It is a well-known fact that Nick Heidfeld will now be deputising for the injured Robert Kubica in the Renault for the foreseeable future. Having impressed the Renault hierarchy it seemed like a natural choice, and once again it gives Heidfeld a chance to show what he can do in an F1 car. But it isn’t the first time that ‘Quick Nick’ has found himself securing a while being a free agent. Here I look at the other times when Nick has came out of the dark and back into the F1 spotlight.
As ever in Formula 1, a new season means new rules, regulations, and changes all round. We had the OZ opener in Melbourne, but it is not clear what affect the changes had. Australia's Albert Park Circuit is not a standard circuit and that makes it difficult to judge the effects of technical changes. But Malaysia's Sepang Circuit will be a much more representative test of the new rules. Gone are Bridgestone, F-Ducts and shark fins. And in are Pirelli tyres, KERS, and moveable rear wings. Here we take a quick look at the changes in Formula 1 this year.
Pirelli Tyres
Perhaps the biggest change that will affect the racing is the change from Bridgestone to Pirelli tyres. The Italian firm has made it’s rubber softer than last season’s tyres, meaning that tyre degradation will be higher and more pit stops will be required. We've seen in testing that lap times increased by around 3secs on a long stint on the tyres, so if the same occurs in races this season expect some different strategies than usual. This was not evident in Melbourne, but Malaysia's Sepang circuit is much different and far more demanding.
One Stop Auto Credit
Another one of the biggest changes to racing is the addition of big money sponsors like OSAC, if you are looking for a hassle free way to buy a car, check them out.
On Monday the decision was taken to cancel this season’s opening Grand Prix in Bahrain due to civil unrest in the country. The final pre-season test, also due to take place at the circuit, has also been cancelled. Although it is a problem out of the organiser’s hands, it is a massive setback for the race organisers.
This is the latest in a line of problems to hit the Bahrain race. It has often been regarded by most as a dull, lifeless circuit set miles from anywhere with no soul. And last year’s race was voted the dullest race of the season, despite the organisers adding a new loop to the circuit to accommodate the extra cars in the field (this was later claimed to be a one-off to celebrate F1’s 60th anniversary, and had been removed for this year’s event). So the question now is where does this leave the Gulf State in terms of their future in F1?
Although they have a long-term contract with Bernie Ecclestone, the F1 supremo does not like this sort of thing. Back in 1997, Portugal had a long-term contract to host F1 races, but having not upgraded their safety facilities in time, it was removed from the calendar mid-season and replaced by Jerez, did not appear on the following season’s calendar, and has yet to re-appear. In 2003 Austria hosted its final race after Bernie Ecclestone needed more room on the calendar for more races. The same happened to USA in 2007 (although this will return in 2012), and also to France in 2008. With USA, Russia and Bulgaria joining the F1 circus in the next few years, and the likes of South Africa and Mexico waiting to join them, F1 does not need Bahrain on the calendar. However, Bahrain needs F1 due to the huge boost to the local economy and its international exposure. It will be interesting to see how this story develops, and what sort of future, if any, Bahrain has in F1.
After Robert Kubica’s horrifying accident while rallying at the weekend, Renault have been forced to look for a new driver for at least the first few races of the season. Team boss Eric Boullier announced earlier in the week that the choice was between current Renault test driver Bruno Senna, former BMW Sauber driver Nick Heidfeld, and Force India refugee Vitantonio Liuzzi. Each has the arguments for getting the seat, but each also has their reasons why they don’t deserve it. Here I look at the pros and cons of each contender’s chances
In the history of Formula 1, we have had a total of 27 world champion drivers, and around 17 world champion teams. Many, such as Fangio, Ascari, Brabham, Lauda, Prost, Senna and Schumacher have won multiple titles, while others like Farina, Hunt, Mansell, Villeneuve and Raikkonen only took one title. But what do the champions do when they hang their helmet up? Some go on to race in other series, some put their feet up and enjoy their retirement, but some have come back to the sport to run their own teams. Here I take a look at those drivers who wanted to win the title as a driver and team owner
Jack Brabham – Motor Racing Developments/Brabham Racing
After winning back-to-back titles in 1959 and 1960, Sir Jack became the first world champion to run a Formula 1 team when he formed the Motor Racing Developments team in 1960 with his friend Ron Tauranac, with the team taking the name of Brabham. After a few troublesome first few years, Sir Jack realised his ambition and became champion in his own car in 1966 – so far the only man to do so in Formula 1 history. Sir Jack continued to race for his own team right up until 1970, before retiring from Formula 1 and handing over complete control to Tauranac. The team managed to win a further 2 titles in 1981 and 1983 with Nelson Piquet, before finally going out of business in 1992.
John Surtees – Surtees Racing
Having become the only man to win world championships on two wheels and four, John Surtees decided he would try to emulate his success as a driver by becoming a team owner in 1970. His team managed to last 8 years at the top of motorsport, but failed to win a single race. They are probably most remembered for their controversial sponsorship deals during their time in F1, sporting liveries with half-naked women and also running Durex branding during the 1976 season, becoming the first sports team to publicly advertise the product.
Graham Hill – Embassy Hill Lola
By 1972, Graham Hill had achieved a lot in his career. He had been champion of the world twice, won the Monaco Grand Prix an astonishing 5 times, and even crossed the Atlantic and beat America’s finest to win the Indy 500. In 1973 he followed in the footsteps of his old team boss Jack Brabham and set up his own racing team, both running and driving for them. Originally the team ran Shadow chassis, before switching to Lola in 1974, and finally running their own chassis in 1975. Success was hard to come by for the team, with Hill suffering the embarrassment of a non-qualification at the 1975 Monaco Grand Prix where he had dominated in the past. The team suffered a sad ending though, when a light aircraft crash at the end of 1975 killed Hill, driver Tony Brise and several other team members.
Jackie Stewart – Stewart GP
Having retired at the top of his game as champion in 1973, Jackie Stewart appeared to be happy to become a TV personality and F1 presenter, until the mid 1980’s when he decided to set up his own racing team for son Paul to go racing. They began racing in the lower formulae, becoming a well-known F3 outfit and running drivers such as David Coulthard and Dario Franchitti. Then, in early 1996, they announced that they would stet up up to become a Formula 1 team from 1997. Their first year was difficult, the highlight being second place for lead driver Rubens Barrichello at Monaco, before an even tougher year in 1998. But it all came good in 1999, with Barrichello taking the team’s first pole in France, and Johnny Herbert winning the team’s only race at the Nurburgring – scene of Jackie’s most famous win 31 years earlier. The original plan was for Jackie to establish the team then hand over the whole team to his son Paul, but when Paul unfortunately got cancer, Jackie decided to sell the team to Ford for the year 2000, who renamed it Jaguar and eventually became the current F1 champion team, Red Bull.
Alain Prost – Prost GP
Having acted as a consultant to both McLaren and Ferrari since retiring in 1993, it was obvious to many that Alain Prost would one day run his own team. What surprised everyone was that instead of running a front line team, he bought over a team and renamed it. Even more surprising was that it was France’s national team, Ligier. In their first season as Prost in 1997, they had a good year, even coming close to winning races at the beginning of the season, before it was interrupted by Olivier Panis breaking his leg at the Canadian Grand Prix. But from 1998 onwards the team appeared to get worse, and they suffered the embarrassment of no points in 2000, even with two good drivers in Jean Alesi and Nick Heidfeld. They appeared to be doing better in 2001, but the withdrawl of big name sponsors Yahoo, Gauloises and others meant it was a financial struggle to stay on the grid. They went into liquidation months before the 2002 season was due to begin.
Niki Lauda – Jaguar
Retiring from driving in 1985, Lauda split his time over the next 15 years between running his own airline, LaudaAir, and being a driving consultant to Ferrari. But when he left his airline in 1999, he became bored and was looking to get back to F1. Meanwhile the Jaguar team, having taken over Stewart GP for the 2000 season, were in a management nightmare, having constantly changed management during their short time in F1. They hired Lauda to run the team at the end of 2001, and he managed to steady the ship in time for the 2002 season. But it looked to be a nightmare with the car both slow and unreliable. However, by mid-season, things had improved and they took a podium at the Italian Grand Prix. This wasn’t enough to save Lauda though, and at the end of the year they had changed management again, and Lauda was left scratching his head as to why he was replaced.
And the one who got away......
Ayrton Senna – Jordan
After a poor 1992 season by his own standards, Ayrton Senna was in a dilemma. McLaren had lost the Honda engines, and were due to be Ford’s second team after Benetton. His arch-rival for many years, Alain Prost, was to drive the most dominant car on the grid, the Williams Renault, and Ayrton was unsure what his next move was to be. Meanwhile, Eddie Jordan’s F1 team had a poor 1992, only scoring a point in the final round of the season in Australia, ironically helped when Senna collided with Mansell taking both out of the race.
Senna needed a fresh challenge, and Jordan needed someone to lift his team and give them a more appealing image to sponsors. Negotiations between the two began, and Eddie Jordan offered Ayrton half of his team in return for his driving for them. Jordan would retain half the ownership and lose nothing, while Senna would own half of a team for nothing and also gain the new challenge he wanted. After a few weeks of thinking, Senna decided against the move and stayed with McLaren for 1993 on a race-by-race contract, while Jordan signed up Ferrari refugee Ivan Capelli, who only lasted two races, and whose seat was taken by 4 others drivers during the year.
On Tuesday, December 28th, I and several other members of the facebook group Friends of Formula 1 Austin (including admins. Vance Facundo, Matt Sager, Tim Woods) had the opportunity to sit down with Formula 1 United States CEO Bruce Knox for a one and a half hour conversation. The meeting was arranged by Ali Putnam, an account executive at 3 Point Partners. 3 Point Partners provides consulting services in the areas of media, communications, community outreach, and government relations. Thanks to Ms. Putnam for making our visit possible.
As you may already know, due to my professional career as a construction project manager, I have an avid interest in the nuts and bolts of project development and execution. I also have a fanatical interest in formula 1, and the Austin project has given me a great opportunity to combine my professional life with my avocation. Having been to Grand Prix events in six countries, I have a pretty good idea of what goes on during a Grand Prix, and having been in construction management for 30 years, I have a pretty good idea of the difficulty associated with completion of a project of this complexity.
Continue reading "Austin Project Management Part 4 - A Talk With CEO Bruce Knox by Flood1" »
After evaluating the performances of every driver during the season. Here is what I believe to be the top 10 drivers of 2010, starting in reverse order:
10. Heikki Kovalainen
Championship Position: 20th, Poles: 0, Wins: 0, Fastest Laps: 0
Heikki Kovalainen makes my top 10 of the year due to the fact he was the winner of “class b” for the new teams in 2010. Heikki was regularly one of, if not the fastest, of the 6 new cars in the field. Kovalainen also managed a feat no one has ever managed...he out qualified Jarno Trulli in Monaco. When the car held together, Heikki got the most out of it and finished a fine 12th in Japan which enabled Lotus to clinch the lucrative 10th place in the constructors table. Now the team has a years experience under their belt, they could well be mixing it with the midfield in 2011.
9. Felipe Massa
Championship Position: 6th, Poles: 0, Wins: 0, Fastest Laps: 0
2010 marked the return to competition of Felipe Massa after his life threatening crash in Hungary 2009. Sadly we only saw the Massa of old once during the season and that was during the controversial race in Germany. Felipe’s main problem in 2010 was getting the tyres to work the way he wanted and was generally not a match for his teammate Alonso. Massa will need to find a way to get the tyres working for him in 2011, if he wants to avoid another season of playing second fiddle to Fernando.
Continue reading "Top 10 of 2010 - Formula 1 By Speedworx" »
One of the remaining hurdles to be crossed between the F1 promoters and the AHJ (Authorities Having Jurisdiction) is the traffic plan. Everyone understands the need to move all competitors, vendors and attendees to and from the site safely and in a timely manner. It is also understood that the site must be prepared for a major incident that impacts the group as a whole. A plan must be in place that satisfies these concerns and has a reasonable chance of managing any conceivable probability. The plan must also insure that the event will not be a commercial failure due to undue delays that may sour the attendee’s personal experience and impact the future attendance at the event.
The City Council tabled an agenda item scheduled for the Dec. 14th meeting, an item that was meant to address the F1 traffic plans. The item was moved into the New Year, but the exact date has not been determined. One may ask why that happened. In the opinion of many observers, the answer may be the absence of a dedicated project management effort, an effort that considers everything from circuit homologation to hot dog sales. Tilke may be too focused on the details of what goes on inside the fence to manage the things that happen elsewhere i.e. the City Council, etc.
Continue reading "Austin Project Management Part 2 by Flood1" »
Building a formula 1 facility and promoting an F1 event is a very complicated matter. Back in May when Bernie told the world that Formula 1 was coming to Austin, we were all quite excited. Especially exciting was the prospect of having the first “real” F1 circuit in the US since Watkins Glen.
But soon after the initial party was over, there was the realization that a very difficult task lay ahead. When sober minds started considering all of the things that must be done to pull this rabbit out of the hat, the exhilaration turned to a measured panic.
Initialization of the Project -
The processes involved in managing a project of this nature are well understood. All projects have the same elements, but some projects have very special circumstances that must be considered. I have been following this closely and there are some aspects of this project’s implementation that I am very comfortable with, and some that I am not.
The fact that Tavo Hellmund and his group Full Throttle Productions (FTP) secured a 10 year contract with Formula One Management (FOM) is in itself a remarkable accomplishment. Several years of preparation preceded the announcement, and the success is a testament to Tavo’s hard work and perseverance. He used his contacts in F1 to his advantage and never stopped pursuing his dream in spite of the odds against him.
Continue reading "Austin Project Management Part 1 by Flood1" »
After evaluating the performances of every driver during the season. Here is what I believe to be the top 10 drivers of 2010:
1. Denny Hamlin
Championship Position: 2nd, Wins: 8, Top 5: 14, Top 10: 18
Denny Hamlin started the year as one of the favourites to potentially unseat Jimmie Johnson has champion. In early January, Hamlin tore his anterior cruciate ligament playing basketball, he was initially going to have surgery after the season, but the plans changed for him to have surgery following the Martinsville race in March. Denny was back in the car just 9 days later and despite having a relief driver on standby, he completed the whole race at Phoenix. Hamlin then took 2 wins within 6 weeks of having surgery and began the chase leading the points standings and held onto that position until Kansas. Hamlin remained 2nd in points until Texas, where he regained the lead by 33 with 2 races to go. A finish of 12th at Phoenix meant Hamlin went to Homestead leading by 15. A 14th place finish in the final race wasn’t enough to prevent Johnson claiming his 5th championship.
2. Kevin Harvick
Championship position: 3rd, Wins: 3, Top 5: 16, Top 10: 26
After finishing 19thin the 2009 standings, Kevin Harvick led the RCR revival in 2010. Leading the standings for the majority of the regular season and only missing out on the title by 41 points come seasons end. Harvick would end the season with the most points under the classic points system. Harvick took victory in what many people regard as the best race of the season at Talladega in the spring, beating Jamie McMurray to the line by 0.011. He narrowly missed out on a season sweep at the track after a Clint Bowyer was adjudged to have been ahead when a caution came out on the last lap.
After winning his 5th consecutive title, can Jimmie Johnson be considered the greatest driver ever in NASCAR? It’s the big debate that has been going on since the final race of the season took place at
Homestead-Miami Speedway on Nov 21.
In terms for number of consecutive championships won, Jimmie is head and shoulders above the rest. No driver had won more than 3 in a row, until 2009, when Johnson won his 4th straight. Now he has extended his own record to 5. However, some people will point out that all his championships have been won under NASCAR’s, much debated, “Chase for the Sprint Cup” format which was introduced in 2004. If you look at the champions using the old system, Johnson would only have won 2 championships.
|
Year |
Classic Points |
Champ |
|
2004 |
Jeff Gordon (5) |
Kurt Busch |
|
2005 |
Tony Stewart (2) |
Tony Stewart |
|
2006 |
Jimmie Johnson |
Jimmie Johnson (1) |
|
2007 |
Jeff Gordon (6) |
Jimmie Johnson (2) |
|
2008 |
Carl Edwards |
Jimmie Johnson (3) |
|
2009 |
Jimmie Johnson (2) |
Jimmie Johnson (4) |
|
2010 |
Kevin Harvick |
Jimmie Johnson(5) |
An interesting side note is if that the classic points were still in effect, Johnson’s team mate Jeff Gordon would now have 6 championships and be just behind the late, great Dale Earnhardt and the King Richard Petty in total championships won. Instead, he is still behind both of them and now Johnson.
Another interesting stat is Johnson has the 6th best winning percentage in NASCAR history:
Overall all-time winning percentage: [drivers with over 100 starts]:
1. Herb Thomas -- 21.053% (48 wins, 228 starts)
2. Tim Flock -- 20.856% (39/187 or 40/187)
3. David Pearson -- 18.293% (105/574)
4. Richard Petty -- 16.892% (200/1184)
5. Fred Lorenzen -- 16.456% (26/158)
6. Jimmie Johnson -- 16.208% (53/327)
7. Fireball Roberts -- 16.019% (33/206)
8. Junior Johnson -- 15.974% (50/313)
9. Cale Yarborough -- 14.821% (83/560)
Johnson also have the 2nd best top 5 percentage behind Jeff Gordon and leads all active drivers in top 10 percentage and he has yet to finish outside the top 2 in any of the seasons in which he has taken part.
Is Johnson the greatest ever? In my opinion he is the best driver on the current grid, but not the greatest of all time. That honour still lies with Petty and Earnhardt, due to their higher number of race wins and championships. However, at age 35, Johnson has plenty of time on his side and based on the stats he has racked up so far in his career and he is with the best team around right now. He can easily reach 7 championships and could even take more than that.
Back in August, the Spanish newspaper El Mundo, in association with Business Book GP, released the driver salaries for the 2010 season. With the season now finished, we can now work out exactly who was value for money, and who cost more than they were worth. The costs were:
|
DRIVER |
SALARY |
POINTS |
COST PER POINT |
Change From 2009 |
|
Fernando Alonso |
€ 30,000,000.00 |
252 |
€ 119,047.62 |
+1 place |
|
Rubens Barrichello |
€ 5,500,000.00 |
47 |
€ 117,021.28 |
+14 places |
|
Michael Schumacher |
€ 8,000,000.00 |
72 |
€ 111,111.11 |
N/A |
|
Felipe Massa |
€ 14,000,000.00 |
144 |
€ 97,222.22 |
+4 places |
|
Pedro De La Rosa |
€ 500,000.00 |
6 |
€ 83,333.33 |
N/A |
|
Jaime Alguersuari |
€ 400,000.00 |
5 |
€ 80,000.00 |
N/A |
|
Lewis Hamilton |
€ 16,000,000.00 |
240 |
€ 66,666.67 |
-4 places |
|
Nico Rosberg |
€ 8,000,000.00 |
142 |
€ 56,338.03 |
+3 places |
|
Robert Kubica |
€ 7,500,000.00 |
136 |
€ 55,147.06 |
+/- 0 places |
|
Sebastien Buemi |
€ 400,000.00 |
8 |
€ 50,000.00 |
+/- 0 places |
|
Jenson Button |
€ 9,000,000.00 |
214 |
€ 42,056.07 |
-5 places |
|
Nico Hulkenberg |
€ 700,000.00 |
22 |
€ 31,818.18 |
N/A |
|
Mark Webber |
€ 4,200,000.00 |
242 |
€ 17,355.37 |
-10 places |
|
Kamui Kobayashi |
€ 500,000.00 |
32 |
€ 15,625.00 |
N/A |
|
Vitaly Petrov |
€ 400,000.00 |
27 |
€ 14,814.81 |
N/A |
|
Vitantonio Liuzzi |
€ 200,000.00 |
21 |
€ 9,523.81 |
N/A |
|
Sebastien Vettel |
€ 2,000,000.00 |
256 |
€ 7,812.50 |
-13 places |
|
Adrian Sutil |
€ 200,000.00 |
47 |
€ 4,255.32 |
N/A |
|
Nick Heidfeld |
€ 0.00 |
6 |
€ 0.00 |
-4 places |
Continue reading "Who Was Value For Money In 2010? - By Paul_Murtagh" »
When Mark Webber retires from Formula 1 and looks back on his career, one moment more than any will stick out in his mind. It won’t be the point-scoring debut for Minardi at his home race, and it won’t be that first podium in Monaco 2005, or the first win four years later at the Nurburgring. It will be the moment he ran wide on the kerb at Turn 12 on the 18th lap of this year’s Korean Grand Prix.
Until that moment Webber had been the most consistent driver of all the championship contenders. He had no driving errors at all this season, and had a 14 point lead over Fernando Alonso in the championship standings. He knew that all he had to do was finish ahead of Alonso in each of the remaining three races and he would be world champion – Australia’s first for 30 years. His confidence had grown throughout the season, and despite some intra-team wrangles, the smile was back on his face.
Continue reading "Webber's Biggest Regret - By Paul_Murtagh" »
It's lap 15 of the 2010 Belgian Grand Prix at Spa. Lewis Hamilton leads from Mark Webber, while further back Jenson Button is defending his position from Sebasiten Vettel going into the Bus Stop Chicane. They are side by side as they enter the braking zone, with Button on the inside line. Then, Sebastien loses control of his car, spears into the side of Button and takes the Englishman out of the race, while the young German continues to the pits for a new front wing, eventually finishing the race in 15th place, a lap down on the race winner Hamilton.
This move was typical of Vettel’s season to date – too many errors during the races meant he had yet to lead the championship, despite the fact he had more pole positions than any other driver. The undoubted king of Saturday afternoon had problems converting his pace to race wins so far in the season, winning only two races and having several problems during the race, such as mechanical problems in Bahrain and Australia, and the now-infamous collision with team-mate Mark Webber in Turkey.
Continue reading "How Spa Made Vettel A Champion - By Paul_Murtagh" »
For the final race of the season, I couldn’t think of a good topic to cover. Do I talk about how the season has progressed? Do I discuss the track characteristics of the Abu Dhabi circuit and the best way round it? Do I even talk about who, in my opinion, has done a good job this season and who hasn’t? In the end, I decided to go with a historic article (not again I hear some of you say!), but this time I’m reflecting on previous final-race championship showdowns, and hopefully they show not to expect the expected this weekend in Abu Dhabi.
Since the F1 world championship began in 1950, there have been 25 final race deciders, meaning that just under 42% of all the world championships have been decided on the final day. From the first title decider in the inaugural championship in 1950, right up to the unbelievable finish to the 2008 championship, these final races have often kept us on the edge of our seats – and more often than not we haven’t known who is the champion until the chequered flag has dropped.
One of the people I have met over the years on the forums is British and is also a Nascar fan. His name is Simon Topham and he is known around the motorsports forums as Speedworx. I haven't been to a Nascar race in many years, but he expressed a desire to attend an event in America, and I offered to facilitate his wishes and we made plans to visit Talladega.
We saw those plans through this past weekend and I have a number of pics from the event to share. I last visited Talladega in 1991, and many things have changed in Nascar since then, but many things have stayed the same.
I have attended F1 races in 6 countries over the past decade and I have attended IRL and ALMS events in a dozen American states. I only say this to explain that I have a broad range of experience as a race fan. My views are based on those experiences.
I prefer road racing to closed circuits, but after spending the weekend at Talladega, my old oval racing sensibilities were awakened. We had a great time, were never bored, and the rulesmakers and track Stewards played no part in the results.
Here are some pics, click on them to enlarge.
Note: All Pics are by Flood1, but all can be copied and distributed by everyone without permission.
Flood1, Dorri and Simon on Pitlane before the race
Simon on pitlane as the cars (Tony Stewart) are placed for the start
Pre-race preparations
Here is the starting lineup from ontrack before the race
Here is the same lineup as seen from our grandstand seats
Here is the start. You can see the green flag at the front of the field.
Work on a pitstop
A view of pitlane during Saturday's truck race
Another view of the circuit during the Saturday race
The one thing I would like to point out is that access to Nascar races is very open. They encourage fans to get close to the action and allow access that far exceeds that of F1 and most other series. I think that F1 should consider ways to allow fans closer access. While some may argue that is is impossible to do, F1 finds ways to let the rich and famous have access to the events, and I think they should find a way to include the fans in a much broader experience than is now possible.
I challenge Tavo Hellmund and the staff at the USGP in Austin to plot the course and follow the pattern set out by American racing series like Nascar.
Circuit Name: Autodromo Jose Carlos Pace
Laps: 71
Lap Record: Juan Pablo Montoya (Williams) 1min 11.473secs - 2004
Where is the circuit?
The Autodromo Jose Carlos Pace circuit is based in the Interlagos region of Sao Paulo, and is often named after the neighbourhodd that it is situated in. The name ‘Interlagos’ means ‘Between the Lakes’ in Portugese
What about the track stats?
The circuit is 2.676 miles (4.309km) long and is run in an anti-clockwise direction, putting tremendous strain on the driver’s necks. It has an official total of 15 corners overall, with 9 left hand turns and 6 right hand turns. It also has the longest pit lane currently in F1.
Continue reading "Interlagos Track Guide - By Paul_Murtagh" »
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