Perth’s teenage motor racing star Daniel Ricciardo resumes his quest for the British Formula 3 title this weekend at the famous Silverstone circuit in Northhamptonshire.
Nineteen-year-old Ricciardo leads the F3 series, through which many drivers have graduated to Formula 1, after winning the first two races at Oulton Park in Cheshire three weeks ago.Last weekend’s round scheduled for Donington Park in the East Midlands was postponed because of works underway at that track intended to upgrade it to take over the British Grand Prix next year from Silverstone.Although this is Ricciardo’s first year in Britain, after great Formula Renault success in continental Europe last year, he has some experience of Silverstone, including topping an F3 test there in mid-April.The Duncraig teenager is 12 points clear of Briton Nick Tandy and Austrian Walter Grubmuller in the championship, with eight more rounds after this weekend – three of them on the continent, in Germany, Belgium and Portugal.Australia’s 1980 world champion Alan Jones has been very impressed with Ricciardo and has tapped him as perhaps our best emerging F1 hope.Check out his official site.
Marcos Ambrose’s great NASCAR Sprint Cup season continued on Saturday night at Richmond short track, the Aussie notching a fast-finishing 11th in the Crown Royal 400 after surviving some Sam Hornish aggression in the last quarter of the 400 lapper.
Ambrose qualified his 850-horsepower Toyota Camry in 21st and ran solidly in the teens for much of the caution-marred race on the 14-degree banked Richmond three-quarter mile oval.Ambrose was sticking to his usual game plan of saving his car for a late race push. But this came undone on lap 306 when Indy 500 winner Hornish’s Penske Dodge tipped Ambrose into a spin. Though the contact inflicted some damage, the fired-up Australian was able to resume without going down a lap.In the closing laps, Ambrose mounted a real charge up the order to grab 11th by the chequer, finishing right on the tail of 10th placed ex-Formula One goer Juan Montoya and ahead of Kurt Busch, a multiple winner this season for Penske Dodge.It was Ambrose’s seventh top 20 finish from 10 races this season and his fifth top 15 result in the last six races, a great result for his first full season in the top level of NASCAR.“It was a long night – really long,” said Ambrose. “I thought it was never going to end. But we had a good car and ran well.“When the sun went down we lost the handling on the car, but we kept at it.“I’m really proud of our team to be able to bounce back. We’ll take 11th place. One spot more would have been fantastic, but we have got to be happy with that.“We’re doing it every week. I’m thrilled. Even though it was a tough night we still had a decent finish.”The race winner was the younger of the Busch brothers, the Toyota-driving Kyle, who celebrated his 24th birthday in style. A NASCAR win has to be better than a pair of socks or a necktie…Kyle Bush passed Jeff Gordon for the lead with less than 50 laps remaining, before holding off Tony Stewart to win the 10th race in the 2009 Sprint Cup championship.The young driver now has 50 wins spanning NASCAR’s top three series.He broke a losing streak going back five weekends in stunning style with three wins on the weekend starting with a victory in teammate Denny Hamlin’s charity race on Thursday night. He then won Friday night’s Nationwide Series race at Richmond.Small wonder Kyle Busch is feted in NASCAR-land as a driving freak.Jeff Gordon battled fading rubber to finish eighth to take a meagre lead to venerable Darlington for the Southern 500 next weekend.Ambrose (1067 points) stays 19th in the standings but is just 33 points behind 18th placed Dale Earnhardt Jr and 120 points from the crucial 12th spot which would put him in the end of season Chase for the Cup.RESULTS: Crown Royal 400 at Richmond International Raceway Race 10 in the 2009 NASCAR Sprint Cup Series 1. #18 Kyle Busch (Toyota) 400 laps 2. #14 Tony Stewart (Chevrolet) 3. #31 Jeff Burton (Chevrolet) 4. #39 Ryan Newman (Chevrolet) 5. #5 Mark Martin (Chevrolet) 6. #77 Sam Hornish Jr (Dodge) 7. #26 Jamie McMurray (Ford) 8. #24 Jeff Gordon (Chevrolet) 9. #07 Casey Mears (Chevrolet) 10. #42 Juan Pablo Montoya (Chevrolet) 11. #47 Marcos Ambrose (Toyota)2009 NASCAR Sprint Cup Driver’s Standings – After Race 10 of 36 1. Jeff Gordon 1441 2. Kurt Busch 1431 3. Tony Stewart 1402 4. Denny Hamlin 1321 5. Kyle Busch 1314 6. Jimmie Johnson 1290 7. Jeff Gordon 1257 8. Clint Bowyer 1212 9. Carl Edwards 1204 10. Ryan Newman 1198 19. Marcos Ambrose 1067
While spectators and TV viewers were confused by the strange spectacle of some of the hero drivers being passed by lesser lights at Winton last weekend, one V8 supercar driver has come out strongly in favour of using the new soft compound tyres in more championship races this year.
James Courtney is a fan of the new soft-compound Dunlops introduced into the V8 Supercar Championship. This is no surprise: race drivers love grip and cars that respond…“The soft tyres are fun to drive on because of extra grip, plus they create more passing which increases the excitement for fans at the track and those watching the Channel Seven telecasts,” said the Jim Beam Racing Falcon racer.“I think championship officials could now consider more races on the soft tyres, especially at some street circuits because they are usually narrow and passing is difficult.”“We are competing with other sports for entertainment dollars – the public want to see exciting racing and cars passing each other so let’s give it to them.”“Formula One also has a soft tyre now because they, like us, want make their show better.”The soft-compound optional Dunlop V8 Sport Maxx ‘sprint’ tyres were used for the first time in the third event of this year’s championship at Winton in Victoria from May 1-3. Every driver was obliged to use the softer tyres at least once during the two-race weekend. For the remainder of the races, the cars were fitted with durable Dunlop ‘control’ tyres previously used exclusively in the championship.The introduction of the soft Dunlop creates a whole new set of strategies for the teams.The soft sprint tyres are more than 2secs a lap faster than the regulation harder control tyre issued to teams. But they degrade way faster than the hard Dunlops, which are more consistent over a whole race.The ‘sprint’ tyres are also scheduled for use in five further events this year; at Symmons Plains in Tasmania, Darwin’s Hidden Valley, Sandown in Melbourne, Queensland Raceway near Ipswich, and Perth’s Barbagallo Raceway.Courtney, who has finished on the Bathurst 1000 podium the past three years, said the mixture of tyres at Winton promoted passing.“In the past I’ve heard criticism our racing is sometimes too processional, but there was plenty of passing at Winton with cars circulating on different tyres,” said the 28-year-old Gold Coast-based driver.He would like to see the V8 supercar category expand the use of the softies to other venues, “especially street circuits”.Last weekend, Courtney used his set of ‘sprint’ tyres in the first race at Winton, and his best lap around the 3km circuit was 2.729-seconds faster than his quickest lap in race two driving exclusively on ‘control’ tyres.“On the soft tyres you can brake earlier for corners and accelerate quicker on the exit,” he said. “You have more confidence with grip to make a pass, but on the ‘control’ tyre you have to coax the car.”He suggests the teams are still learning how to implement the best strategies for the mix of tyres.“You also use more fuel on the soft tyres, so in some instances it might be better to drive below ‘ten tenths’. If you conserve fuel you might also retain the extra grip for more laps.”Courtney said one criticism he had heard from fans and television viewers about the ‘sprint’ tyres at Winton was regarding the identification of cars using the soft-compound option rubber.“They had yellow markings on the soft tyres, but maybe these need to be bigger – I’m sure it’s fixable,” he said.But spectators and TV viewers have indicated that they were quite unsure about how to interpret unusual scenarios unfolding during the two races at Winton.Despite the unpredictable dénouements, when the chequered flag was shown in both races, the same team – Triple Eight Race Engineering – was the victor.
Owner/driver Jeremy Mayfield has been suspended indefinitely by NASCAR for failing a random drug test, becoming the first driver to violate a tough policy introduced this season.
Mayfield tested positive for an unknown banned substance at Richmond International Raceway earlier in the month and he immediately felt the effects of conservative NASCAR’s no-appeal and no-second-chances approach.So far he hasn’t used the defence that his mum gave him the drugs or that he drank too much coffee…“In my case, I believe that the combination of a prescribed medicine and an over the counter medicine reacted together and resulted in a positive drug test,” Mayfield said in a statement. “My doctor and I are working with both Dr. (David) Black and NASCAR to resolve this matter.”Black runs NASCAR’s drug testing programme.NASCAR hasn’t revealed which banned substance was used by the 39-year-old Mayfield, who has five Sprint Cup wins in more than 400 starts.He has not won a premier class race since 2005 and was fired by Evernham Motorsports in 2006.This season Mayfield fielded his own small Toyota team but has struggled to qualify.Mayfield’s suspension applies to his roles as both owner and driver of the #41 Toyota. The car can continue to race if entered by an owner other than Mayfield and with a different driver.NASCAR announced a stricter drug policy last year after a former Craftsman Cup racer, Aaron Fike admitted he had used heroin.This year, under the new regimen, all drivers and crew members were tested before the season began. Random checks on at least four drivers are done each race weekend.Mayfield can only get the green light to return to racing after he completes a rehab course dictated by NASCAR and tailored to each individual.Publicly at least, Mayfield’s fellow NASCAR drivers have endorsed the tougher anti-drugs stance.
Sydney’s Ryan Briscoe has qualified second on the grid for the 2009 Indianapolis 500 – the best ever result by an Australian driver at the Brickyard – while fellow Aussie Will Power will start in ninth.
But Power is very aware that his career could stall unless he posts a memorable result in the 500 miler.Earlier this year Power replaced Helio Castroneves alongside Briscoe at Penske Racing while the two-time Indy 500 winner was facing tax evasion charges. The Queenslander drove in the first two Indy Racing League races, for a sixth and second, before the Brazilian’s court acquittal meant Power was surplus to requirements.Still, Roger Penske elected to enter Power in a third car for Indy.Despite his impressive performances in limited opportunities, Power has no guaranteed future with Penske.Roger Penske, the most successful owner in Indy history with 14 victories at Indianapolis Motor Speedway, wants Power to concentrate on the Indy 500 and only then will discussions take place on what may or may not happen next.Roger Penske has been very satisfied with Power’s driving, especially his second place on the streets of Long Beach.Power is hardly a specialist on ovals though he is is learning fast as he fights for his racing future.At Indy last year, where he was a rookie for KV Racing, Power started 23rd and finished 13th.This year during the prelims he has been coached by multiple 500 winner Rick Mears.Penske hasn’t won at Indy for two years. But with Castroneves, Briscoe and Power driving in 2009 has three strong chances to post the team’s 15th triumph.But Penske himself senses it will be tough, with 10-12 drivers capable of winning the classic on May 24.
Ferrari’s 125S at the 1941 Rome Grand Prix, The longest-running manufacturer in the sport of Formula 1 has had enough.
Ferrari’s board has apparently jacked up at the most recent mess made by the FIA at the World Motor Sport Council on April 29. It was announced that two sets of rules will be in play: one for the deep-pocket manufacturers, and another for teams participating in a ‘cost cap’ style category with a 40 million euro financial ceiling, intended to lure a 26-car manufacturer grid back into the sport (see below for the summary of FIA/WMSC decisions).
This season’s downforce debacle, which was some of Ferrari’s opponents loophole the aero rules and create more efficient diffusers, and the failed changing of the F1 scoring rules has left the Prancing Pony furious, and it would seem the latest decisions to alter the championship again in 2010 are the last straw for Ferrari. The manufacturer’s disgust was made clear in a release today:“The Board considers that if this is the regulatory framework for Formula 1 in the future, then the reasons underlying Ferrari’s uninterrupted participation in the World Championship over the last 60 years – the only constructor to have taken part ever since its inception in 1950 – would come to a close.“The Board also expressed its disappointment about the methods adopted by the FIA in taking decisions of such a serious nature and its refusal to effectively reach an understanding with constructors and teams. The rules of governance that have contributed to the development of Formula 1 over the last 25 years have been disregarded, as have the binding contractual obligations between Ferrari and the FIA itself regarding the stability of the regulations.“The same rules for all teams, stability of regulations, the continuity of the FOTA’s endeavours to methodically and progressively reduce costs, and governance of Formula 1 are the priorities for the future. If these indispensable principles are not respected and if the regulations adopted for 2010 will not change, then Ferrari does not intend to enter its cars in the next Formula 1 World Championship.”Apparently, Ferrari’s very real bluff has nothing to do with financials. The manufacturer also announced a first quarter profit of 54 million euro, down just five million euro despite the current global financial crisis.
OFFICIAL PRESS RELEASE
World Motor Sport Council 30/04/2009An extraordinary meeting of the World Motor Sport Council was held in Paris on 29 April 2009. The following decisions were taken:
2010 FIA Formula One World Championship
Applications to compete in the 2010 FIA Formula One World Championship are to be submitted to the FIA during the period 22-29 May 2009. Teams must state in their application whether they wish to compete under cost-cap regulations.The maximum number of cars permitted to enter the Championship has been increased to 26, two being entered by each competitor.The FIA will publish the list of cars and drivers accepted on 12 June 2009, having first notified unsuccessful applicants.Cost Cap RegulationsFrom 2010, all teams will have the option to compete with cars built and operated within a stringent cost cap.The cost cap for 2010 will be £40m per annum*. This figure will cover all team expenditure except:Marketing and hospitality;Remuneration for test or race drivers, including any young driver programmes; Fines or penalties imposed by the FIA; Engine costs (for 2010 only);Any expenditure which the team can demonstrate has no influence on its performance in the Championship;Dividends (including any tax thereon) paid from profits relating to participation in the Championship.* For the purposes of these Regulations, the financial year is 1 January to 31 December.A new Costs Commission is being set up to monitor and enforce these cost-cap financial regulations. The Costs Commission will consist of a Chairman and two other Commissioners, appointed by the WMSC for terms of three years.One Commissioner should be a finance expert and the other should have high level experience in motor sport. The Chairman should have appropriate experience and standing in motor sport or sports governance. All members of the Costs Commission shall be independent of all teams.In addition to the payments which it already makes to the top ten teams in the Championship, Formula One Management, the commercial rights holder, has agreed to offer participation fees and expenses to the new teams. This includes an annual payment of US$10 million to each team plus free transportation of two chassis and freight up to 10,000 kg in weight (not including the two chassis) as well as 20 air tickets (economy class) for each round trip for events held outside Europe.To be eligible for this, each new team must qualify as a “Constructor” and demonstrate that it has the necessary facilities, financial resources and technical competence to compete effectively in Formula One.To enable these cars to compete with those from teams which are not subject to cost constraints, the cost-capped cars will be allowed greater technical freedom.The principal technical freedoms allowed are: 1. Movable wings, front and rear. 2. An engine which is not subject to a rev limit.The teams will also be allowed unlimited out-of-season track testing with no restrictions on the scale and speed of wind tunnel testing.Changes applicable to all teamsIt was confirmed that from 2010, refuelling during a race will be forbidden in order to save the costs of transporting refuelling equipment and increase the incentive for engine builders to improve fuel economy (to save weight).It was also confirmed that tyre blankets will be banned and that the ban on other tyre-heating devices will be maintained.Full details plus information on further amendments to the 2010 Sporting and Technical Regulations will be available shortly on www.fia.com.By exception, if supported by the Safety Commission, the FIA WMSC may approve the issue of the Formula One Super Licence to persons judged by the Council to have met the intent of the qualification process.
It’s not obligatory to enter an Italian car to be part of The Italian Connection social motoring event which will be held from May 22-24 with the delightful twin objectives or (a) having fun, and (b) raising money for the various charities nominated by each competitor.
The event is open to all marques and the entry includes machines as diverse as a 1955 Fiat and a 2005 Bentley.Rather than spend money on fine-tuning their cars, many entrants go for a touch of silliness. One has produced an exact carabinieri replica, down to the uniforms…The three-day, 1200 kilometre event links two vibrant Italian precincts in Australia’s two largest cities – Sydney’s Leichhardt (Norton Street) and its cultural counterpart, Carlton (Lygon Street), in Melbourne.Obviously there is an abundance of fine dining before the start and after the finish.Between the capitals is some great motoring on some wonderful driving roads, interspersed with proved to be an enjoyable rally that used some of the best sealed roads between the two capitals.To add a competitive element, a motorkhana will be held along the way, in the main street of historic Gundagai, the first overnight stop.That evening participants will break bread and sip wine at an Italian Connection Welcome Dinner at the historic Lanigan Abbey.After a challenging drive on some glorious alpine roads, the drivers and crews stop at Myrtleford, initially at Gapsted Wines for a reception for competitors and VIPs.A glam welcome dinner will be hosted by Alpine Shire’s Mayor at the Savoy Club.The final day takes the cars to Melbourne for a display in Lygon Street and a victory dinner at Club Abruzzo, where the tall tales will start…It’s all for terrific causes and it will be great to see people smiling at motor sporting activities….
USAC midget champ and 1978 Indy 500 co rookie of the year Larry Rice, a frequent tourist to Australia and New Zealand in the 1970s, has died after a long battle with cancer, aged 63.
Ex chalkie Rice made and kept many friends in Australasia after several successful summer seasons in this part of the world.He formed a strange travelling duo with Californian wild man (and one-time lay preacher) Gary Patterson in what was called The Preacher and The Teacher show.Last summer he was brought back to Australia one last time by car owner and enthusiast Phillip Christensen as a special guest in a vintage speedway meeting held at the Brisbane Exhibition Ground.Though in ill health, Rice was his usual charming and warm self.He turned some spirited laps at the wheel of Christensen’s restored Shannons Buick Special, a car he raced back in the late 1960sMike Raymond, the standout speedway promoter who brought Rice to Australia in the 1970s and who remained a great friend, commented sadly that Larry’s death reunites the Preacher and Teacher double act. Patterson died in a race crash in the 1980s.Official obituary from the Indianapolis Motor Speedway 1978 INDY 500 CO-ROOKIE OF THE YEAR RICE DIES AT 63INDIANAPOLIS, Thursday, May 21, 2009 – Larry Rice, a two-time USAC Silver Crown champion and USAC Midget car champion who was co-rookie of the year in the 1978 Indianapolis 500, died on Wednesday, May 20. He was 63.Rice, who enjoyed a distinguished second career as a racing broadcaster, had two starts in the “500” (1978 and 1979) and was the answer to a popular racing trivia question in that the driver with whom he tied for the 1978 “500” rookie honors was eventual four-time race winner Rick Mears. Rice finished 11th in that race, blowing an engine while running in 10th place, just as Al Unser was about to take the checkered flag.The genial Rice had been in ill health for some time but had continued through life in his remarkably bright and breezy style—even as his situation worsened—shrugging off any concern over his well being.Rice raced with the United States Auto Club for 24 seasons, taking the green flag in more than 650 feature events. He won five Silver Crown races, three sprint car features and 15 midget car main events, combining for a total of 100 finishes within the top three. He won the Silver Crown championship in 1977 and 1981, the Midget car title in 1973, and was runner-up in the Sprint car standings in 1983.He managed to win all of USAC’s short track classics, including The Hoosier Hundred at the Indiana State Fairgrounds, the Pat O’Connor/Joe James memorial for sprint cars at Salem, Ind., the Hut Hundred for Midgets at Terre Haute, Ind., and several events at Rossburg, Ohio’s 4-Crown Nationals. He also made several annual winter treks “down under” to race Midgets, the Australians and New Zealanders calling them “speed cars.” In 1993, he was inducted into the AAA/USAC National Midget Hall of Fame.At the time of his passing, Rice was serving his second year as president of the Indianapolis 500 Oldtimers Club.For almost 20 years, Rice was paired with anchor Gary Lee in providing analysis for a variety of television and radio broadcasts, including many seasons on ESPN’s “Thunder” series, in addition to numerous other television and radio broadcasts, including the ESPN International telecast of the Indianapolis 500, racetrack public address announcing assignments and guest appearances. He was also a member of the Indianapolis Motor Speedway Radio Network crew from time to time.Born in tiny Linden, Ind., near Crawfordsville, Rice’s senior year in high school was shared with only 11 other students. He attended Ball State University at the same time as David Letterman, and graduated with a master’s degree in marketing. Although he would later enter the racetrack liability coverage business with K & K Insurance, his early years out of college were spent teaching fifth- and sixth-grade pupils in a Crawfordsville school.Rice began his USAC racing career in 1968, and as serious as he was about his participation, he delighted fans for several years by showing up at each race meet wearing a different choice of headgear. Stocking caps, Trilbies, Homburgs, bowlers, deerstalkers, Mickey Mouse ears – anything was fair game.There are a number of facets about Rice’s life that were quite remarkable, one being that he attended the very first Hoosier Hundred in 1953 with his family, and either as a fan, driver or broadcaster, he never missed a single one through to the time of his passing. He won the 1981 edition, leading all 100 laps.In spite of his total number of races – which, to include heats, would have numbered literally in the thousands – he was very rarely involved in any kind of an accident and probably could have counted on one hand the number of times he was “upside down.”But perhaps the most remarkable of all was that in spite of his many years as a race driver and the potential for on-track and off-track disputes; his many years as a broadcaster, occasionally being placed in the position of having to offer opinions on controversial subjects; not to mention his long-time occupation in the challenging and less-than-rosy world of racetrack insurance, friends generally agree that Rice never had an enemy in the world.He is survived by wife, Beverly, and sons Robbie and Zachary.Friends and colleagues are invited to a celebration of Rice’s life from 2-6 p.m. Saturday, May 23 at Brickyard Crossing.
It was close, and the Audi R8 LMS GT3 car pushed them hard to the end, but Timo Bernhard/Marc Lieb/Romain Dumas/ Marcel Tiemann won the 37th edition of the Nurburgring 24 Hour race with their Manthey-Racing Porsche 911 GT3 RSR.
Less than one lap behind was the crew of Christian Abt/Jean-Francois Hemroulle/ Pierre Kaffer/ Lucas Luhr in the Abt Sportsline Audi R8 LMS, a new GT3 car making its world race debut.The winning GT3 RSR prevailed after an epic battle on the combined on the Nordschleife and grand prix circuits in front of a huge crowd of 235,000 spectators, completing 155 laps of the ‘Green Hell’.It was the fourth consecutive win for team principal Olaf Manthey, who must have the key to speed and endurance.At the same time, driver Marcel Tiemann celebrated his fifth Nürburgring 24-hour race win and now is the most successful driver in the history of the classic endurance-event.“That’s just fantastic,” said Tiemann . “My fifth win! I just can’t believe it. It means even more to me than my maiden Nürburgring 24 hour race triumph.”The Nürburgring crowds will remember the race action for a long time. The 37th edition of the endurance-racing classic started with a one-hour slipstream battle between the future winner, the Porsche 911 GT3 RSR #1, and the Reader-Team’s Ford GT.The close battle of Manthey’s first-stint driver Marc Lieb with pole-sitter Dirk Adorf at the wheel of the Ford ended only when the Ford made contact with a slower car while lapping it, spun and consequently dropped back.Soon afterwards, the Phoenix-Audi R8 LMS raced by Marc Basseng, Marcel Fässler, Mike Rockenfeller und Frank Stippler closed in on the Porsche and, from then, the two cars alternated as race leaders for the major part of the event.And when this Audi dropped back due to a drive-shaft failure, its sister car entered by Abt Sportsline took the runner-up position.The extraordinary reliability of the Manthey squad’s Porsche proved to be the key factor on the way to prevailing against their toughest opponents.European marques dominated with the top 10 inhabited by seven Porsches, two Audis and a BMW.The usual Australian contingent had mixed success.Tony Quinn / Klark Quinn / Craig Baird / Grant Denyer (Porsche 997 RSR) were an excellent ninth outright on 146 laps.Sydney’s Rodney Forbes’ first attempt at the gruelling Nurburgring 24 Hour was cut short after teammate Marko Hartung crashed the #10 BMW M3 E46 in the high-speed Adenauer Forst section of the circuit as daylight broke just after mid-race distance.In other news, Aston Martin’s factory entered V12 Vantage – modified only slightly for competition – swept to a stunning debut class victory and 21st overall. One of the drivers was Aston CEO Ulrich Bez.The British marque’s factory-supported Vantage N24 entries took first and second place in the SP10 class.
The structure for a new all-American Formula One team is being steadily pieced together in the United States with the target of being ready for the 2010 grand prix season.
Team USF1 is intended to be a showcase for American technology and an opportunity for US-born drivers.Rumoured to be launched officially in the coming weeks, Team USF1 is largely the work of Australian-born Peter Windsor, the prominent motor sports journalist and TV commentator, and Ken Anderson, the American design engineer who was technical director at the Ligier F1 team in the late 1980s, and also had a stint with Onyx F1.Anderson’s extensive IndyCar and NASCAR experience embraced Ganassi Racing and AJ Foyt Racing. He also designed the G-Force IRL car that carried Arie Luyundyk to victory in the 1997 Indy 500.Windsor once worked for Williams as team manager, but is better known today for his media work which includes SpeedTV and filing stories on F1 for the Ten Network in Australia.“I’ve been working with Ken Anderson in my spare time over the past four years, looking into putting an F1 team together with the car designed and built in the US,” Windsor told Wheelsmag.com.au.“Along the way, Armageddon came along and the rules changed to about where we were planning to be in the first place. Bottom line: it is much, much cheaper to design and build in the US rather than in Europe and the F1 calendar these days is 50 percent flyaway.“Since 2005 we have managed to secure the wind tunnel, CFD (Computational Fluid Dynamics), manufacturing and design facilities and we will be based on the same tech campus as Speed TV’s new hi-def facility in North Charlotte.”Windsor. The wannabe F1 team has locked in place an agreement to use the new full-scale Windshear wind tunnel in North Carolina, a facility partly owned by Anderson.Team USF1 will have the slogan ‘Made In America’ and be based in Charlotte, the heart of NASCAR (and home to Roger Penske’s Indycar team).“Since news of our project was leaked we’ve been inundated with support not only from the US public but also from other F1 sponsors and F1 team owners,” said Windsor, who became interested in motor sport as a kid at Sydney’s Warwick Farm.According to German website motorsport-total.com, Team USF1 has the sanction of Bernie Ecclestone. And why not? The F1 grid will be down to 18 cars if the Honda team doesn’t reappear in another form for the ’09 Australian Grand Prix.F1 doesn’t currently have a race in North America and an American team could be just the trigger to encourage a US promoter to take the gamble.While it is pertinent ask why Windsor and Anderson didn’t take the easy and cheaper approach and buy the defunct Honda team, this was apparently not an option – USF1 was well advanced when Honda pulled the plug and in any case Windsor and Anderson have adopted the Made in America credo.If we ignore the global downturn, it is now easier for new independent teams to enter the world championship following the decision by the F1 teams association that every participating manufacturer will supply customer engines for 5 million Euros per season (with gearboxes a 1.5 million Euro ask).
