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REPOST: [FAQ] Frequently asked questions to rec.autos.sport.f1.moderated - Part 1 of 2
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CarGuru > Formula-1 > REPOST: [FAQ] Frequently asked questions to rec.autos.sport.f1.­moderated - Part 1 of 2 16 March 2005 20:01:29
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REPOST: [FAQ] Frequently asked questions to rec.autos.sport.f1.­moderated - Part 1 of 2

Mark Jackson 16 March 2005 20:01:29
 
$Revision: 2.71 $, $Date: 2005/03/16 15:55:16 $

This FAQ is posted approximately twice a month. (The subject should be
the same; if you do not want to retrieve it, kill the subject.) Between
postings you can find a reasonably current copy at
http://www.alumni.c­altech.edu/~mjackson­/rasf1m.html. For more information
about the operation of this newsgroup, and a nicely-formatted version of
this FAQ, see the rec.autos.sport.f1.­moderated website at
http://www.rasf1m.n­et/.

*NOTE* The FAQ has been split into two parts to avoid it being too long
for some people's rules.

Thanks to the following people who, amongst others, have had contributions
culled to make the FAQ.

Kim Andrews, Paul B, Sven Baumer, David Betts, Sergiusz Boron, Alessio
Bragadini, Lord Tim Brent, Stкnio F. Campos, Simon "Bumble Bee Boy"
Cossar, Andrew Cosstick, Emma Crawley, GD, BF Dehay, Doug Farrow,
Pete Fenelon, Ken Fletcher, Mark J Frusciante, Tony Gartshore, Alan Gauton,
Thomas Gmuer, Lutz Goerke, Paul Harman, Ian Hill, Mark Jackson, Jak, Alan
Jones, Brian Lawrence, Jeff "Eskimo Joe", Olav K. Malmin, Julie Miles,
Dave Parker, Jon Petersson, Barry Posner, Rob, Duncan Rollo, Rui Pedro
Mendes Salgueiro, Martin Schmidt, Peter Scoular, Johan V, Mike Whooley,
Paul Winalski. A big thanks must go to Stephen M Baines for maintaining
this FAQ through mid-2001.

Apologies to anyone whose name was missed - it's not deliberate!

The FAQ may not have answers to everything you need - it is just a
collection of *frequently* asked questions and their answers, not the
answers to everything ;-)­

Corrections and additions are especially welcome. I do try to keep up
with the newsgroup, but to make sure of something being considered for
the FAQ mail me at mjackson@alumni.cal­tech.edu.

The FAQ is divided into several sections.

This introduction (Part 1)
1. Rules, regulations and governing body (Part 1)
2. The teams and cars (Part 1)
3. The drivers (Part 2)
4. The races (Part 2)
5. The circuits (Part 2)
6. Television (Part 2)
7. Sponsors (Part 2)
8. Manufacturers (Part 2)
9. Technical stuff (Part 2)
10. Miscellaneous (Part 2)


1. Rules, Regulations and Governing Body
===================­====================­====

Q: Who is the governing body of Formula 1?
A: The Fйdйration Internationale de l'Automobile (FIA), headquartered
in Paris (F) and whose President is currently Max Mosley. In 1904
various national motor clubs organized the Association Internationale
des Automobile Clubs Reconnus (AIACR) to run international motor sport
(reserving control of national events for themselves). The AIACR first
issued an international sporting calendar and regulations in 1908, and
in 1924 formed a Commission Sportive Internationale (CSI) to formalize
the oversignt of Grand Prix and other forms of international racing.

The term Formula 1 came into use in 1947, when the AIACR reorganized
itself as the FIA. The World Championship of Drivers was begun in 1950.

Q: Where can I find the regulations to Formula 1?
A: The FIA's web site has the technical and sporting regulations; see
http://www.fia.com/­sport/Regulations/f1­regs.html.

Q: What are the main changes for 2005?
In an effort to improve the show two-stage qualifying is planned.
On Saturday cars will run one timed lap in reverse order from their
finishing positions from the previous race, with the cars permitted
to refuel but otherwise being impounded afterwards. The second
qualifying session will be run Sunday morning, reverse order from
the Saturday times, with no refueling afterwards and the grid
determined by the aggregate of Saturday's and Sunday's single-lap
times.

On safety grounds, and following the failure of the F1 Technical Working
Group to agree on a proposal, the FIA announced in October:

* significant additional restrictions on diffusers and front and rear wings
* single set of tires to be used for qualifying and race
(One set each of the two available compounds for comparison on Friday;
choice made early Saturday, with one new set for practice and a second
set for qualifying and race.)
* engines to last for two full race weekends - unless a car fails to
finish the first race, *unless* the Stewards decide the driver chose
not to finish (as opposed to "failed" to finish). Stay tuned for
further obfuscations from the FIA. . . .

Agreement on improved wheel tethers and headrest protection, and on the
coating of certain carbon-fiber body parts to suppress the shedding
of sharp fragments in an accident, had previously been announced.

Q: Are other changes planned?
A: Again on safety grounds the FIA has mandated the use of 2.4 liter V8
engines beginning in 2006 in order to reduce power (and hence speed).
Significant restrictions on engine design and materials have also been
mandated. A provision to permit current 3.0 liter V10 engines during
2006-07 under RPM restrictions TBA has been promised, this intended to
give the independent teams a relatively low-cost option.

Radical restrictions to control costs and speeds have been floated by
the FIA for 2008. All teams save Ferrari skipped a January meeting
to discuss these; next scheduled meeting is in April.

Q: What is the Concorde Agreement?
A: The original Concorde Agreement (so-called because it was signed
at the FIA headquarters on the Place de la Concorde in Paris)
was between the Formula One Constructors Association (FOCA)
and the Fйdйration Internationale du Sport Automobile (FISA).

FISA, reorganized from the old CSI by Jean-Marie Balestre after he
became its chair, was the arm of the FIA involved in sanctioning motor
sport and had direct sanctioning responsibility for F1. FOCA was, as
its name implies, an organization representing most of the F1 teams (but
not all of them--Tyrrell and, I think, Ferrari were not FOCA members).
Its president was Bernie Ecclestone, then owner of the Brabham F1 team.

Through the 1970s the FIA had gradually allowed FOCA to
take a greater hand in the financial, promotional, and
organizational aspects of the F1 Championship. By 1980
FOCA was organizing the races and the FIA's role was limited
to rules-making and officiating. When Balestre took over
as head of the CSI he set about trying to get control of F1 back
from FOCA. FOCA baulked at some of Balestre's proposed rule
changes, particularly the ones limiting ground effects, and
a very ugly dispute ensued that threatened to split the sport.
(One race was boycotted by the FOCA teams; another, organized
by FOCA, was excluded from that year's Championship.)
The sponsors and manufacturers (engines, tires, fuel) had the
last say and forced both sides to hammer out the Concorde
Agreement, which covers the whole financial and organizational
side of F1 racing, collection and distribution of monies, etc.

FISA is no longer, its duties now being performed by the FIA's
World Motor Sports Council. FOCA has evolved into Bernie's
complex of companies; see "Who owns F1," below. Since the original
Concorde Agreement there have been several revisions to it.

The exact terms of the Concorde Agreement are not public, but
what it amounts to is that in return for contracting to show
up at the GPs that make up the World Championship the teams
receive a cut of the monies that FOA/SLEC takes
in. Bernie's company guarantees to the TV companies and the
promoters of each F1 race that at least 12 (or perhaps 16, or 20 -
sources differ) cars will show up for the race (currently 20 do).
The latest version of the CA limits the size of the field for F1
championship GPs to 24 cars.

The current version expires in 2008. In mid-January 2005 the
FIA, Ferrari, and Bernie announced the signing of a revised
Concorde Agreement, giving the teams a larger share of revenues,
effective through 2012. Reaction among the other teams has been
mixed at best; Bernie has given them an end-of-February deadline
to sign on, which so far the other teams don't appear inclined
to honor.

Q: Where can I see the Concorde Agreement?
A: You can't. It's secret, although some of its known or suspected
provisions are described in this FAQ.

Q: How much do the teams get for winning races?
A: The FIA doesn't get involved in money. Money is controlled by
Bernie through what used to be called FOCA. I believe that the
Concorde Agreement describes the "prize money" for each race,
and I think there are payments for the leading teams at quarter,
half, three-quarter and full distance. Maybe something for most
laps led too?

The revenue from TV rights is partially distributed to teams using
a points system derived from historical performances. As I understand
it points are awarded for:

* Placing in the constructor's championship (last 3 years)
* Number of years in F1 (1 year = 4 points, 10 years = 165 points
[Ferrari 50 yrs = 1200 points])
* Constructor's titles (25 points each)
* Constructor's championship points (last 2 years x 2)
* " " 2 (all-time / 10)
* Number of wins (last 2 years, 10 points each)
* All-time number of wins (1 point each)

Teams with points get a proportional share of the money. There is
also a separate pool of money distributed based on the previous
years constructor's championship. The *size* of the total payout
(reportedly 47% of TV revenues, nothing from the sanctioning fees
and other income realized by Bernie) is one of the issues behind
the GPWC movement (see next question).

Q: Who owns F1?
A: The FIA owns Formula 1, but has licensed the commercial rights
through 2110 to a complex of companies effectively controlled by
Bernie Ecclestone. The actual structure is arcane (/The Economist/
refers to "a complex tax-avoidance scheme") and the subject of
legal dispute.

The key elements are:
* Formula One Management (FOM), owned by the Jersey company Petara
* Formula One Administration (FOA), which owns Petara and is in turn
owned by Formula One Holdings (FOH)
* SLEC Holdings, a Jersey company (evidently named for Bernie's wife
Slavica, who controls Petara) which owns FOH.

Ownership of SLEC is divided, 25% to Bambino Holdings (another
Jersey company controlled by the Liechtenstein-based­ Bambino Trust,
whose beneficiaries are members of the Ecclestone family) and
75% to Speed Investments (yet another Jersey company). The latter,
representing the fraction of his empire sold off by Bernie for
a large sum, has passed through the hands of German media companies
EM.TV and Kirch and now, following the latter's default, is
controlled by three creditor banks (Bayerische Landesbank, Lehman
Brothers, and J. P. Morgan Chase).

During the Kirch period Bambino appears to have instigated
restructurings of the FOA and FOM boards that effectively place
them outside of the control of FOH. The result is that although
the banks "own" 75% of SLEC control of the commercial rights
remains in Bernie's hands. This does not sit well with the banks
(it renders their shares essentially unsaleable) and so far
legal rulings have gone in their favor. However FOA recently
issued new share capital, bought by Bernie for Ј1, which
diluted FOH's holdings to 50%. Legal and financial maneuvering
is expected to continue.

Complicating the picture further is a threat to the value of SLEC
itself. The involvement of Kirch raised the prospect of a move
of F1 TV coverage to pay-per-view, which was seen as a threat to
its advertising value by the major auto manufacturers of F1 - the
European Automobile Manufacturer's Association (BMW, Fiat, Ford,
Renault and Mercedes). As a result in 2002 EAMA laid plans to launch
a competing open-wheeled racing series under the name Grand Prix
World Championship (GPWC) by 2008, when the Concorde Agreement expires.
GPWC activities then alternated between negotiations with Bernie
and overt preparations to fight him. Recently their position was
weakened, first by the withdrawal of Ford from F1 and then by the
defection of Ferrari - but then bolstered by sudden support from
non-members Toyota and Honda, who had previously been neutral. Most
recently all teams except Ferrari, Red Bull, and Jordan have signed
the GPWC Memorandum of Understanding, the significance of which is
however unclear.

2. The teams and cars
===================­==

Q: When was the last time a privateer won a race?
A: The last privateer to win a GP was either Jo Siffert in the Walker
Lotus-Ford at Brands Hatch in 1968, or Jackie Stewart in the Tyrrell
March-Ford in Spain in 1970. (Although Tyrrell bought both chassis
and engine that season some feel that the support he was receiving from
Ford, Elf, and Goodyear place him at least among the semi-works ranks.
It's a judgement call, there being no official body empowered to bless
privateership.)

There has never been a privateer World Champion. Moss came closest in
the Rob Walker-entered Cooper in 1959 when he finished third. Walker
was the first privateer entrant to win a World Championship Grand Prix
with Moss in a Cooper-Climax, in the 1958 Argentine Grand Prix.

The Mugen-Honda engine used by the 2000 Jordan was a factory engine
in all-but-name. The last World Champion to use an off-the-shelf
engine was Keke Rosberg (1982, Williams-Ford).

Q: Who owns which team?
BAR - BARH Limited, which is itself owned 55% by British American
Tobacco and 45% by Honda.
Ferrari - Piero Lardi Ferrari 10% and the FIAT Group 56%; 15% is still
held by the investment bank Mediobanca, which has sold 10% to
the German Commerzebank AG and about 7% to Lehman Brothers.
Former and current employees hold the remaining 2%. An IPO.
mooted for some time, is currently expected in 2007.
Jordan - Bought by Alex Shnaider in January 2005; he is expected to
restructure (probably replace) the team and rename it
Midland F1 for 2006.
McLaren - TAG McLaren is 40% owned by DaimlerChrysler and 30% each
by Ron Dennis and TAG Group S.A. (Mansouer Ojjeh).
Minardi - Paul Stoddart. Investment by Bernie Ecclestone and any
continuing involvement by founder Giancarlo Minardi have
been denied by the latter.
Red Bull - (formerly Jaguar, neй Stewart) Dietrich Mateschitz.
Renault - Renault
Sauber - Peter Sauber (37%); the remaining shares, formerly held by
Red Bull's Dietrich Mateschitz, are currently in the hands
of Credit Suisse (who are reportedly seeking other investors).
Toyota - Toyota
Williams - Frank Williams and Patrick Head (said to be 80/20)

Q: Who is supplying engines and tyres to which team in 2005?
A:
BAR - Honda [F], Michelin
Ferrari - Ferrari [F], Bridgestone
Jordan - Toyota [C], Bridgestone
McLaren - Mercedes [F], Michelin
Minardi - Cosworth [C], Bridgestone
Red Bull - Cosworth [C], Michelin
Renault - Renault [F], Michelin
Sauber - Ferrari [C], Michelin
Toyota - Toyota [F], Michelin
Williams - BMW [F], Michelin

[F] Factory [C] Customer

The South Korean manufacturer Kumho has announced their intention
to begin testing F1 tires in 2006 with an intended entry in 2007.

Q: What's known about possible changes to team lineups in 2005 and beyond?
A: Attendant upon Ford's exit from F1 racing Jaguar have been sold to
energy drink company owner Dietrich Mateschitz and will run under the
Red Bull label. Cosworth have also been sold, to Kevin Kalkhoven
and Gerald Forsythe, co-owners of the US-based Champ Car series, and
will continue to provide engines to Minardi and Red Bull. And Jordan
has been bought by Russian-born, Toronto-based businessman Alexander
Shnaider, who plans to replace the team in 2006 with "Midland F1"
running Dallara-built chassis from a base in England.

Also announcing a 2006 entry is Team Dubai F1, fronted by Sheikh
Ahmed bin Saeed Al Maktoum and advertised as the Dubai national team.
Negotiations are reported to be nearly completed on obtaining
technical assistance from McLaren and a supply of Mercedes engines.

Q. How much does each team spend per year?
A. Estimates are all that are available, and of course they vary. The
April 2004 issue of /F1 Racing/ gave the following breakdown (all
figures in millions of US dollars):

Ferra Toyot McLar Willi B.A.R Renau Saube Jagua Jorda Minar
===================­====================­====================­===============
Wind Tunnel 15.55 11.94 13.28 13.56 10.40 8.24 11.71 5.65 4.63 3.39
R & D 22.60 22.14 43.55 20.90 16.99 17.40 15.03 10.80 12.97 0.21
Manufacturing 3.60 2.40 2.70 2.10 1.70 1.62 1.50 1.25 1.25 0.75
Engines 150.0 175.0 140.0 145.0 165.0 110.0 27.00 60.00 15.00 10.00
Travel/Accom. 18.54 12.36 13.39 9.58 8.13 7.72 7.00 5.45 4.63 2.36
Testing 68.87 66.60 59.88 74.16 36.00 35.50 25.00 4.88 5.10 3.80
Race Costs 32.77 25.87 22.08 23.92 20.24 21.85 20.93 17.00 14.55 9.77
Salaries 46.40 39.30 40.18 39.60 37.00 38.00 36.00 29.20 18.80 15.30
Drivers 50.00 6.50 15.00 17.66 7.00 8.00 6.00 4.00 1.30 0.60
Ent./Catering 9.90 6.40 9.16 12.56 7.41 6.90 4.40 3.70 1.69 0.40
-------------------­--------------------­--------------------­---------------
[Total $2493] 418.2 368.5 359.2 359.0 309.9 255.2 154.6 141.9 79.92 46.58

On the other hand here are /BusinessF1/ magazine's 2004 figures:

[Total $2290] 336.2 321.1 313.5 276.3 244.2 300.8 142.4 229.0 76.20 50.34

And for comparison, /F1 Racing/'s team totals for 2003:

[Total $2141] 443.8 290.4 304.6 353.3 225.1 206.8 119.5 78.8 79.20 39.60

Take your pick, or make up your own!

Q: Is it true that there was a 6-wheel F1 car that won a race?
A: The Tyrrell project 34 had small, 10 inch diameter front wheels
that could be completely hidden behind the front cowling then
in common use on F1 cars. This removed the front wheels from the
airstream and thus reduced drag significantly, resulting in the
car going faster. The problem was that the tiny front wheels
didn't provide enough surface area for proper braking. The way
around this was to use 4 front wheels instead of the usual 2.
The car was pretty successful in its first year and actually won
at Anderstorp (Swedish Grand Prix 1976) for Jody Scheckter, with
Depailler second. It was less successful in 1977 because the
more complicated 4-wheel front suspension assembly added a lot
of weight, and Goodyear wasn't keeping up on tire development of
the 10" tires. Tyrrell went back to a conventional, 4-wheel car
the next year. Pictures at http://www.ddavid.c­om/formula1/tyrp34.h­tm
and http://www.evil-pho­tographer.com/cars/t­yrrell/P34/P34.htm.

March also made some experiments with a 6 wheel car in 1977.
The 2-4-0 (from rail locomotive terminology) sought increased
traction by having a second set of rear wheels behind the first.
Design and construction were very informal, development nonexistent
(most running was done with only one set of rear wheels driven to
avoid cracking the inadequate gearbox casing), and the car never
competed; a successor machine did win several British hillclimbs
in 1979 with Roy Lane at the wheel. Photo at
http://www.geocitie­s.com/simontmallett/­240march1.html.

Williams produced a 6-wheel variant of their FW08 in 1982, of
similar layout to the March. The idea this time was to extend the
area under the car available to venturi tunnels and to allow the
rear wing to be mounted further back on the car. Cars were
built and tested, but right about the time that they were ready
to race the FIA came out with new regulations restricting F1 cars
to 4 wheels mounted on 2 axles, so it never raced for the FIA World
Championship. The cars still exist and have appeared in several
historic races. Photo at
http://www.ultimate­carpage.com/images/l­arge/689-1.jpg.

Q: Is it true about a "fan car"?
A: The Brabham BT46B, which Niki Lauda drove to victory in the
1978 Swedish GP.

This was an idea borrowed from Jim Hall's Chaparral CanAm cars.
The idea was to put skirts on the sidepods to seal the undercar area,
then to mount an extractor fan at the back to remove
the air under the car, thus sucking it down onto the track.
To get around the "moveable areodynamic device" ban, Brabham
claimed that the fan was there to help cool the engine.

Whilst this wasn't false, it wasn't the full reason behind the
fan; the car actually squatted down onto the track if you
blipped the throttle while it was stationary.

But its biggest problem was that it was very successful, so
all the other teams protested. There was also one legitimate
(IMO) concern--the fan tended to pick up debris from the track
and blow it into the face of a driver following closely. In
any event, the car was very soon banned by the FIA because the
fan was ruled to be an aerodynamic aid not in a fixed position
relative to the sprung part of the car.

Q: Why were Tyrrell thrown out of the 1984 championship?
A: This is from Autocourse:

"In the afterglow of 1984's chase-the-McLaren story, the
FISA-versus-Tyrrell­ affair still rankles as being as distasteful as it
was ill-considered. Whether or not Tyrrell was plying his 012 cars
with lead ballast during a late-race pit stop or - and this is more
far-fetched - mixing additive to the water injected into the engine to
ward off piston and valvegear failures has become a moot case. What is
more relevant is not only the way that FISA conducted his trial - for
example, introducing fresh evidence at an appeal hearing and barring
Tyrrell from approaching expert witnesses who had analysed water
samples for FISA - but also the severity of the fine. If Andrea de
Cesaris and Niki Lauda have their practice times discounted on the
days at Dijon and Dallas where the Ligier was found to be running with
an empty fire extinguisher bottle and the McLaren declared to have a
rear wing 2mm too wide, then excluding Tyrrell from the World
Championship for infringements committed during Martin Brundle's gutsy
drive to second in Detroit ranks as a kneejerk reaction of an
inappropriate magnitude.

But the decision was final, costing Tyrrell his FOCA membership and
USD 1,000,000 in concessionary travel arrangements to transcontinental
races. Underlying the season had been the backstage arguments over the
proposed 195-litre fuel capacity maximum intended for 1985: to stick
at the current 220-litre allowance required team unanimity - and Ken
Tyrrell was the only dissenting voice. Naturally, after he was barred
from the Championship, so 220 litres became a fixed part of the '85
technical regulations, neatly, tidily and with no outward fuss."

Q: Who won the constructors championship in the year....?
A:
2004 Ferrari (I)
2003 Ferrari (I)
2002 Ferrari (I)
2001 Ferrari (I)
2000 Ferrari (I)
1999 Ferrari (I)
1998 McLaren (GB)
1997 Williams (GB)
1996 Williams (GB)
1995 Benetton (GB)
1994 Williams (GB)
1993 Williams (GB)
1992 Williams (GB)
1991 McLaren (GB)
1990 McLaren (GB)
1989 McLaren (GB)
1988 McLaren (GB)
1987 Williams (GB)
1986 Williams (GB)
1985 McLaren (GB)
1984 McLaren (GB)
1983 Ferrari (I)
1982 Ferrari (I)
1981 Williams (GB)
1980 Williams (GB)
1979 Ferrari (I)
1978 Lotus (GB)
1977 Ferrari (I)
1976 Ferrari (I)
1975 Ferrari (I)
1974 McLaren (GB)
1973 Lotus (GB)
1972 Lotus (GB)
1971 Tyrrell (GB)
1970 Lotus (GB)
1969 Matra (F)
1968 Lotus (GB)
1967 Brabham (GB)
1966 Brabham (GB)
1965 Lotus (GB)
1964 Ferrari (I)
1963 Lotus (GB)
1962 BRM (GB)
1961 Ferrari (I)
1960 Cooper (GB)
1959 Cooper (GB)
1958 Vanwall (GB)

(The Constructors Championship originated in 1958.)

--
Mark Jackson - http://www.alumni.c­altech.edu/~mjackson­
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Пожалуйста, относитесь к собеседникам уважительно, не используйте нецензурные слова, не злоупотребляйте заглавными буквами, не публикуйте рекламу и объявления о купле/продаже, а также материалы нарушающие сетевой этикет или УК РФ.

CarGuru > Formula-1 > REPOST: [FAQ] Frequently asked questions to rec.autos.sport.f1.­moderated - Part 1 of 2 16 March 2005 20:01:29
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