to have some answers," he continued. "I don't want to blame anyone, I just want to get to the bottom of it."

Personal note: Cheating? In Singapore? Never! That's already been done!

Rubens Barrichello set for F1 return

Rubens Barrichello's return to Formula One could even happen this season.

It emerged late last week that the Brazilian veteran, who lost his Williams seat at the end of 2011, could be a shock contender to race alongside the highly inexperienced Sergey Sirotkin at Sauber next year.

But the highly respected Brazilian correspondent Livio Oricchio claims 41-year-old Barrichello - the most experienced driver in F1 history - could even race the Sauber at his home race at Interlagos for November's 2013 finale.

Oricchio said Barrichello is currently not answering his phone.

"He just sent a message saying 'who knows'," he wrote in O Estado de S.Paulo newspaper.

And Oricchio said F1 chief executive Ecclestone answered "good" when told of the prospect of Barrichello's return.

On a strictly personal note...this has to happen...now!

Felipe Massa may head to DTM

Toto Wolff, the boss of Mercedes' motor racing activities, has admitted Felipe Massa is a candidate to move into the German touring car series DTM in 2014.

While also hoping to move to Lotus next year but not ruling out a sabbatical after Ferrari decided to replace him with Kimi Raikkonen, Brazilian Massa recently admitted he might be interested in DTM.

"I do not like endurance races," O Estado de S.Paulo newspaper quoted him as saying, "(but) DTM is something I see as possible for me."

Austrian Wolff, who watched Massa outqualify his Ferrari teammate Fernando Alonso in Singapore on Saturday, said the 32-year-old might be in the running for a seat with Mercedes.

"A driver like Felipe, with services as he has shown here, would be a benefit for DTM or any other racing series," he told Germany's Auto Motor und Sport.

"He's definitely an interesting driver. We would certainly consider it," admitted Wolff.

FIA signes new Concorde Agreement

The FIA announced on Friday that it has finally put pen to paper on a new Concorde Agreement with the Formula 1 Group.

"The agreement reached by the FIA and the Formula 1 Group in July 2013, setting out the framework for implementation of the Concorde Agreement for the period 2013 - 2020, has now come into force, following the approval of the respective governing bodies of the signatory parties," a statement on the governing body's website read.

"This agreement provides the FIA with significantly improved financial means to pursue its regulatory missions and to reflect the enhanced role undertaken by the FIA in the Motor Sport. The parties have agreed a strong and stable sporting governance framework which includes the Formula 1 Group, the FIA and the participating teams. The agreement lays down solid foundations for the further development of the FIA Formula One World Championship.

"Now that the agreement is operative, the parties will move towards the conclusion of a multi-party Concorde agreement."

The new agreement is coming together after a protracted period of negotiation and, as the statement says, puts in place a new framework of sporting governance for Formula 1. The hope is that the new rule-making process - with a simple majority vote - will be easier than it has been in the past.

The Concorde Agreement also dictates commercial terms. However, mention that it is not yet "multi-party" suggests that all the teams have yet to sign up.

Although the previous Concorde deal expired last year, every team bar Marussia has in the meantime agreed individual terms with Bernie Ecclestone, CEO of the Formula 1 Group.

FIA President Jean Todt said: "We can be proud of this agreement, which establishes a more effective framework for the governance of the FIA Formula One World Championship. The FIA looks forward to continuing to fulfill its historic role as the guarantor of both regulation and safety in F1 for many years to come."

Ecclestone added: "I am very pleased that the agreement between the FIA and the Formula 1 Group has been concluded".

The announcement comes on the day the FIA's World Motor Sport Council meets in Dubrovnik, where besides dealing with matters such as the ratification of next year's calendar, it is also expected to discuss how it might spend its increased share of the sport's revenues.

David Ward, who is standing against Todt in the FIA presidential election later this year, said in a statement that they should be invested in grass roots motorsport.

"The final conclusion of the negotiations over the Concorde Agreement is a very positive development for the FIA. This is a solid achievement by Jean Todt and I congratulate him for it. The question now is what will the new resources from Concorde be used for? The answer should be for investment in 'grass roots' development of motor sport," the statement read.

"In my manifesto I have proposed to 'use all the revenue in excess of regulatory costs of the F1 Championship for investment in motor sport safety, sustainability, solidarity funding of ASN development programmes, and for training of officials and volunteers'.

"Jean Todt has yet to publish a manifesto or explain how he will use the new funds now available to the FIA. Sooner rather than later this should be made clear to the FIA membership."

Updated 2014 F1 Calendar

2014 Calendar

16 March: Australia (Melbourne)

30 March: Malaysia (Sepang)

6 April: Bahrain (Sakhir)

20 April: China (Shanghai)

27 April: Korea (Korea International Circuit)*

11 May: Spain (Barcelona)

25 May: Monaco (Monaco)

1 June: Grand Prix of America (New Jersey)*

8 June: Canada (Montreal)

22 June: Austria (Red Bull Ring)

6 July: Britain (Silverstone)

20 July: Germany (Hockenheim)

27 July: Hungary (Budapest)

24 August: Belgium (Spa-Francorchamps)

7 September: Italy (Monza)

21 September: Singapore (Marina Bay)

5 October: Russia (Sochi)*

12 October: Japan (Suzuka)

26 October: Abu Dhabi (Yas Marina)

9 November: USA (Austin)

16 November: Mexico (Mexico City)*

30 November: Brazil (Interlagos)

* Subject to the circuit approval

New Jersey returns to 2014 F1 calendar

New Jersey has been listed as one of three provisional venues on the 22-race F1 calendar for the 2014 season.

A race overlooking New York City had looked doubtful when it was dropped from a draft calendar.

But it was on the list released by the World Motor Sport Council on Friday, with provisional races in Mexico and Korea also included.

Meanwhile, Pirelli can continue as Formula 1's sole tyre supplier in 2014, the sport's governing body confirmed.

Pirelli's future in the sport had looked in doubt after a series of tyre failures this season, but a statement from the FIA said that they "may continue to supply tyres to competitors in the FIA F1 World Championship, subject to the requisite technical and safety standards of the FIA being met."

The inaugural Grand Prix of America is due to take place on 1 June, while a race in Mexico is set for 16 November. The Korean Grand Prix is listed as scheduled for 27 April.

The three provisional races' inclusion on the calendar is subject to circuit approval.

Australia is once again the first race of the season, taking place on 16 March with Interlagos in Brazil staging the final race on 30 November.

The British Grand Prix is on 6 July - a date that will see it clash with the men's singles final at Wimbledon for the first time in two years.

Meanwhile, Formula 1's governing body and commercial arm have signed a new agreement binding them together for the next seven years.

A statement on the website of the FIA said it and F1 commercial boss Bernie Ecclestone's FOM organisation had both given their "approval".

The so-called Concorde Agreement now needs to be signed by the 11 teams to come into full operation.

It sets out the commercial terms of F1, which has about £1bn annual revenue.

The details are kept confidential, but the new agreement guarantees the FIA a greater slice of F1's income.

An FIA statement said: "This agreement provides the FIA with significantly improved financial means to pursue its regulatory missions and to reflect the enhanced role undertaken by the FIA in the Motor Sport.

"The parties have agreed a strong and stable sporting governance framework which includes the Formula 1 Group, the FIA and the participating teams. The agreement lays down solid foundations for the further development of the FIA Formula 1 World Championship."

The Concorde Agreement is overdue - the last one lapsed at the end of 2012.

Ecclestone said he was "pleased" the new agreement had been concluded.

FIA president Jean Todt, who faces a battle against Englishman David Ward in an election in December, said: "We can be proud of this agreement, which establishes a more effective framework for the governance of the FIA Formula 1 World Championship.

"The FIA looks forward to continuing to fulfil its historic role as the guarantor of both regulation and safety in F1 for many years to come."

You can view the updated calendar by clicking here

Caterham restructure technical department

Following last weekend’s confirmation that the team will use Renault’s new V6 power train next season, Caterham have announced a restructuring of their technical department designed to help them prepare for the challenges posed by the 2014 regulation changes.

Jody Egginton, currently Caterham’s operations director, is promoted to deputy technical director with immediate effect, while performance director John Iley will broaden his role to include management of a new Advanced Projects Group, looking at future innovation that can be applied to the F1 team and all of Caterham's automotive and technological interests.

"I am pleased that both Jody and John have agreed to take on the enhanced responsibilities we are asking them to embrace as part of this reorganisation,” said Caterham’s technical director Mark Smith. “Jody has many years of experience on the pit wall and in the factory that will be invaluable for our team in the latter stages of the 2013 season, and particularly as we head into 2014.

“John's role will also enable him to take a broader view of all our performance characteristics, and will allow him to innovate - something that is crucial in F1 but which is often difficult to dedicate resource to, particularly for a young team like ours."

Caterham are in their fourth season of Formula One competition, having joined the grid as Lotus Racing back in 2010.

Webber defends getting lift from Alonso

Red Bull driver Mark Webber has denied that he was told to not walk on the track by race marshals during last weekend's Singapore Grand Prix.

The Australian retired on the last lap and was stranded at Turn Seven but went on to the track t o accept a lift back to the pits from Fernando Alonso.

Governing body the FIA said marshals had told Webber not to go on the track.

But he tweeted on Tuesday:"There was no interaction at all with any track officials after we put the fire out."

Webber retired after his car ran out of water and the engine caught fire. He ran onto the track to flag down drivers as they completed their slowing-down laps after the race had ended.

Alonso stopped and the Mercedes drivers - Lewis Hamilton and Nico Rosberg - had to weave to avoid his Ferrari as Webber climbed on the sidepod.

Both drivers were reprimanded and because it is Webber's third of the year, it triggered an automatic 10-place grid penalty that will be imposed at the Korean Grand Prix.

Webber added: "To receive reprimands for our actions after the race is comical to say the least. Great moment, and fans loved it."

Britain's Jenson Button also felt the penalty was harsh. He tweeted:Disappointed to see the penalties for Mark Webber and Fernando Alonso, acts of sportsmanship should not really be punished. (They) could have stopped in a slightly safer place but still think it's a bit harsh."

However, former F1 driver and British Racing Drivers' Club president Derek Warwick, who was one of the race stewards in Singapore, told the Daily Telegraph: "It is not health and safety gone mad.

"A driver could easily have been hurt. I hope we're not seen as killjoys.

"We have become a bit sterile in many ways in Formula 1. But we cannot put drivers at risk. If it had been done in a safer manner then it might have been viewed differently. You can't have cars parked in the middle of a corner."

Webber also posted a picture on Twitter of Warwick hitching a ride on the back of Austrian Gerhard Berger's Ferrari at the 1988 Japanese Grand Prix.

He wrote: "Looks like even one of the Singapore stewards has done it...#C'estlavie."

Alonso's bid to buy cycling team fails

Double Formula 1 world champion Fernando Alonso's deal to buy cycling team Euskaltel-Euskadi has collapsed.

Alonso, 32, drives for Ferrari in Formula 1 but is a keen cyclist and initially agreed to a deal for the Spanish outfit in August, as reported here

The Basque team may fold at the end of the season after losing its sponsors.

"For Euskaltel and the team this is sad news after the hope generated by the initial agreement reached at the end of August," sponsors Euskaltel said.

"We could not reach a definitive agreement. Euskaltel is now obliged, regrettably, to return to the process of an orderly and responsible closure of the project,"

Euskaltel-Euskadi are one of the oldest teams world cycling and Alonso was hoping to ensure the outfit would honour the contract of current riders for the 2014 and 2015 seasons on the International Cycling Union (UCI) WorldTour.

According to the Spanish newspaper El Periodico, Alonso and his backers had initially bid six million euros (£5.1m) for the team's licence and planned to build the team around current leader Samuel Sanchez, who won the men's road race at the 2008 Beijing Olympics.

Tyre compounds for Korea, Japan and India revealed

Formula One racing’s official tyre suppliers Pirelli have announced the tyre compounds that will be used at the forthcoming Grands Prix in Korea, Japan and India.

For Korea, the medium and supersoft tyres will be used. The surface tends to be slippery, with a wide variety of corners and some heavy braking areas. The medium tyre copes well with the wide-ranging demands of the circuit, while the supersoft is capable of generating the highest possible levels of traction on the slippery surface.

At the Suzuka circuit in Japan, one of the most popular and historic tracks on the calendar, the hard and medium tyres have been chosen. These are designed to soak up the high-energy demands of rapid corners such as 130R and Spoon, which characterise the famous Japanese circuit.

In India, which was new to the Formula One schedule in 2011, the medium and soft tyres are nominated. This combination has been selected to provide the best possible compromise between performance and durability at the Buddh International Circuit, which is well known for its big elevation changes and technically demanding corners.

At a glance - tyre compounds for 2013:
Australia - medium, supersoft
Malaysia - hard, medium
China - medium, soft
Bahrain - hard, medium
Spain - hard, medium
Monaco - supersoft, soft
Canada - supersoft, medium
Great Britain - medium, hard
Germany - soft, medium
Hungary - soft, medium
Belgium - medium, hard
Italy - medium, hard
Singapore - supersoft, medium
Korea - medium, supersoft
Japan - hard, medium
India - medium, soft

Raikkonen left Lotus over money dispute

Kimi Raikkonen has said the reason he will leave Lotus and race for Ferrari next year is because he has not been paid by his current team, news broken on the F1Fan0001 blog here

The Finn, who is on a basic salary of eight million euros, is joining Fernando Alonso at Ferrari to form potentially the strongest driver line-up on the grid.

"I haven't got my salary," said the former world champion. "I like to race - that's the only reason why I'm here."

Lotus have declined to comment.

Raikkonen said that despite being owed money by the team he would continue to race for Lotus this season.

"It's unfortunate but I want to help the team and I want to win," he added.

Before making his decision to join Ferrari, which was announced last week, Raikkonen had asked Lotus for reassurances that they had the technical and financial strength to continue to compete at the front next year.

"There were a lot of things and they know what they are. Hard to say how it would have gone if they had done them," he said.

The 33-year-old has not been paid at all so far this season.

As well as his basic salary, he also earns a bonus of 50,000 euros a point and has therefore earned 14.7m euros (£12.6m).

He earned a total of 18.35m euros (£15.8m) last year, when the team were also late in paying him.

There have been claims from former F1 drivers that partnering Raikkonen with Alonso, a double world champion who has led Ferrari for four years, is a potentially explosive mixture.

But both men said they did not foresee any problems.

Raikkonen, who is replacing Brazilian Felipe Massa, said: "I don't see any reason why it wouldn't work. We are old enough to know what we are doing and the team is for sure working for the right things.

"If there is something, I'm sure we can talk it through. It's not like we're 20. I might be wrong but time will tell. For sure there will be good fights on the race track. Sometimes things go wrong, but I'm pretty sure it will be OK.

Alonso said: "The motivation will be always similar. I will do my best all the time. Sometimes you deliver the results people expect; sometimes not. I don't think anyone will push me more than I push now.

"[Having] two world champions - I don't think that makes any difference. It is something you keep writing these days and many people try to say (there will be problems).

"It is exactly the same as when I arrived here with Felipe. [People said], 'Felipe was in Ferrari many years already, and it will be a very difficult relationship'. And after four years he is one of the best friends I have here.

"So for next year it will be the same but it is something probably you will not write.

"Felipe, I consider him like a world champion as well. It is not that one title that will change anything in the relationship or the team in terms of pushing. Felipe was world champion when he crossed the line in 2008, so it is not like he is a rookie driver."

Although Massa has backed Alonso's title campaign at times in the last few seasons, the Spaniard said there would be no change in the team's approach.

"These four years with Ferrari - or with any other team, (such as) when I was with Renault - we start in Australia in the same conditions.

"The cars are the same. We try to score as many points as possible. Sometimes you have better luck, sometimes worse luck and then arrive the final races of the championship.

"Sometimes one of the drivers has been lucky enough to score enough points to fight for the championship and Ferrari try to help that possibility, some other teams they don't try to help that possibility and they lose the championship. Like I was in one of them [at McLaren in 2007].

"It is not that there is a first or second driver, it is the luck of the championship and how it goes one way or another."

Massa lost Ferrari seat due to inconsistency

Felipe Massa's inconsistent race finishes cost him his place in the Ferrari team, says the company's president Luca Di Montezemolo.

He said Massa was an "exceptional guy and a wonderful person", but added: "In 2012, we felt the lack of his points in the constructors' [championship]."

And Fernando Alonso was kept informed about the choice of new team-mate Kimi Raikkonen, according to the Italian.

"Alonso is the first to be happy that he is coming here," he said.

Last week, Ferrari confirmed Lotus driver Raikkonen had agreed a two-year contract, starting from next season.

The 33-year-old won the world title with Ferrari in 2007 but was displaced by the arrival of Spaniard Alonso in 2010.

Di Montezemolo, who took the decision to replace Brazilian Massa with Raikkonen following the Italian Grand Prix, said: "The relationship [with Felipe] was clear. He needed results and so did we.

"He did get some, but he was inconsistent, having some good races but not on a regular basis. It will be good for him to have a change of scenery."

It is not clear where 32-year-old Massa's future lies, but he is being linked with the 2014 Lotus seat vacated by Raikkonen.

Ferrari's decision to partner Alonso, 32, with the Finn signals a return to the policy last employed between 2007 and 2009, when Raikkonen and Massa competed on equal terms.

Either side of that period, with Michael Schumacher from 1996-2006 and then with Alonso for the past four years, there has been a clear number one driver.

Speaking about suggestions Alonso was not informed of Raikkonen's arrival, Di Montezemolo added in Gazzetta dello Sport: "We are not masochistic enough to take on a driver without informing Alonso.

"Fernando was always in the picture regarding the choice, taken partly because employing a youngster, in what will be a complex 2014 season, did not inspire confidence.

"In a nutshell, I wanted a driver who would not make me regret Massa [leaving]. What I ask of Raikkonen is wins, a consistent performance level and podiums and Alonso will be the first to benefit."

Vettel 'bound for Ferrari'

Outgoing Red Bull driver Mark Webber has described Ferrari's decision to pair Kimi Räikkönen and Fernando Alonso in 2014 as a "short-term aggressive statement", suggesting that the Italian marque will swoop for Sebastian Vettel in two years' time.

Webber, who is leaving the sport to join Porsche's endurance programme, reckons the Maranello-based outfit has taken "a bit of a gamble" with its driver choice, but feels it is one that could put an end to its title drought that runs back to the 2008 season.

The Australian then fuelled speculation over current team-mate Vettel's future, holding the belief that Ferrari will poach the German when his contract expires at the end of 2015, the same year he foresees Räikkönen and Alonso parting ways with the squad.

"For lots of reasons Ferrari need to be winning again in Formula 1," Webber told Sky Sports. "It has to happen so this is the first step forward for them to get the team back [to a title-winning level]. Constructors' is important, Ferrari winning that, and then the Drivers' Championship as well. So those two things have got to come together."

He added of the pairing: "There are so many reasons why it's a bit of a gamble to help Ferrari. Two years, probably for both of them I think. And then what they do after that obviously [is] pick Seb up off the back of Red Bull and keep moving from there. But it's a very short-term aggressive statement from Ferrari to put the team at the front."

Webber went on to argue that Alonso's qualifying performances will improve as a result of Räikkönen's arrival, with many expecting the Finn to apply greater pressure.

"He needs to be squeezed on Saturday afternoon to get the car further up the grid," said Webber, who has spent 12 seasons in Formula 1. "Fernando over one lap needs to be pushed and that will help him on Saturday afternoon with Kimi being there."

Massa in talks with Lotus and McLaren

Outgoing Ferrari driver Felipe Massa has confirmed that his management is in talks with Lotus over the possibility of a seat at the Enstone team for 2014, as the Brazilian bids to prolong his Formula 1 career.

Last week's confirmation that Massa's eight-season Ferrari career would come to an end after November's season-ending Brazilian GP appears to have left the 11-time grand prix winner short on options for an alternative drive next season.

Sky Sports F1's pundits have suggested that a move to Lotus, in an effective seat swap with the Ferrari-bound Kimi Raikkonen, or a return to Sauber represent Massa's two most realistic moves, although Nico Hulkenberg is considered the former's chief target.

And following Eric Boullier's revelation that Lotus are "currently in discussion with a few people", Massa has confirmed that the Enstone team would be an attractive proposition for him, while implying that he could also bring some budget to the team.

"We are negotiating," Massa, who is represented by Nicolas Todt, told Brazilian broadcaster Globo. "In my opinion the Lotus has a very competitive car, which is what I want. It is a team with a very important story in Brazil as well.

"We are having many conversations to try find a way for not only me but also Lotus to continue with a good car."

Lotus appear to be the only one of F1's established front-running teams still to have at least one remaining seat for 2014 up for grabs, with Ferrari having joined Red Bull and Mercedes in finalising their line-ups for next year.

Although they haven't officially confirmed their driver line-up yet, McLaren are expected to retain both Jenson Button and Sergio Perez. However, intriguingly, Massa has claimed his representatives have also had some contact with the Woking team - although suggested that the link with Lotus was more promising.

"I have had contact with McLaren. I can't judge... it's hard to say... with Lotus the contact has been very good," the Brazilian added.

Speaking in an interview with Sky F1's Martin Brundle prior to the news that his Ferrari seat was to be taken by Raikkonen, Massa made clear his determination to continue in F1.

"I want more. I want to win more races; I want to make more pole positions. So when you're not happy you need to try and carry on and try to do more," Massa said.

In a related piece of transfer speculation, Massa's long-standing race engineer Rob Smedley has been linked with a move away from Maranello of his own for 2014, with a switch to Williams mooted for the Englishman.

Button: Singapore GP 'one of the wonders of modern sport'

McLaren driver Jenson Button has hailed the Singapore Grand Prix as one of the 'wonders of modern sport'.

Singapore has been kind to Button over the years and he was took the runners-up spot in both 2012 and 2011.

While a repeat of that may not be very likely next weekend, that won't stop the Englishman and McLaren from trying to 'shine' in F1's only night race.

Indeed Button will be out to stretch his current points' scoring run to five races in succession in the 'Lion City' and he will be determined to do better than the tenth he managed at Monza last Sunday.

“Just as it's exciting to return to Europe after the opening races of the year, it's always cool to pack your bags for a long-haul flight, knowing that you're heading off for the flyaways that bring the curtain down on a long season,” Button said ahead of round 13 in the 2013 F1 World Championship.

“I remember the first time we raced at Singapore [in 2008]; it seemed incredible to think that we could hold a F1 race at night. I must say, the thrill and novelty of racing through spotlit streets is just as intense for me today as it was when we first raced there – it's a unique spectacle, and one that I think is brilliant for F1. In fact, the Singapore Grand Prix is one of the wonders of modern sport.

“I enjoy racing around the Marina Bay circuit. Although I've finished second there for the past two years, this year it'll be interesting to see how our car behaves on a bumpy, high-downforce circuit.

“This is also a race where good fitness preparation really pays off: the race is usually close to the two-hour limit, so it's the longest physical challenge on the calendar.

“I'm really looking forward to it,” he concluded.

Pirelli: we have not made F1 dull

Pirelli's decision to revert to its 2012 construction since the summer break has coincided with a return to dominance for Sebastian Vettel, whose back-to-back wins in Belgium and Italy have left him on course for a fourth consecutive world title.

Red Bull campaigned hard in the early stages of the season for Pirelli to move away from its more aggressive 2013 specification, and appears to have been the main beneficiary of the tyre change that was brought in after the British Grand Prix failures.

But Pirelli motorsport director Paul Hembery insists there is no link between the recent lack of spectacle and its tyres.

When asked about comments from fans that Pirelli's change of tyres had ruined the racing, Hembery said: "I thought the German and Hungarian Grands Prix were two of the best races we had ever had in Germany and Hungary - so I think that [complaint] is nonsense.

"At the end of the day, Red Bull were leading the championship before [we changed tyres] and they are leading the championship now. So nothing has changed on that front."

Most of the criticism aimed at Pirelli is because Red Bull and Vettel have dominated again, but Hembery is adamant that it is not the tyre supplier's duty to hinder the best team and driver.

"We try to do our bit - but there is only so much we can do," he said. "At the end of the day, Red Bull has done a phenomenal job and Sebastian has been great.

"He drove in Italy with some issues, like in the first stint when he had a flat spot from the first corner which probably a younger more inexperienced driver wouldn't have been able to manage.

"So you have to give a little bit of credit there as well."

"He is winning because he is a very good driver as well. It is up to the others to make the packages quicker.

"Red Bull has been on a bit of a roll, but next year there could be a bit of a reset and someone else will gain the momentum."

Although F1 is now heading for a stage of the campaign that in the past has also produced unspectacular races, Hembery thinks that compounds choices could mix things up this time around.

"We are looking to try to do some of the races like we did in China and Melbourne, where the top teams have to use the more aggressive compound to qualify and get track position.

"Then hopefully the teams in Q2 take the option of using the harder tyre to get track position after the first stops."

2014 F1 engines in-depth look

The 2014 season will bring with it some of the biggest changes to Formula One racing’s technical regulations for quite some time. Not only is the sport adopting new 1.6-litre turbocharged V6 engines, there are also tweaks to the rules concerning aerodynamics and a far greater emphasis on energy recovery systems. We spoke to two technical directors - Toro Rosso’s James Key and Caterham’s Mark Smith - about the new regulations and what effect they’ll have on the design of next year’s cars, but first, here is a summary of the main changes:

Engine - it’s out with 2.4-litre normally-aspirated V8 engines and in with 1.6-litre V6 turbo engines, revving to a maximum of 15,000rpm. The current engines produce more than 750bhp, whilst the 2014 units will produce around 600bhp with additional power coming from Energy Recovery Systems (see below).

Gearbox - gearboxes are to have eight forward ratios - rather than the current seven - which each team must nominate ahead of the season.

Energy Recovery Systems (ERS) - in 2014, a larger proportion of each car’s power will come from ERS which, together with the engine, make up the powertrain or power unit. As well as generating energy under braking, ERS units will also generate power using waste heat from the engine’s turbocharger. Unlike the current KERS - which give drivers an extra 80bhp for six seconds per lap - the 2014 ERS will give drivers around 160bhp for 33 seconds per lap. To compensate for the extra power being generated under braking by ERS, teams will be allowed to use an electronic rear brake control system.

Fuel - to promote fuel efficiency, fuel will be limited to 100kg per race. At the moment fuel is unlimited, but teams typically use around 160kg per race.

Minimum weight - to compensate for the increased weight of the 2014 powertrain, minimum weight has been increased from the current 642kg to 690kg.

Exhaust - unlike today where two exhaust tailpipes are used, the 2014 regulations mandate the use of a single tailpipe which must be angled upwards to prevent the exhaust flow being used for aerodynamic effect. Additionally, bodywork is not allowed to be placed behind the tailpipe.

Nose height - for safety reasons the height of noses will be reduced in 2014. The maximum height is currently 550mm, whereas next year it’s 185mm.

Front wing - front wings will be a little narrower next year with the width reduced from 1800mm to 1650mm.

Rear wing - the rear wing will also look a little different in 2014 compared to this year’s models. The lower beam wing is being outlawed and the main flap will be slightly shallower in profile.


2014 Q&A - Caterham's Mark Smith and Toro Rosso's James Key

Q: Is the philosophy of the 2014 car as radically different from the 2013 car as it sounds?
Mark Smith: Yes, I think it is. Fundamentally, the power unit is significantly different; it’s not as if we’ve gone from a 3.0-litre V8 to a 3.2-litre V8 - it’s a significantly different lump of architecture in terms of the physical size of the internal combustion engine and it also has a relatively big turbocharger assembly associated with it. The exhaust configuration - as a result of the turbo installation - is also a big departure from what we currently have. The way in which the turbo installation impacts upon the transmission is significant. We’ve had many changes of engine configurations since the previous turbo era (which ended at the end of 1988), but this is one that impacts in so many ways. 

At Caterham we buy our gearboxes from Red Bull, but it impacts upon their design and that in turn impacts on installation of clutch assemblies and suspension. It’s quite far reaching. 

But bigger than all of that is the cooling challenge. That’s probably the thing that, I imagine, has most people up and down the pit lane scratching their heads. It’s reasonably easy to come up with a solution that will cool, but to come up with a solution that will cool and give you the optimum aerodynamic performance is the challenge. 

The charged air cooler, for cooling the air from the turbo before it goes into the engine, will, on all of the installations, be quite significant. Physically, the size of the thing will dictate the packaging of everybody’s cooling systems. That’s the biggest single thing, I think, that’s presented itself as a challenge in terms of the overall car architecture.

Q: James, do you agree with Mark’s suggestion that cooling is going to be a very important area?
James Key: Oh yes, the cooling requirements are completely different. You've got a turbocharger with a charge cooler on it, you've got a much larger energy recovery system (ERS) which naturally pumps out more heat, and you've still got your gearbox, hydraulics, oil and water to cool, so you’ve got a completely different situation to what we’re used to. You want to package that in the tidiest way you can. There are new technologies involved in all of this - it’s not stuff you can carry over. 

There are other challenges too: the weight limit is higher than now, but it’s tight. It sounds a bit trivial but it’s not at all; it’s a big challenge - there is a lot of stuff on the car. 

I think the installation of the power unit and the rest of the bits that go with it provide another challenge. You've also got to select eight gear ratios that will do the job at all of the circuits - that’s pretty tricky when you’ve got a different power unit and different aerodynamics. How do you predict that accurately? You’ve got to go through and make sure that you understand if there are any sensitivities that you need to look out for. 

The final big challenge is getting the car to work as one coherent unit - not as separate systems. What’s been most noticeable to me is that the interdependency between the different parts of the car is far greater on the 2014 car than today. The way you lay something out, or the way you install something, or the way something operates has a bigger knock-on effect on other areas than is the case now. Take for example the engine installation: there’s an aerodynamic implication, there’s a gearbox design implication, there’s a chassis implication - everything is much more interrelated than we’re used to.

Q: So does that mean the cars could look quite different to the way they do now?
MS: It’s all relative. Will they look significantly different to people who don’t follow the subtleties of the sport? Perhaps not. But it’s honestly difficult to know. I think we’re trying to resist having to make significant changes that will affect the external appearance of the car because of what we’re trying to do aerodynamically, but we’re fighting a little bit of a losing battle.

I wouldn't be surprised if we did end up with a few solutions that are a bit different because the challenge of just packaging the size of cooling systems that are on the car is quite extreme.

Q: Okay, so given a ‘clean sheet of paper’, do you think we’ll see more variation in car designs?
JK: I think there are probably two parts to that. Yes, the current cars do look quite similar to each other, but the performance range across the grid is still quite big, so there are significant differences in the way the cars are working. 

There’s a lot of increased complexity under the skin of cars nowadays - more subtle things that aren’t so obvious when you look at them - that can make a difference. I think that will continue. 

It’s a tighter set of regulations, but I think that drives innovation. Look at the amount of innovation that’s occurred since the last set of significant aerodynamic changes in 2009 - we’ve seen F-ducts, double diffusers, blown diffusers, and all that stuff has happened since then because you are restricted from taking the normal steps that you would take. 

When we started in 2009 - which is a good analogy for 2014 - generally, most of the teams had similar looking cars and the grid was closer than expected. That’s where the innovation had to come in to break away from that. I suspect it will be the same in 2014. 

Whether that happens straight away or whether it develops I don’t know, but I think there will be some clever ideas and interpretations.

Q: At the moment, F1 racing is a very aero-driven formula. Do you think it will shift slightly so there’s more variety?
JK: I certainly think it’ll be more of an engine formula than it has been. I think there’s more diversity for the engine manufacturers to produce performance. Because of the ERS and the way you can recover energy, a lot of different solutions are going to be looked at and there is lots of optimisation to be done. So it will be more of an engine formula, but I still think there will be a very heavy aerodynamic effect on relative performance.

MS: My own view has been that for a number of years, the pecking order is determined by the tyres, then aero, then drivers, then engines. I think that what we’re going to see is that the easiest way to bolt on or take off performance is the tyre manufacturer making a change to the tyres. 

The biggest thing that the chassis guys have got within their control is still the aerodynamics, but there is a greater role to be played by the power unit now, for sure. It’s going to be a massively interesting challenge in terms of ‘we’ve got this chunk of energy - how can we use that over a certain period of time in an optimum fashion?’ 

Every time we have discussions with the engine people to look at next year’s power units, it’s almost a computer software game: how do you best use the combination of the two ERS with the energy storage and the internal combustion engine? How do you put all of that together in an optimum fashion with a limited amount of fuel to get your optimum performance? The opportunity to get that wrong and make a mistake is potentially quite high. 

I think that certainly for the early part of the 2014 season that will be very interesting to watch. Therefore, it’s my feeling that the role that the power unit will play will be more interesting.

Q: So can you explain how and when you get started on a project like this?
JK: I originally started looking at it with my old team (Sauber) when the regulations were developing - so that would have been at the end of 2011. Really I think that’s the period where you need to start thinking about the implications of such a massive change, particularly how your basic understanding of the car changes. 

When I arrived at STR (Scuderia Toro Rosso, in September 2012) not so much had been done. Obviously there was the engine question as well, so it was a case of starting as soon as possible.

MS: For us, it was around March last year that we first started to have someone look at an overall layout of the car. 

With such a sweeping regulation change, the first thing is to assign a small project team to thoroughly analyse the regulations as they exist at the time; understand the implications of those regulations in aerodynamic, mechanical and vehicle dynamic respects as best possible; then start to put down some basic lines in the sand in terms of wheelbase, engine length, gearbox length, fuel cell requirement etc. 

Then we’re able to start fleshing out that basic backbone of the car with the narrower front wing concept, the shallower window for the rear wing and the way things like turning vanes might be implicated by the new regulations. 

You start to look at the impact of that in CFD (Computational Fluid Dynamics). Obviously then people start preparing the basics for the wind tunnel model. 

JK: For a team the size of ours, you need to try and very carefully split your resource. 

Clearly with the 2013 car arriving and hitting the track in February, there’s a huge amount of resource tied up in that. We had to split off areas of various departments to begin to work in parallel in certain aspects of the car, again to re-establish that understanding of the philosophy you need to pursue. 

In one case we had to look at engine installation and what the implications of that were. On the aero side - which is the other big part of this regulation change - we had to get that underway and start looking at a) what the effects are and b) how we’re going to approach it. What sort of clever ideas and loopholes there might be - they are the bread and butter of getting performance on the car.

Q: Will the switching of resources from 2013 to 2014 happen earlier this year?
JK: Yes it will. It’s a difficult balance. You want to leave it as late as possible because the flyaway Grands Prix at the end of the year represent a third of the season and they’re all as important as the first races. 

So it’s a difficult split - you need to have a strategy that allows you to support the 2013 car, but you need to prioritise under the circumstances we’re in now, and you need to focus on the stuff which is going to give you the best return to make sure you maximise what you’re doing. 

There are certain areas of the 2013 car that you’d love to look at but you can’t, and there are certain areas that won’t be touched now because we have to move on. If you can prioritise and say ‘we’ve got 10 things to look at, let’s look at these five’, that kind of alleviates some of the pressure of trying to work full on with the current car to the detriment of the future car.

Q: Finally, as technically-minded people, is a step-change in regulations daunting or is it something you embrace?
JK: There’s always concern there because your performance is relative. You think you’ve done a great job and then someone pops up with something… 

You’ve got no benchmark - if you’re going from one year to the next with stable regulations, you know what you've got to achieve to affect a step forward. 

Here there’s no benchmark at all. You’re kind of thinking ‘we’re going to set some ambitious targets, let’s hope they’re high enough, but not so high that they’re impossible to achieve and people get demoralised.’ 

So there is a concern there that you might have missed something, but I think that’s far smaller than the enjoyment of the technical challenge and thinking what you can, as a team, put into a new car in terms of new ideas.

MS: I find it exciting. When the regulations remain fairly static there are two ways of looking at it. As a relatively young team, we’re kind of starting to find things out and our rate of development has been quite good. So there’s a little bit of frustration that the regulations are now changing just as we’re kind of finding our feet. 

But on the other hand, from a technical challenge perspective, it’s very interesting. So much of it is different that you are having to think from scratch, and in many areas, from a blank piece of paper. 

So purely from an engineering perspective it’s quite exciting. I think it’s going to be a more balanced formula, rather than just being dominated by aerodynamics. That’s been the criticism for a while. 

In terms of the input that the engine manufacturers put into the sport, they now have more than a stake. Whether it changes my pecking order - if my pecking order is right - or whether it just changes the emphasis, I don’t know.

Changes to Marina Bay circuit ahead of Singapore GP

Race organisers in Singapore have modified the Marina Bay Street Circuit’s layout ahead of the forthcoming 2013 Formula 1 Singtel Singapore Grand Prix.

The chicane at Turn 10, known as ‘Singapore Sling’, has been removed and replaced by a single-apex left-hand bend.

Simulations conducted by Formula One racing’s governing body, the FIA, suggest that the speed of cars approaching the realigned corner could be up to 40 km/h faster. 

Ferrari’s Fernando Alonso confirmed that lap times should be lower this year, tweeting: “Working in the simulator. New Turn 10 in Singapore this year, without the chicane of before. The lap is around one second faster.”

To compensate for the increase in speed, an extra layer of TecPro barriers will line the end of the Turn 10 run-off as an added safety measure.

Other changes to the circuit ahead of this year’s race include some minor resurfacing work, which is a result of use by daily traffic. The sections affected include the first three turns, Turn 5, Turn 8, and Esplanade Drive (between Turns 13 and 14). The pit lane has also been resurfaced as some ground settlement was observed.

The 2013 Formula 1 Singtel Singapore Grand Prix runs from September 20-22.

It is hoped that the changes will reduce the possibility of incidents such as this one for Kobayashi in qualifying in 2011

Raikkonen will drive for Ferrari in 2014

Ferrari have confirmed Lotus driver Kimi Raikkonen will join Fernando Alonso at the Italian team from 2014 after agreeing a two-year contract, after news of negotiations was broken right here on the F1Fan0001 Blog here and here

Raikkonen, 33, won the world title with Ferrari in 2007 but was displaced by the arrival of Spaniard Alonso in 2010.

The Finn will replace Felipe Massa, who announced via Twitter that he will leave at the end of the current season.

Raikkonen said: "I'm really happy to return to Maranello where I spent three fantastic and very successful years."

"I can't wait to be driving a Ferrari car again and to reacquaint myself with so many people with whom I had such close links, as well as working with Fernando, whom I consider a great driver, in order to bring the team the success it deserves."

Lotus are expected to replace Raikkonen with Sauber's German driver Nico Hulkenburg.

Raikkonen had also been linked with a move to Red Bull after impressing with victory in the opening race of 2013 at the Australian Grand Prix, followed by second-place finishes in China, Bahrain, and Spain.

Red Bull opted to promote Daniel Ricciardo from their Toro Rosso junior team rather than continue to pursue Raikkonen.

Raikkonen is only in his second season back in Formula 1 following a two-year break during which he pursued a career in rallying.

His 2012 return was marked with seven podium finishes, including victory in Abu Dhabi in the penultimate race of the season.

Ferrari's decision to partner Alonso with Raikkonen signals a return to the policy last employed between 2007 and 2009 when Raikkonen and Massa competed on equal terms.

Either side of that period, with Michael Schumacher from 1996-2006 and then with Alonso for the last four years, there has been a clear number one driver.

Former world champion Sir Jackie Stewart, who works as a consultant for the Lotus team, told BBC Sport that Raikkonen's presence could unsettle Alonso, who has been used to being the focus of the team's efforts.

Alonso's relationship with McLaren, when he was team-mates with Lewis Hamilton in 2007, was famously turbulent, and the ructions led to him leaving the team just one year into a three-year contract.

Alonso has since made it clear that his problems at the time were not with Hamilton but with the team not delivering on promises that had been made to him about his status.

Ferrari's decision, which was approved by the team's president Luca Di Montezemolo, leaves Lotus with a second key vacancy to fill.

They also lost highly-rated technical director James Allison to Ferrari earlier this year and have since struggled to persuade Raikkonen that they have the technical and financial resources to compete at the front in 2014.

Raikkonen is the first driver to return to Ferrari after a previous spell since Austrian Gerhard Berger re-joined them in 1993 after leaving them at the end of 1989 to join McLaren.

Ferrari trail Red Bull by 104 points in the team standings this season, with Alonso's successes in Spain and China dwarfed by rival Sebastian Vettel's six wins.

Williams in serious financial trouble

The Williams Formula 1 business saw losses widen in the first half of this year as the firm continued to suffer on the track.

The F1 business of Williams Grand Prix Holdings made a loss of £5.6m, up from £4.6m in the first half of 2012.

However, the wider group, which includes engineering and power concerns, as well as outside partnerships, reduced its overall loss.

Founder Sir Frank Williams said the firm was well placed to make progress.

So far this season, the Williams F1 team has only managed to win one point on the track after 12 races.

"The 2013 Formula 1 season has not brought the sort of results expected of a team with our history and pedigree," Sir Frank said.

"We have made strong personnel changes this year that will aid in returning us to winning ways."

He added that the team had announced a total of nine new sponsorship acquisitions, renewals and upgrades for 2013, and had a strong pipeline of potential sponsors in place for 2014.

The F1 business recorded a turnover of £43.5m, almost unchanged on the first half of 2012 of £43.4m.

Williams Advanced Engineering, the division of the group that commercialises Formula 1-derived intellectual property and know-how, recorded a turnover of £11.2m, down from £20.2m.

The firm attributed this to a reduction in pass-through contracting work.

Profits for the division rose to £4.5m, from £3.7m previously.

Overall group turnover dropped to £57.7m from £64.9m in the first half of 2012, but losses dropped to £2.7m from £3.1m previously.

Williams are one of the most successful teams in F1, but they have slipped from the pedestal they occupied when they dominated the sport for much of the 1980s and 1990s.

They have not won a championship since 1997 and last won a grand prix in 2012, when Pastor Maldonado won the Spanish Grand Prix, their first victory since 2004.

In recent years, they have struggled to raise the budget required to compete at the front.