A proposito di Kimi

Articoli con tag “McLaren

Dalla Sauber alla Ferrari, intervista


From Sauber to Ferrari – Kimi Raikkonen on F1’s evolution

Not only is he one of the most popular drivers on the grid and an F1 world champion, Kimi Raikkonen is also the eighth most experienced driver in history in terms of race starts. In that time, Raikkonen has raced V10s, V8s, tried his hand at rallying and is now trying to help Ferrari return to the front during the highly technological V6 era.

So what have been the big differences during his time in F1? And where are the big gains made which Raikkonen hopes will eventually see the Scuderia fighting for championships again in the near future? After signing a new contract at Ferrari, the Finn sat down with F1i to reminisce.

The Sauber and McLaren years

Raikkonen first drove an F1 car at Mugello in late 2000 as Sauber evaluated the quick youngster who had impressed during his debut year of Formula Renault. Then just 20 years old, Raikkonen admits he needed a day to adapt to grand prix machinery.

“I didn’t really have much idea because obviously I had never seen the car in real life – OK I’d seen them but not at the racetrack – apart from the day I went there and it was hard to know what to expect,” Raikkonen recalls. “I did Formula Renault, I did one test in Formula 3, OK it’s a bit faster than Formula Renault but not so much. The first test I did at Mugello, I was at the circuit earlier that year with Formula Renault but it’s a slightly different story with the F1 car!

“I think I went into it very open-minded because I didn’t really know what to expect so I just wanted to see how it is. Obviously it was a bit tricky because the conditioning for F1, my neck couldn’t handle it – any other circuit would have been a lot easier – so I could do maybe three laps and then I would box and wait. Obviously at that time there was no power steering in the car so that was a bit hard.

“I didn’t feel that it was so difficult to drive, it was just more the speed, to get used to the speed. Everything happens much faster and obviously it takes a while to get used to how hard you can brake. I would say the first day was a bit tricky because of that, just because everything happens so quickly, but then already after the first night it was a lot like everything slowed down and got more normal like you would drive a Formula Renault. It just slows down and it’s so much easier. It was an amazing feeling.”

The move to McLaren came about just a year later, with Raikkonen having impressed in his debut F1 season. You’d think the change to a front-running car was a noticeable one for a young driver, but the Finn says his first F1 car was still a competitive chassis.

“In a way yes, but I think we had a pretty good car at Sauber. It wasn’t like a completely bad car and we finished fourth in the championship so it was not a bad car at all. They did the best with their budget. McLaren is how it comes, a big team and so many people, it used to be in their old factory and not where they are now. English and Swiss teams have slightly different ways of working to achieve the same results.

“Car-wise every car is different, but I think we changed to Michelins as well at that time so I think that was the bigger difference to try and learn the tyres from Michelin. So the car was hard to compare really. It’s still a top, top team comparing with Sauber, but it was like you’ve jumped from one year to another year, it wasn’t like a completely new thing.

“So it was exciting, nice and new but I didn’t really find it so hard. There was always a lot more help from the team because they have more people and more money to use so in a way things got easier because of that. And then with experience it was also quite a lot different.”

Sat in the Shell track lab in the Ferrari trucks at Silverstone, the surroundings highlight just how much more support front-running teams can get in F1 thanks to close partnerships. Raikkonen says those sort of details stepping up from Sauber to McLaren are what start to make a big difference.

“You have a lot more resource for the team to develop the car, engine, fuel, oil, everything. More so electronics because it was a big part of that time [in the early 2000s]. In Sauber we got the power steering in Monza I think and obviously it was quite a nice thing, but all the small details that can make a lot of lap time – the diff, traction control and stuff – even then we had all the gearboxes that you could have, but the upshifts and downshifts, if you have more people you can put into those things it can make up a lot of lap time.

“So in that way it was also easier because there was not the knowledge and not enough people to do those things [in smaller teams]. It was just more people but they are trying to achieve the same result in two different companies. So McLaren took me in very easily and I felt straight away good. I had very good engineers there and it was just a new challenge.”

A first switch to Ferrari

Still searching for the drivers’ championship, Raikkonen moved to Maranello in 2007 to replace the outgoing Michael Schumacher. They were huge shoes to fill, but the first season brought the success Raikkonen had been searching for. So was that year’s Ferrari F2007 the best car he has driven in F1, or is that too simplistic given his title victory?

“Again the big difference was to change tyres,” Raikkonen explains. “To go from using Michelins for many years and then go back to Bridgestone; and it wasn’t the Bridgestone that it used to be before, it was completely different because everybody had the same tyres. So it was nowhere near as good or as special tyres as when there were two manufacturers fighting against each other. That made a big difference and also how you can drive and how the tyres work. So if you could have had the same tyres I don’t think it would have been so tricky, because it was not easy.

“Obviously between all of the cars I have driven, comparing the Ferrari it has always been harder to get it working, it takes more time to get it how you want. Once you get it then it’s fine, but it’s different. In those years when the tyres changed and went backwards – when I jumped to Michelin there was more grip and they made better tyres and kept improving – so it was a bit going the opposite way.

“Again a different country and different people, but I really enjoyed it. I was many years with McLaren and once I came to Ferrari I had a contract knowing I was going there for a long, long time and it was nice. You dream – or maybe you don’t dream – but Ferrari’s Ferrari, you know? And the other teams, they are not Ferrari. I don’t care how much they have won and all that.”

The season itself was a dramatic one, which Raikkonen admits was far from easy even if it resulted in championship success at the final round in Brazil.

“Obviously I struggled a bit in the beginning during testing, finding a lot of different ways of doing similar things. Then we found our way, then we had some struggles but we managed to turn everything around and make a good season out of it, but it wasn’t easy in any way. We started well, maybe too well, because then it went back to normal and we knew we were not where we wanted to be at the start. We hung in there, we had some issues but we came back very strong but it was an amazing year.

“You always wish it could be more smooth sailing because it was a lot of up and down but we managed to do it in the end and we won more races than the other guys and had more points. I didn’t expect to win the championship straight away, especially with Ferrari, and it hasn’t been easy at any point but I think we’re getting back to where we feel that it’s going in the right direction and it has been going well for a couple of years. I’m sure we can get back to where Ferrari used to be and where we should be.”

A break and a return with Lotus

Having already enjoyed nine consecutive seasons in F1, Raikkonen took a break and went to compete in other motorsport categories – mainly rallying – for two years. He had only experienced one year of new aero regulations when he left, and in a less competitive Ferrari than he had been used to.

Returning to F1 two years before the V6 turbo engines were introduced, Raikkonen had to adapt to another new team in the form of Lotus, and a new tyre manufacturer in Pirelli. It’s a period he feels improved him as a driver, as he had to learn additional skills on top of his raw driving talent.

“Obviously I had my doubts because I hadn’t driven for a few years in F1 but I also knew more or less how it’s going to be,” Raikkonen says of his return to the sport. “Every year there are rule changes, this and that, tyres change, but I was pretty sure that as long as the front is somewhere there with the car we’ll be just fine with it.

“When I drove a two-year old car – the first Lotus – with the demo tyres in Valencia it felt good straight away. There were some issues we had to fix with the steering and stuff, some minor details, but it felt very normal from the first lap. So I think it was a good place to start. In Valencia I haven’t done too many laps in my life because it’s a short circuit and not the fastest circuit but after ten laps it felt very normal and I knew it would be just fine.

“Then there is a question mark over how is that year’s car comparing to the others, but when I came back I didn’t have many worries. OK you always have something in your mind about how it’s going to be but I would never have signed a contract if I didn’t think that it would be fine. One big benefit that I felt was that I was driving all the time, I was racing and in the rally – whatever people say – it teaches you a lot. Even when I did rallies in 2009 with Ferrari I felt that it was only helpful.

“Obviously there are dangers and stuff like this but you can get hurt anywhere so I think it teaches you a lot because you have to be so precise and concentration has to be even higher because you have to listen all the time. It’s not just listening but driving too, so you have to mix a few things and until that gets completely normal to the point you’re not thinking about it you will never be fast enough.

“I could be as fast as the others on test roads because you know it and it’s not an issue. But then to do it from the notes – and you have to build the notes up – I felt that it teaches you a lot. And it helps for sure to be driving because it’s a very hard sport, so that’s why if I was not doing anything for two years for sure it would take time but I felt like it was not such a big deal.”

Ferrari comes calling again as V6s arrive

At the start of the new power unit era, Raikkonen returned to Ferrari for a second time. While the team is familiar, the regulations and the sport itself is very different from the last time at Maranello.

Nowadays, it is not just new front wings or engine updates which help increase the car’s competitiveness, with Shell providing Ferrari with 25% of its overall performance gain in 2015 through fuel and oil. Guy Lovett, Shell’s Innovation Manager for motorsport, works out of the track lab where Raikkonen is sat, and explains the improvements all come within very strict regulations.

“In Formula 1 the fuel is really tightly regulated, which is a good thing because it means that the fuel we’re using here for Ferrari in Formula 1 is very, very similar to the fuel you can buy out in a gas station,” Lovett says. “It’s 99% the same. For Shell that is absolutely imperative because all the technology and all the innovation that we yield from working in Formula 1 and motorsport we can then transfer to our road-going products. That is of fundamental importance to us.

“Nevertheless, the regulations do allow for a degree of innovation, which again is important to us to be able to trial new concepts, new technologies and new additives here in Formula 1 in quite controlled yet incredibly extreme conditions.

“Right now there are no limits to the number of formulations you can bring and there’s very little regulation governing the oils. There is a bit on fuel but still there is enough scope for us to innovate. Fuel and oil have always been relatively unconstrained in a good way to push forward development, where engine regulations have been somewhat more fixed in the past. So, looking at the V8 era, again there were very little regulations governing fuel and oil whereas the engines were pretty much fixed towards the end of the V8 time.

“It’s opened up a lot more from an engine perspective with the V6, it’s starting to be more prescribed. Next year is going to get a little bit more interesting, a little bit freer but it will be the same for us and that’s what we want. We’re here to innovate and develop and learn. Our mandates are to help Ferrari win and transfer technology from track to road. Kind of simple in that respect!”

When Raikkonen jumps in the car, he admits the performance gains are difficult to notice, but that again is a product of the evolution in F1 as teams and suppliers rarely get the chance to do back-to-back comparisons of upgrades.

“It’s hard to feel the difference,” Raikkonen says. “In the past it was much easier when we were testing between races because you could do one run with this fuel and then change it for the next run so you can really feel it or maybe or not. Obviously if it’s just one horsepower or two then you will probably never feel it because you can have one lap with the wind blowing one way and then the other on the next lap!

“But you could often feel it, whereas now it’s either one race weekend or another, different places, different wing levels, often different conditions, so there’s so many variables that it has to be a big, big change on anything that we bring to the car to really pinpoint ‘OK, yes I can feel it’, because we don’t do that kind of testing. Like when we used to do tyre testing we would do one run and then do the next run with a different tyre so you could get a good idea of things.

“Now it’s more like we trust the numbers, that’s why we have all these things [in the lab]. Obviously Shell has been a long partnership with Ferrari and even when I was with them in 2007 and 2008 and 2009, in 07 we made big, big gains in fuel and oil and lots of horsepower. So I knew how it works, and obviously now with the new rules and everything it is a big benefit to have this relationship because obviously certain years you get close to the maximum you can achieve under those rules. Now everything has been mixed up with new rules, you again have more opportunities to make a big difference. So for sure we get a lot of help from Shell.”

Having been through so much in his career already and having to adapt to new ways of working, does Raikkonen find the current formula in F1 enjoyable? Put simply: “Yeah.

“When it came in in 2014 everything was new and probably not at the level we wanted. OK, some teams were at the level they wanted, but for sure we were not happy with where we were. Drivability was also depending on how good your car is or the grip on the circuit or conditions, it wasn’t always easy [to judge] because it made it quite tricky. But now after a few years everything has improved so much.

“Driving-wise the sound is different but the driving itself hasn’t changed. You drive the same way, OK you have fuel saving but in the past you had brake saving or something, so it’s the same thing just affecting different things. So I wouldn’t say there’s an awful lot different apart from the sound and I guess a certain feeling around you, but for me it’s good already again that it’s normal now.”

Da F1i.com


Kimi conosce: parla Aki Hintsa


Da ElConfidential.com traduzione Whatever

His personality, by: who knew him best

THE RAIKKONEN ENIGMA: THIS IS NOT FUC… POSSIBLE. WHY DID IT HAD TO HAPPEN TO YOU?

Doctor Aki Hintsa is one of the people who has been closest to Kimi Raikkonen. In his book "The Core" he unveils some of the hidden keys that define the Finnish driver.

Images circled around the world at that time. It was McLaren’s time and Kimi Raikkonen appeared completely wasted in a Canary Island hotel. He had a inflatable dolphin under his arm. As if the images didn’t already represented heresy enough for Ron Dennis’ personality, McLaren was sponsored by a famous alcoholic beverage that promoted a responsible consumption in their campaign. Ron Dennis called the Finnish doctor Aki Hintsa, who was responsible of all of McLaren’s medical services and who eventualy became a great personality in Formula 1 (with Hakkinen, Hamilton and Vettel under his sight and now also Carlos Sainz). "Hello, I’m Ron Dennis, McLaren’s maximum authority presented himself in his phonecall, "I got your message, but don’t understand how could you guess, in such anticipation, what will happen with Kimi". Hintsa was the first doctor responsible for the mental and physical training of Kimi Raikkonen in F1, a relationship that intensified itself during the Finnish driver’s time in McLaren. As one of the people who has had one of the closest and better relationships with the driver, in his book "The Core", he offers some of the hidden keys for the enigmatic Finn great audience.

"The team atmosphere was poison"

Kimi Raikkonen’s personality was put to the test with McLaren’s dinamic and corporative values, totally dominated by the singularity of Ron Dennis’ ideas. Discipline and control were the house rules. Every step was formalized and drivers were no exception. To the sporting pressure you could add the total availability to McLarens’ multiple PR activities. "For Raikkonen, such a regulated atmosphere was poison". Since the first time they met at the Hesperia Helsinki’s hotel, there was chemistry between Hintsa and a very young Raikkonen, about to make a Formula 1 debut. He got in contact with the doctor through his previous relationship with Hakkinen. The Finn also quickly recommended Raikkonen for the team to Ron Dennis. Hintsa started to see that something was changing in the driver’s personality. "At his arrival to McLaren he was someone balanced, concentrated in winning and doing what was needed for it". The Finnish doctor soon understood that "the best way to break his balance was to impose strict discipline".

"A strong attitude against authority"

Hintsa tried to pass on the message to Dennis through a letter, but it was filtered in fear of his reaction by it. Then it came the dolphin episode and it triggered all of McLaren’s alarms. In Dennis’ call, he was asking for an interview in a couple of days at McLaren. The doctor couldn’t because of his professional commitments. So Dennis took his own private plane and showed up in Helsinki. After the interview in which Hintsa explained his personal filosophy (about which we will talk soon in "El Confidencial" ), he offered to personaly take care of Raikkonen and all of Mclaren’s team. “He had a very strong attitude against authority and did not obey to anything or anybody unless he felt it was good or convenient. Not even his parents could offer him the best guidance once he left childhood.” But he also discovered that Raikkonen was “receptive, very disciplined and willing to go to the extraordinary, if he felt the instructions were useful”. Hintsa was among those people. “One of the best talent to arrive in Formula 1, a diamond of incredible potential”. The Finnish driver had something unique: “exceptional concentration power, and through that, he channeled all the energy”.

“An intimate and very small circle”

The key is in the “introvert aspects of his nature”. He loves to drive, “but needs a lot of moments of soitude to charge his batteries and concentrate”. “The strict rules, the formality and the jungle of norms got on his nerves, as did the meaningless conversations with people he didn’t know very well. To appear in front of media and to talk at press conferences was mandatory for the drivers, but this began to damage his performances on track”. You can imagine what McLaren’s marketing department sues did to him too. Raikkonen’s intimate circle was very small “and to spend time with his friends was crucial to balance his exhausting job and charge batteries”. “In a small group of friends, Kimi seemed different: relaxed, of nicer character and very talkative”. That balance between work and relaxation was destroyed at McLaren.

“He knew who he was and what he wanted”

Hintsa transferred the direct message to Dennis, that it was impossible to change Raikkonen. That he rather be a carpenter instead of a Formula 1 driver if he was asked to change his personality. “Kimi wasn’t born to be a star in the Big Circus” and Michael Schumacher’s or Fernando Alonsos’s intensity and dedication” wouldn’t work with the Finnish driver. Each had its own methods. “What media considered laziness, in Raikkonen was his unique ability to concentrate”. As a driver he was an authentic racer that “loved his job with all his spirit and his heart, his motives to compete were authentic and genuine”. Hintsa arrived then, to the real key in Raikkonen’s personality: “He knew who he was and what he wanted” and he wasn’t willing to quit being true to himself under any circumstance. “He could be very analytic when he talked about his career, but he never said a word about the man behind the driver” as he did not want to reveal a single thing about himself to the big audience.

“An agreement: we will behave well. Signs.”

Before arriving to the 2003 summer brake, Dennis was worried about Raikkonen’s possible behaviour. He asked Hintsa to make him sign a letter in which he would commit to behave well. Hintsa accepted, but in the inside he knew how difficult this task could be. After giving this a long thought, the doctor took a cigarette box, took off the cellophane wrapping and wrote a short phrase: “This is an agreement. We will behave ourselves during the summer brake”. Hinsta signed under it. When he met Raikkonen, he put the package in his hand: -“Sign”. -“What is this?. -“An agreement”. Ron wants you to behave during summer”. Kimi stood there staring at Hintsa, laughed and signed the box. There wasn’t the smallest problem that August. When Hintsa and his second wife lost at birth what would have been their first child, the doctor sent via SMS a general message to communicate he could not take care his professional commitments. Many replied through SMS. Others sent flowers. Only one called. “This is not fuc… possible. Of all people, why did it had to happen to you?” It was Kimi Raikkonen.


Test Pirelli a Le Castellet–25/01/2016


Pirelli F1 wet tyre test: Daniel Ricciardo sets pace for Red Bull

Red Bull’s Daniel Ricciardo set the quickest time on the first Formula 1 test day of the 2016 season as Pirelli tested wet tyres at Paul Ricard.

He was the fastest of the three 2015-spec cars taking part in the two-day session at the sometime French Grand Prix venue.

McLaren test driver Stoffel Vandoorne was 0.4 seconds behind and second quickest ahead of Kimi Raikkonen’s Ferrari at a cool and overcast Ricard.

Both Red Bull and Ferrari completed 10 sets of 10-lap runs on a full-wet prototype tyre.

In total 285 laps were covered across the three teams.

McLaren didn’t finish its programme from Pirelli as Vandoorne stopped out on track shortly before the close of play due to an engine problem. His McLaren returned to the pits on the back of a flat-bed truck.

The two-day test has been organised by Pirelli so it can test new full-wet tyres.

The track was artificially soaked by sprinklers and each car left the pits at 10-seconds intervals, circulating for roughly 10 laps before returning to the pits so the track could be soaked again.

Pirelli has been working on a combination of different compounds, different tread depths and configurations, but as the temperature at the south of France venue never rose about 10 degrees centigrade conditions were not ideal.

The second and final day commences at 9.30am local time on Tuesday.

Sebastian Vettel will take over driving duties from Raikkonen at Ferrari, while Daniil Kvyat replaces Ricciardo at Red Bull.

Vandoorne will complete the second day for McLaren.

MONDAY RESULTS:

Pos  Driver             Team      Time       Gap      Laps
 1.  Daniel Ricciardo   Red Bull  1m08.713s           99
 2.  Stoffel Vandoorne  McLaren   1m09.131s  +0.418s  87
 3.  Kimi Raikkonen     Ferrari   1m09.637s  +0.924s  99


15.45 – Bandiera a scacchi, pit-lane chiusa e sessione terminata con un’ora di anticipo rispetto a quanto comunicato inizialmente da Pirelli. Il miglior tempo di giornata va quindi alla Red Bull di Daniel Ricciardo, che ha siglato il crono di 1’08″713 pochi minuti prima delle ore 13.00. Seguono poi nell’ordine Stoffel Vandoorne con la McLaren, 1’09″131, e Kimi Raikkonen con la Ferrari che ha realizzato il suo best lap in 1’09″637. Completati in totale 285 giri. 99 il numero di passaggi completato da Ricciardo e Raikkonen, 87 quelli di Vandoorne, vittima di un guasto tecnico negli ultimi scampoli della sessione.

15.40 – Si è concluso anche il decimo stint, con Ricciardo che ha bloccato i cronometri sull’1’09″764, più lento Raikkonen fermatosi a 1’10″743.

15.36 – Nel frattempo vi mostriamo le foto della McLaren di Vandoorne, gelosamente celata sotto un telo nero al suo rientro ai box sul carro attrezzi. Per il belga un problema tecnico.

15.34 – I tempi realizzati dagli unici due piloti in pista sono lenti perché il tracciato, appena bagnato artificialmente, non consente di migliorare le prestazioni, che si abbasseranno con il passare dei giri. Ricciardo si attesta sul ritmo dell’1’10.

15.22 – Bandiera verde: ne approfitta subito Kimi Raikkonen che rientra in pista con la sua Ferrari.

15.15 – Le gomme che montano la vettura di Ricciardo e quella di Raikkonen immortalate nelle immagini sottostanti sono del tipo “prototipale” ovvero dotate di una nuova tipologia di costruzione rispetto a quelle standard che invece riportano sulla spalla la scritta azzurra Pirelli.

15.11 – Sempre per ingannare il tempo in attesa che la McLaren torni nel suo garage, vi proponiamo qualche scatto direttamente dalla pit-lane e da bordo pista ad opera del nostro inviato al Paul Ricard, Simone Valtieri.

15.05 – Nel frattempo, approfittando della pausa forzata, riepiloghiamo la situazione dei giri percorsi visto che quella dei tempi non ha subito cambiamenti. Ricciardo e Raikkonen sono a 89 passaggi compiuti. Fermo invece a 87 Vandoorne.

15.02 – Prima bandiera rossa della giornata. Ferma lungo la pista la McLaren – Honda di Vandoorne, che non è rientrata ai box.

14.59 – Concluso anche il nono stint, ma senza particolari acuti. Questi i tempi realizzati dai tre piloti in pista: 1’09″366 per Daniel Ricciardo, 1’09″827 per Kimi Raikkonen e 1’10″116 per Stoffel Vandoorne.

14.51 – Dopo la consueta “irrigazione” dell’asfalto è iniziato anche il decimo turno, con Raikkonen che sta girando sul piede dell’1’13, mentre Ricciardo è già sceso sull’1’12″4.

14.50 – La Red Bull ha invece cambiato leggermente la cromatica della sua livrea, con il ritorno della scritta istituzionale sulla fiancata in rosso, mentre sul cofano campeggia quella del partner tecnico Tag Heuer, che fornisce il suo nome per il propulsore Renault. Per vedere la nuova aggregazione di colori bisognerà invece attendere mercoledì 17 febbraio, quando a Londra cadranno i veli sulla livrea 2016 della monoposto di Milton Keynes.

14.46 – Temperatura che sfiora quasi i dieci gradi quando siamo a poco più di due ore dal termine della sessione odierna. Facendo un breve calcolo e sommando i migliori tempi di settore, con Raikkonen che detiene il best nel T1 con 27.181, mentre Ricciardo ha il più veloce nel secondo con 41.152, il miglior tempo ideale di giornata si dovrebbe attestare a 1’08″333.

14.35 – Al termine dell’ottavo turno non hanno invece migliorato né Raikkonen con la Ferrari né Vandoorne con la McLaren. Le velocità massime nel primo settore sono le seguenti: Raikkonen 300 km/h, Ricciardo e Vandoorne 296. Nel secondo settore: Ricciardo 258, Kimi 257 e Vandoorne 254. Ricordiamo che girando sul tracciato corto i settori percorsi sono due.

14.30 – Daniel Ricciardo ha ottenuto il tempo di 1’08″728 in occasione dell’ottavo turno di giri prestabilito, a pochissimo dal best lap odierno e con il miglior crono nel secondo settore.

14.20 – Ricordiamo che per questi test, Pirelli ha imposto delle condizioni standard per quanto riguarda il set-up delle monoposto, che essendo da bagnato prevede una configurazione dedicata. Sull’ala posteriore della Ferrari di Raikkonen è presente un vistoso “gurney flap” montato sul profilo superiore dell’ala posteriore.

14.00 – Tutto pronto per l’ottavo turno della giornata. Gli aggiornamenti tarderanno un attimo perché il nostro Simone Valtieri si è spostato a bordo pista per seguire da vicino il passaggio delle monoposto e portarci qualche notizia fresca ‘dal campo’.

13.55 – Curiosità: ecco come si possono seguire le prove dai monitor presenti in sala stampa al Paul Ricard. Niente super regia televisiva per questi test…

13.45 – Riepiloghiamo intanto il totale dei giri percorsi: 61 per tutti e tre i piloti impegnati, anche se continuano i problemi al transponder di Ricciardo che compare sul monitor con sole 44 tornate completate.

13.40 – Irrigatori in azione per preparare la pista all’ottavo turno della giornata.

13.35 – Scollinata la metà giornata, ecco una nuova gallery dal Paul Ricard:

13.30 – Terminato anche questo turno, senza miglioramenti cronometrici.

13.25 – Spinge di più Ricciardo che arriva fino a 1’09″168, dopo essersi fermato pochi decimi sopra nei due giri precedenti.

13.20 – In pista siamo su tempi ancora superiori all’1’10”, ma c’è da segnalare che Raikkonen ha ritoccato la top speed di giornata, raggiungendo i 300 km/h sul rettilineo dimezzato del Mistral.

13.15 – Intanto arriva in questa mattinata un’altra notizia importante: la nuova Ferrari, nome in codice 667, ha superato i crash test.

13.10 – Si torna in pista per il settimo turno di giornata!

2.56 – Piloti nuovamente ai box, concluso anche il sesto stint di giornata. Nota sulle prestazioni: le monoposto non aprono il DRS sui rettilinei e i piloti si mantengono anche a distanza di sicurezza dai cordoli. La velocità più elevata finora è stata raggiunta da Raikkonen con 299 km/h.

12.54 – Tornano i tempi di Ricciardo e subito scopriamo che c’è stato un nuovo botta e risposta con Vandoorne: il talento della McLaren passa in 1’09″131, ma il pilota della Red Bull abbatte il muro dell’1’09” e fa segnare il tempo di 1’08″713. Più lontano Raikkonen che comunque si migliora con 1’09″637.

12.50 – Scendono i tempi e Vandoorne ci smentisce: prima fa 1’09″489, poi con 1’09″409 abbassa ancora il suo best giornaliero, ancora di un soffio dietro a Ricciardo. A proposito, in questo turno i tempi dell’australiano non compaiono sul monitor dei tempi.

12.45 – Difficilmente vedremo miglioramenti cronometrici in questo turno: al terzo passaggio Vandoorne fa 1’10″3, Raikkonen 1’10″7, siamo a circa un secondo dai migliori tempi visti finora. I piloti stanno girando con pneumatici non marchiati, come avvenuto anche nei turni precedenti, ad esclusione del primo.

12.40 – Si torna in pista! Primi giri come di consueto su tempi elevati, anche maggiori rispetto ai precedenti, tra l’1’12” e l’1’13”.

12.35 – Mentre tornano in azione gli irrigatori, eccovi una gallery della mattinata:

12.30 – Riassunto dei migliori tempi visti finora (5 turni): 1- D.Ricciardo 1’09″378 2- S.Vandoorne 1’09″536 3- K.Raikkonen 1’09″787

12.25 – Ricordiamo che sono presenti gli ispettori della FIA a controllare l’attività dei team, i quali possono solo modificare i setup della monoposto.

12.20 – Terminato anche il quinto turno di giornata. La temperatura dell’aria sale a 10 gradi.

12.16 – Nuovo record nel secondo settore per l’australiano: 41″58, ma il crono finale di 1’09″412 lo lascia dietro al miglior tempo di giornata che comunque gli appartiene.

12.14 – Vandoorne passa in 1’09″9, Ricciardo in 1’10″3.

12.12 – In evidenza Raikkonen che in questo turno sta facendo i migliori tempi: 1’09″858 (27″3 nel primo settore) e poi 1’09″754, suo miglior tempo di giornata.

12.05 – Siamo al quinto stint di giornata, i piloti lo cominciano girando tutti sopra l’1’11”. Il tempo alto sembra dovuto più al tipo di pneumatico montato ora che alla pista bagnata.

12.00 – Irrigatori nuovamente spenti, si riaccendono i motori!

11.55 – In attesa che ricominci l’azione al Paul Ricard, la notizia della mattina è senz’altro il ritorno nel paddock di Pat Fry. Eccovi l’articolo promesso: Manor, Pat Fry ingaggiato come consulente tecnico

11.48 – Di nuovo tutti ai box: in ogni turno ogni pilota riesce a fare tre o al massimo quattro giri, poi la pista passa rapidamente a condizioni di asfalto troppo asciutte per questi pneumatici pensati per la pioggia battente. 11.44 – Altro giro su tempi simili per Red Bull e McLaren, ma senza migliorarsi. Chi si migliora ancora è Raikkonen, finalmente a livello degli altri: 1’09″787 con nuovo record nel primo settore (27″55) e ancora 4 decimi persi sempre nel secondo settore.

11.41 – Botta e risposta tra Vandoorne e Ricciardo: 1’09″536 il belga, 1’09″378 l’australiano. Si migliora nettamente Raikkonen che scende a 1’10″083 con un primo settore record da 27″6. 11.38 – I piloti continuano a girare e la pista migliora velocemente: Raikkonen fa il suo miglior giro di oggi con 1’10″528, mentre Ricciardo abbassa il limite di giornata a 1’09″666. 11.35 – Vandoorne e Ricciardo girano sull’1’10″7, mentre Raikkonen ancora una volta è più lento, in particolare nel secondo settore, e non va oltre l’1’11″298.

11.30 – Tutti nuovamente in pista, con asfalto ancora più bagnato rispetto ai tre precedenti turni.

11.15 – Di nuovo tutti ai box.

11.10 – Tempi più alti in questa uscita, solo Raikkonen riesce a migliorarsi rispetto ai tempi precedenti (che erano nettamente più alti di quelli degli altri piloti): 1’11″331 e poi 1’11″147 per Iceman. Vandoorne con 1’10″178 continua comunque a essere molto più veloce, mentre Ricciardo dopo un giro lento è rientrato ai box.

11.05 – Intanto arriva in redazione la notizia che la Manor ha ingaggiato, dopo Nick Tombazis, un altro ex ferrarista: Pat Fry. A breve su FormulaPassion.it l’articolo con tutte le informazioni.

11.00 – Ritornano in pista i piloti, sempre nell’ordine visto nei due precedenti turni: Raikkonen, Ricciardo e Vandoorne.

10.52 – Motori ancora spenti, gli irrigatori sono ancora all’opera per rendere l’asfalto ‘full wet‘.

10.48 – Un tweet, tre passaggi del turno di prove appena completato:

10.42 – Di nuovi tutti dentro ai box del Paul Ricard.

10.40 – A ogni passaggio i tempi continuano ad abbassarsi sensibilmente, tranne per Raikkonen che nel secondo settore alza il piede: 1’10″868 e 1’10″649 Ricciardo, 1’10″938 e 1’10″005 Vandoorne. Raikkonen non va oltre 1’11″796 perdendo sempre nel secondo settore.

10.35 – Completato il primo giro cronometrato, con tempi che avevamo già visto nel precedente turno: 1’11″302 Ricciardo, 1’11″331 Vandoorne, 1’11″925 Raikkonen.

10.30 – Si riaccendono i motori al Paul Ricard: nuovamente in pista, contemporaneamente, Raikkonen, Ricciardo e Vandoorne.

10.20 – La pausa tecnica prosegue: al momento c’è un camion dei pompieri che gira contromano e gli irrigatori sono aperti per allagare nuovamente la pista.

10.08 – Prima uscita terminata per tutti i piloti che sono rientrati ai box.

10.05 – Ad ogni tornata la pista si pulisce e i tempi si abbassano notevolmente. Raikkonen dopo aver fatto registrare il record nel primo settore commette un errore, il tempo di riferimento viene firmato da Ricciardo che ferma io cronometro sull’1’11″528, Vandoorne è vicino staccato di meno di un decimo, più lontano Raikkonen che non è ancora sceso sotto il limite dell’1’13”.

10.02 – Al terzo passaggio il più veloce è Stoffel Vandoorne, 1’13″306 per il campione in carica della GP2, seguono Ricciardo in 1’13″833 e Kimi in 1’14″578.

10.00 – Ecco i primi tempi sul giro, 1’17″189 per Ricciardo, 1’18″707 per Raikkonen.

9.58 – Anche Stoffel Vandoorne raggiunge i colleghi sul tracciato.

9.57 –Semaforo verde! Tornano in pista Kimi Raikkonen e Daniel Ricciardo.

9.55 – Gli irrigatori artificiali non hanno proprio nulla da invidiare a un temporale coi fiocchi, ecco le condizioni della pista. La prossima genialata di Bernie Ecclestone sarà l’utilizzo di questo sistema in gara?

9.52 – E quelli di Stoffel Vandoorne, tra poco i piloti scenderanno di nuovo in pista per i primi long run dopo aver tutti effettuato l’installation lap.

9.50 – Ecco i primi metri del 2016 di Kimi Raikkonen.

9.45 – Oggi è il compleanno di Luca Badoer, 45 candeline sulla torta per l’ex pilota Minardi e Ferrari.

9.39 – Pit lane di nuovo chiusa e camion dei pompieri in pista. Il tracciato ha ancora bisogno di essere bagnato.

9.34 – Semaforo verde in fondo alla pit lane! Finalmente si comincia, in pista per l’installation lap la Ferrari di Kimi Raikkonen, la Red Bull di Daniel Ricciardo e la McLaren di Stoffel Vandoorne.

9.32 – Se vi stavate chiedendo quale delle tante configurazioni del circuito di Paul Ricard sarà utilizzata oggi eccola in bianco dall’account Twitter del collega Cristobal Rosaleny. Secca curva a gomito dopo il traguardo a destra sfruttando tutto il rettifilo, poi si percorreranno due terzi del rettilineo del Mistral senza la esse a metà. Dopo la curva ‘Les Signes’ tornantino a destra tagliando la lunga curva ‘Beausset’.

9.30 – Azionati nuovamente gli irrigatori, evidentemente la prima innaffiata non è stata sufficiente.

9.25 – Intanto ecco le prime dichiarazioni di Roberto Boccafogli, responsabile dell’ufficio stampa Pirelli: “I team non sapranno quali gomme proveranno. Ci saranno a disposizione due tipi di gomme, alcune marcate con la banda blu e altre non marcate, di quelle non marcate ci sono tanti prototipi da far provare. Se i prototipi daranno indicazioni positive verranno utilizzati con l’arrivo del Circus in Europa, sicuramente non nelle prime quattro gare”.

9.23 – La Safety Car ha percorso una tornata e poi ha fatto rientro ai box.

9.10 – Le condizioni atmosferiche presentano cielo coperto e una temperatura di 8,2°.

9.05 – Il primo ‘ruggito’ è quello della power unit Honda che equipaggia la McLaren di Stoffel Vandoorne, ma il belga non ha lasciato il box.

9.00 – Il semaforo in fondo alla pit lane è ancora rosso, al momento tutto tace, i monitor dei tempi sono spenti.

8.58 – Aperti gli irrigatori per bagnare il tracciato e permettere ai piloti di mettere alla prova gli pneumatici full wet, motivo per cui la Pirelli ha deciso di organizzare questa sessione di test suggerita dall’esperienza di Austin nella passata stagione.

8.55 – Anche la Pirelli su Twitter ci dà il buongiorno, ecco uno scorcio del panorama sul circuito di Paul Ricard.

8.50 – Daniel Ricciardo è un po’ spaesato, al risveglio dichiara sul suo account ufficiale Twitter di non sapere esattamente dove si trova.

Da FormulaPassion.it

 


Vecchi amici raccontano..


Whitmarsh: “Raikkonen resta uno dei migliori”

Dopo mesi di silenzio è tornato a parlare quello che è stato un vero gentiluomo del Circus, alias Martin Whtimarsh, ormai dedito alle imbarcazioni dell’America’s Cup ma ancora interessato al mondo della velocità a quattro ruote.

Tema della questione Kimi Raikkonen, pilota che da sempre suscita sentimenti contrastanti negli addetti ai lavori a nel pubblico della F1.

“Forse i giorni migliori sono passati, tuttavia credo sappia fare ancora molto bene il suo lavoro senza commettere grossi errori – ha dichiarato al magazine Motor Sport l’ex team principal McLaren – A mio parere è un incompreso. Decisamente più disciplinato di quanto si pensi, è intelligente e soprattutto è capace di analizzare nel dettaglio il comportamento della macchina come in pochi altri sanno fare”.

“Per quanto mi riguarda lo avrei ripreso in squadra al termine del 2009 quando venne mandato via dalla Ferrari – ha proseguito – Avevamo anche iniziato le trattative però le richieste del suo management si erano rivelate un po’ troppo ambiziose e così abbiamo messo sotto contratto Button”.

“Oggi purtroppo sembra non riuscire a tirare fuori il potenziale di cui dispone, ad ogni modo continua a piacermi parecchio, in particolare il suo senso dell’umorismo…”.

Da F1Grandprix.it


Mercato, il futuro di Kimi secondo Whitmarsh–27/08/2013


[…]

Q: Have you ever considered getting Kimi Raikkonen back? He seems to be the best Kimi there has ever been right now…
MW: Yes, we have. Kimi has always been great and I am a big fan of him. There is a lot of speculation out there at the moment, so let’s see what happens.

Q: Are you one of the teams that he could consider? Have there been talks with him?
MW: I probably shouldn’t be, but I’m completely open – last year we had talks with him, but for various reasons it didn’t happen. This year we’ve had no talks – yet.

Q: So it could be that somebody approaches somebody?
MW: Yes, could be. Obviously Kimi is determined to go somewhere else and I sense that he will not succeed in that goal, so let’s see how he gets on there.

[…]

Da Formula1.com


GP Monaco, commenti post gara–26/05/2013


Monaco GP: Kimi Raikkonen says Sergio Perez has no idea after clash

Kimi Raikkonen has slammed Sergio Perez for blaming him for their collision during the Monaco Grand Prix, claiming the McLaren driver "has no idea what he’s talking about".

Raikkonen was in fifth position when the Mexican tried to pass him on the entry to the chicane and the pair made contact, resulting in a left-rear puncture for the Lotus and dropping him down the field.

Perez, who later retired, claimed after the race that the Finn should have left him more room, but Raikkonen left no doubt as to where he felt the blame lie.

"He hit me from behind and that’s about all there is to it," said Raikkonen, who recovered from the incident to claim a solitary point, having passed Nico Hulkenburg’s Sauber for 10th on the final lap.

"If he thinks it’s my fault that he came into the corner too fast then he obviously has no idea what he’s talking about.

"It’s not the first time he’s hit someone in the race. He seems to expect people to be always looking at what he might do, then move over or go straight on if he comes into the corner too quick and isn’t going to make it without running into someone."

With championship rival Sebastian Vettel finishing second to Nico Rosberg’s Mercedes, Raikkonen concedes he has lost valuable ground to the German in the title fight – although 10th did extend his run of consecutive points finishes to 23.

"It was a really disappointing day," Raikkonen said. "Because of one stupid move from Sergio we’ve lost a lot of points to Sebastian in the championship and you can’t afford to lose ground like that.

"Not the ideal weekend but there’s nothing we can do about it. At least we got one point back at the end."

Da Autosport.com


Kimi Räikkönen Disappointed to Drop Points in Monaco

Today’s result seems to sum up your weekend here in Monaco…

For sure it’s not been the easiest round of the season so far, but the car felt good today and it was really disappointing that it ended the way it did. Because of one stupid move [from Sergio Perez] we’ve lost a lot of points to Sebastian [Vettel] in the Championship. Not the ideal weekend but there’s nothing we can do about it.”

Talk us through what happened?

He hit me from behind, that’s about all there is to it. If he thinks it’s my fault that he came into the corner too fast then he obviously has no idea what he’s talking about. It’s not the first time he’s hit someone in the race; he seems to expect people to be always looking at what he might do, then move over or go straight on if he comes into the corner too quick and isn’t going to make it without running into someone. It almost happened earlier on and if I hadn’t gone across the chicane that time he would have hit me, so it’s like your just waiting for it to happen. I understand being aggressive – it’s part of racing – but you also have to be smart. I don’t think talking to him will make any difference.

You seemed to be controlling things pretty well until that point?

It was going ok. My start wasn’t too bad and from there it was a pretty normal Monaco race with everyone following each other round and waiting to see what happens in the pit stops. We were in P5 for pretty much the whole time and I’m sure we could have stayed there if things had gone differently, but I don’t think much more was possible as it’s almost impossible to overtake here.

You’ve said overtaking is impossible here, but that was some fightback at the end!

Well, that was a bit different as I had fresh tyres and we should never have been in that position in the first place but it was good to at least get a point at the end. In a way, it almost makes it more frustrating as when we had the clean air after the pit stop it was probably the first time you saw how quick our car really was here. Anyway, there’s no point to keep thinking about other peoples’ mistakes. We have another race coming up quite soon so hopefully we’ll have some better luck there and see what we can do to close the gap back to the leaders.

Da LotusF1.com


L’infanzia, il passato e il presente di Kimi: aneddoti


Da Spiegel.de, traduzione Google

Freddo, sempre più freddo Kimi

Kimi Raikkonen è attualmente uno dei piloti più consistenti in Formula 1. Nelle ultime otto gare è andato sul podio, al Gran Premio d’Ungheria è arrivato secondo. La prima vittoria è solo una questione di tempo – perché “Iceman” non può mai essere sottovalutato.

Inciampa nelle transenne. Fuma ai meeting con gli ingegneri Lotus. Ben informati tra gli addetti ai lavori dicono che ami ancora i party post GP.  Ma gli esperti stimano di qualcos’altro di Kimi Raikkonen: il finlandese è bravo ed affidabile in gara. Anche l’ex-direttore della BMW Motorsport Gerhard Berger dice ironicamente: “Io metterei Raikkonen su una mia macchina persino da ubriaco, perché e ancora più veloce  della maggior parte degli altri piloti.”

La gara di Budapest dimostra che Berger ha ragione. Raikkonen è giunto secondo solo dietro al vincitore Lewis Hamilton, è quinto nella classifica del campionato con 116 punti. Ma ancor più del risultato parla il trend per il campionato del mondo nel 2007. Nell ultime otto gare è salito cinque volte sul podio, di cui tre volte nelle ultime quattro gare. A Budapest, era chiaramente più veloce di leader del campionato Fernando Alonso. La prima vittoria di Raikkonen è solo una questione di tempo.

Dopo essere sparito per due anni nel Campionato Mondiale Rally, nessuno si aspettava un Raikkonen così competitivo in questa stagione e che avesse riscoperto  il suo amore per la Formula 1. Solo Raikkonen lo sapeva. Nuove monoposto con con nuove tecnologie, pneumatici Pirelli al posto delle gomme Bridgestone, con caratteristiche di manovrabilità completamente diverse,  Michael Schumacher in particolare ha sprecato  i primi due anni del suo ritorno per abituarsi – ma non c’è nulla di drammatico per il freddo finlandese: “La guida dell’auto è simile, e le gomme sono sempre pneumatici alla fine”.

“Ti piacerebbe guidare per me?”

Il suo soprannome “Iceman” non è casuale. Così dice il suo ex-team boss Peter Sauber: “… Niente e nessuno può mettere Kimi sotto pressione, lui va per la sua strada in modo coerente, se lo ritiene opportuno”. Una volta ha pensato bene di lasciare la Sauber dopo circa un anno in direzione di McLaren-Mercedes. “Caro Mr. Sauber”, ha scritto nella sua lettera di addio, “La ringrazio per avermi dato la possibilità di correre in Formula 1. Ma con la McLaren-Mercedes ho la possibilità di vincere le gare.”

Peter Sauber non sapeva se doveva ridere o piangere. Dopo tutto, dodici milioni di euro, quattro camion e un prestito senza interessi per la nuova galleria del vento, valevano l’acquisto del contratto dell’allora 21enne con il team Svizzero da parte della Mercedes.

Il boss della McLaren Ron Dennis ha avuto esperienza anche con un diverso genere di Raikkonen. Il suo connazionale Mika Hakkinen, pilota McLaren nel 2001 già col pensiero rivolto al ritiro, aveva portato Kimi a un party del team già a Montreal per presentarlo a Dennis come suo potenziale successore. “Ti piacerebbe guidare per me?” chiese Dennis al giovane finlandese. Raikkonen, data la superiorità della Ferrari all’epoca, diede un’inaspettata ma intelligente risposta: “Mr. Dennis, non sarebbe meglio sedersi in una macchina rossa per vincere?” Una risposta che fece impressione.

“Non mi lascio influenzare dall’esterno”

Dennis è stato anche colui che ha lanciato l’immagine del giovane pilota. Ha appiccicato a Raikkonen, che era cool soprattutto tra i fan più giovani come un giovane musicista della generazione XL, uno sticker con la scritta”Iceman” sul casco. Räikkönen ha confermato “Non mi sono mai fatto condizionare dagli eventi esterni.” Lo staff del dipartimento medico della McLaren-Mercedes lo può attestare. Una volta portarono in una gara di elettrodi per misurarlo. Il risultato: il battito di Raikkonen non mutava nemmeno in situazioni in cui solitamente i piloti esperti sudavano e mostravano un affaticamento al collo. Nemmeno durante le manovre di sorpasso pericolose. Nemmeno durante gli incidenti.

Raikkonen non lo dirà mai di sua iniziativa, che la sua voce bassa e rauca proviene da un incidente in bicicletta avuto durante la sua infanzia. Ma se glielo chiedete, vi racconterà la storia. Aveva cinque anni Kimi quando è scivolato dai pedali e il suo collo ha sbattuto sulla forcella. Le gravi ecchimosi sulle sue corde vocali non sono mai del tutto guarite.

Da bambino Raikkonen parlava così poco che i suoi genitori, preoccupati per lui, lo portarono da un terapeuta. Dopo mezza giornata Kimi fu rispedito a casa. Accompagnato da una lettera. “Vostro figlio ha un’intelligenza superiore alla media. Questa potrebbe essere la causa per la quale sceglie di rimanere in silenzio”. Un difficile esercizio di coordinamento, che per un adulto medio avrebbe richiesto tre ore per la soluzione, era stato risolto dal bambino di sei anni in venti minuti. Questo era  ciò che aveva convinto il terapeuta.

Raikkonen vuole una volta per tutte sfatare lo stereotipo che i finlandesi ridono solo di nascosto. “Tutti  hanno emozioni. Ma ognuno le manifesta in modo diverso. Quando guido, sono molto concentrato, le emozioni sarebbero fuori luogo… Non c’è tempo per quello”. Bisogna spesso reagire più velocemente di quanto si possa immaginare. “Un pilota di Formula 1 solitamente analizza certe situazioni solo quando sono già avvenute. I riflessi e gli istinti vengono prima e devono essere giusti. Ecco perché io non sono un tipo che ama mostrare ciò che prova”.

Infatti, lui non lo dimostra mai in pubblico. Dopotutto, lui è “Iceman”.