We are about to embark on a scary time in Formula 1 racing-the switch to V-8 engines. Yes, V-8s: the same powerplant configuration that powers NASCAR, Champ Cars and IndyCars. So, how will Formula 1 continue to distinguish itself as the top form of racing on the planet? Who else to turn to than Geoffrey Willis, the technical director of the Honda Racing F1 Team, for the answers. Here's what Willis had to say about some common fan concerns.
On Switching To V8 Powerplants: "On the engine side, Honda had already developed two or three steps of prototype following the initial V-8 that we ran at Mugello back in April [2005]. Remember, it's not just the fact that we now have a smaller capacity-there are other significant revisions as well: we've lost the variable trumpets; we can only have single injectors and various materials are no longer permitted. Additionally, we anticipated a lot of challenges on the chassis side regarding engine installation, hydraulic systems and gearbox systems. It is clear that the V-8 is intrinsically likely to exhibit more vibrations than the V-10 and we reacted accordingly, so perhaps it's not really a surprise that the Concept car has been so reliable. It just shows we've done the work well to achieve what we've managed so far."
On The Fans' Perspective Of The Difference:
"They sound quite different in the pit lane-if anything the V-8s are even noisier; they are uncomfortably loud now! They do sound a little flatter on the straights although during the latest running where we used higher revs, the V-8 doesn't sound that different from the V-10. Inevitably, the cars will be slightly slower in a straight line and they will also hit their terminal speed a little earlier. Despite having to run at lower drag levels to maintain top speeds, cornering speeds will be very similar to before. The loss of the variable trumpets has made drivability more of a challenge, which will give the smoother drivers an advantage."
On The Big Differences Between The RA106 And Last Year's Car:"We've got virtually unchanged aerodynamic regulations in 2006, so it does mean that we can apply everything we've learnt this year-and we've learned a lot following our slow start to the season. We think we understand the way the cars work under these regulations very much better now, and the new car is a lot more developed aerodynamically; we've made really huge improvements on that front. As we've lost quite a lot of power, aerodynamic efficiency is becoming even more critical. We've worked on improving downforce but also achieving a substantial reduction in drag. So the new car will look very clearly different to the 2005 car."
On Cost-Cutting Measures In F1:"It's been proven over the last ten years that regulation change simply does not control costs. Costs will only be reduced when teams have less money to spend. What regulation changes have done is to cause us to spend money unnecessarily and probably increase our costs. The financial implications, for instance, of going from the V-10 to V-8 are simply astronomical and they are unlikely to be fully compensated by any possible reduction in technology in the next few years."
Andretti's CHARGE UP INDY
Michael puts Marco in empty seat and goes for one more Indy 500Everyone loves a good comeback. When it comes to American open-wheel racing, it doesn't get any better than Michael Andretti returning to the Indianapolis 500 for one more stab at the elusive title.
In what looks like a down year for the IRL IndyCar series, the Indy 500 will struggle to put its customary 33 cars on the grid. Andretti's return promises a much-anticipated event, rivaling Danica-mania a year ago. But that wasn't the only interesting bit of news coming from the Andretti-Green Racing Team.
Andretti announced that Marco Andretti, his son, will fill the AGR seat vacated by Dan Wheldon, who left for Ganassi Racing. Last season, Marco raced in the Infiniti Pro Series, where he scored three victories (all on road courses) out of six total races and finished tenth in the points. He joins returning drivers Dario Franchitti, Tony Kanaan and Bryan Herta, and at age 18, will be the youngest driver on the IndyCar grid.
"Part of the philosophy of this team has been that we always wanted to have a younger guy that we can have in the team and try to bring him up and get him experience through the help of three great guys that are in this team and that have a tremendous amount of experience," said Michael Andretti. "Dario and Bryan and Tony are just perfect for this. I'm so excited for Marco to have this opportunity to work with them. It's almost like he has his three big brothers there."
And that's not including Daddy.
When the Wheldon negotiations stalled at the end of the 2005 season-and the prospect of putting Marco in the seat moved closer to reality-the elder Andretti began thinking about a comeback. "It's something I know if I don't do it, I'll regret it the rest of my life," Michael Andretti said. "But once I made that decision, I mean, there was no turning-I mean, then all of a sudden I became very focused. It's like, I want to win this race now. That's become my main attention."
The last time Andretti was at the Indy 500 was 2003, when he led for 28 laps and things looked good for him to break his infamous curse, until his car rolled to a stop with engine failure.
"When I got out of that car, I got out of that car knowing I could have won that race," he said. "Really in my mind, there's no way I was going to lose that race. We had a very good racecar that day. I dropped out in the lead. From that standpoint, I actually had a satisfying feeling. Obviously, a little empty, a little disappointed because we didn't win it."
He added, "At that point I thought, 'Well, maybe it just never was meant to be.' Now my mind is changing. Maybe it still is meant to be. Maybe it's meant to be in a scenario like this."
Playing Catch Up
Honda teams ramp up for the 2006 Grand-Am Cup season. We take a peek at what's new for 2006.
Bill Fenton Motorsports
Matt Plumb has joined his brother, Hugh, in driving for Bill Fenton Motorsports in 2006. Last year, Matt raced in the #98 Stewart Motorsports Acura TSX. This is the first time in their careers that they've raced as brothers.
"We were very impressed with Hugh's performance for us last year and when we had the chance to pick up Matt it just made sense," said Bill Fenton, the team owner and driver. "They both have had plenty of experience and success with the Acura brand and will be a great combination.
This is Bill Fenton's fifth season running Acuras. And the team is confident in their prospects for a successful season. "Acura builds a terrific car that has always shown great potential," said crew chief Steve Wheeler. "The RSX ran up front all season in 2005 and we have made further improvements to compete for the championship. With the addition of Hugh and Matt to our team in the #27 car we are looking forward to a successful 2006 season."