Germany 1999: Previews
[
Arrows |
Benetton |
BAR |
Ferrari |
Jordan |
McLaren |
Minardi |
Sauber |
Stewart |
Prost |
Williams |
Bridgestone
]
Arrows [start]
Not present at this time
Benetton [start]
Pat Symonds, Technical Director of the Mild Seven Benetton Playlife team:
Preparation
Prior to the Austrian Grand Prix the team spent four days at Monza. Giancarlo and Alexander were joined by our regular test driver Laurent Redon to undertake an intensive study of the new low downforce aerodynamic configuration that is required for Hockenheim. This test was extremely successful and a number of variants of the basic configuration were tried and optimised. The drivers reported that on the high speed circuit they were able to maintain good balance, grip and braking while achieving a highly competitive straight line speed.
The Circuit
Hockenheim is an unusual circuit in that it combines extremely long and fast straights joined by chicanes with a more normal series of low to medium speed corners in the stadium section. To gain a good lap time and to maintain overtaking possibilities it is necessary to run an extremely low level of drag but the consequent low level of downforce makes the car extremely difficult to drive in the stadium section. It is also necessary to have good chassis settings to achieve the highest possible level of mechanical grip and maintain a good ride over the kerbs of the chicanes.
The Race
It is often extremely hot at Hockenheim which coupled with the low downforce and abrasive nature of the track puts a premium on maintaining the tyres in good condition throughout each part of the race. This can lead to some interesting overtaking opportunities if one driver has maintained his tyres in better condition than another. The very long braking distances into the chicanes and the opportunities for slipstreaming can make this an exciting race. It will of course be unusual to be at Hockenheim without Michael Schumacher and we wish him a speedy recovery and return to the world championship.
British American Racing [start]
Early this week, the roads through Austria and southern Germany are alive with the sound of Formula One transporters on the move. The truckies - those hard-working men who assemble, disassemble and move the Grand Prix circus from circuit to circuit around the world face the most pressure-laden seven days of the year as they deal with back-to-back Austrian and German rounds of the World Championship. The short, one-week break between races is tough on more than just the truckies, though - it serves to ramp up the pressure on everyone in the Grand Prix paddock. For many, this is make-or-break time for championship challenges. A rapid succession of races - five in the next eight weeks - offering a maximum 50 points, means a title challenge can be strengthened or weakened depending on how fortunes ebb and flow in the coming events. Formula One teams now have entered a critical phase of the 1999 season.
For British American Racing, all efforts at the German Grand Prix and subsequent races must focus on translating the clear indications of competitive performance into points-scoring finishes. "A combination of reliability issues and really bad luck means we just haven't achieved the results we should have up to now," says Team Manager, Robert Synge. " I do believe we are overdue a good result going into the German race. I know that everyone on the team felt enormous disappointment at the way events transpired during the British and Austrian races, but it has only served to make people even more determined to succeed. I'm sure it is only going to take one race where we gain points to unlock the situation. Once we've got points, we'll score more and then wonder what the problem was."
The 6.823 kms Hockenheimring, home of the German Grand Prix, is one of the two fastest circuits currently visited by the Formula One teams. Its main features are a pair of dauntingly fast straights, now interrupted by chicanes, and the so-called "stadium" section, an artificial amphitheatre through which the cars pass before returning to the pit straight. The Hockenheimring, which replaced the famous Nurburgring as the site of the German Grand Prix in 1986, is set in a dark, coniferous forest, a feature that can give the circuit a slightly forbidding air. The Lucky Strike team's senior race engineer, Jock Clear, enjoys the challenges of the high-speed German track. "Hockenheim is a good combination circuit," he says. "The long straights, with their very high top speeds, that lead out of the woods are followed by the twisting stadium section where the cars scrabble for grip with their ultra-low downforce settings. The long straights and slow chicanes make for very heavy braking and also lead to good overtaking opportunities. From the chassis set-up standpoint, Hockenheim is an oddball circuit in that its long straights require very low drag/low downforce aero settings to capitalise on the high top speeds, but this leaves the cars short of grip for the stadium section, so there is a compromise to be struck. Another concern is that the heavy braking required, particularly before the chicanes, may cause fade' problems during the race."
Jock's driver, Jacques Villeneuve, has a pair of third-place finishes to his credit in three starts at the German Grand Prix. How does he feel the 1997 World Champion is likely to fair this year ? "He struggled at Hockenheim the first two years, but last year we found the secret to fast times around the place ," is the intriguing response. "He is definitely looking forward to the race."
The team's other driver, 555 World Racing Team representative, Ricardo Zonta, has a similar positive view of the upcoming German Grand Prix. "I think Hockenheim is a fascinating circuit," he says, "mainly because of the remarkable contrast between the forest and the stadium. I have raced there for the last three years and have both good and bad memories of the place. In 1996, in Formula 3000, we had two races there. I finished sixth in the first event and was making great progress in the second one - I started in 12th position and was second with two laps to go - when I had a gear problem which meant I finished in 11th place. It was really frustrating. In 1997, I was able to forget the bad luck of the previous year because I won the race. I started from second on the grid and kept the lead throughout the race. This helped my career because soon after that, I received an invitation to my first Formula One test. Last year, in the FIA GT race, I was second at Hockenheim. It is a place where I have always been able to run consistently, so I really love to be there. I hope I can get a good result this year, too."
The 45-lap German Grand Prix gets under way at 14h local time on August 1. The 1998 race was very much a McLaren benefit with Mika Hakkinen and David Coulthard starting the race from the front row of the grid and finishing in the same order. The final place on the podium in Germany went to Jacques Villeneuve, who repeated the feat two weeks later at the Hungarian Grand Prix. The Hockenheim lap record is held by Gerhard Berger, who set a time 1:45.747 seconds at the wheel of a Benetton during the 1997 race.
Ferrari [start]
Any doubts anyone might have had about Eddie Irvine spearheading Scuderia Ferrari World Championship title bid, following the accident of Michael Schumacher at the British Grand Prix, were firmly dispelled in Austria, where the Irishman scored a superb second win of the season to keep the team ahead in the Constructors' Championship and himself just two points behind current leader Mika Hakkinen for the Drivers' title. Eddie Irvine, who has finished in the points in all but one of this year's nine races to date, has shown himself to be both fast as well as consistent, two qualities which has kept him firmly in the hunt for the title even though his Ferrari has not always been as quick as his McLaren-Mercedes opposition.
The tenth round of this year's FIA World Championship moves on to the flat forest lands of Hockenheim for the German Grand Prix, a stark contrast to the stupendous mountain scenery of Zeltweg and the Austrian GP just a week earlier. Not only is there a contrast in scenery, but also the circuits could not be more different. From the undulating medium and slow speed corners of the Austrian track, Hockenheim is an ultra-fast loop through a dense forest interrupted by three slow chicanes and joined on either side by a sinuous infield section surrounded by high grandstands like a football stadium. "It's all about top speed and braking, so it's very hard on the cars and reliability usually plays an important role in the final result," says Eddie. "The engines in particular take lot of punishment as they are on full power most of the time with violent braking at each of the chicanes. The track is also quite bumpy at a couple of the chicanes and that puts a lot of effort on the chassis. The McLarens should be quick on a track like this, but it's not until you start running that you really know how competitive you are. The track is not so difficult from a driving standpoint, but it's difficult to find a good compromise between straightline speed and enough grip through the infield section where you can lose a lot of time if the car is not balanced properly. However, if you are going to overtake at Hockenheim, you have to have good straightline speed to get up with the car ahead into the braking areas. It's always a tough race and if a team has a reliability problem, particularly on the engine side, it's Hockenheim which will show it up," explains Eddie.
"So far we have had excellent reliability this season, so my goal in Hockenheim is to get to the end with another finish in the points. If it turns out to be another win that would be perfect. The gap between us and the McLarens is not so big, so it wouldn't be impossible," says Eddie optimistically.
Mika Salo is hoping for a better race with Ferrari than he had at his debut in Austria, where a second corner incident saw him damage the nose of his car against Johnny Herbert's Stewart. A pit stop for repairs cost him any chance of a finish in the points. "Obviously I was disappointed with what happened in the race in Austria, but even though I made a couple of mistakes I was happy with my overall speed and progress in the car during the weekend. I learned a lot in Austria which should make things a lot better when we get to Hockenheim, a track that should also be a bit less critical when it comes to setting up the car. I know I have to score points for Ferrari in Germany and I think that should be possible," said Salo.
Team members further stated:
Jean Todt
"Here in Hockenheim we find ourselves still leading the Constructors' Championship, by the same margin as before. After his great win in the Austrian Grand Prix, Eddie is now just two points behind the leader in the Drivers' Championship. It should be noted that Michael Schumacher is still classified third, despite his absence. Our aim is to continue to fight for both titles. Hockenheim is one of the home tracks for our main rivals and this will not be an easy operation. However, we have often done well when the going has been tough."
Mika Salo
"After Austria it is much more easier to come to Hockenheim, because I feel I'm more ready this time. I gained a lot of experience from my first race with Ferrari. I know the car better and also the way the team works. Hockenheim is completely different circuit compared to A1 Ring. Long straights and hard braking. I already know that F399 is good on braking and fast on the straights. After Eddie's promising Monza test preparing for high speed circuits. Everything is under control. I just have to get rid of the mistakes I did in Austria and after that I can wait a very good result from Hockenheim."
Eddie Irvine
"The Hockenheim circuit presents a unique challenge with its very long straights, where we hit the highest top speed of the season and the twisty slow infield section. Like everyone else we will be looking for the usual compromise between low downforce for the straights and maximum grip for the slow turns. The high speed work we did at the Monza test before the Austrian GP was very productive and I expect to be very competitive in Hockenheim. Of course, the German fans will be missing Michael and I will be doing my best to give the Ferrari tifosi something to cheer about."
Jordan [start]
Not present at this time
McLaren [start]
The West McLaren Mercedes team only has a short distance to travel for the next round of the Formula One World Championship, hopping across the border from Austria to its neighbouring country Germany.
Germany's ultra-fast Hockenheim circuit once again stages the Mobil 1 German Grand Prix and West McLaren Mercedes drivers Mika Hakkinen and David Coulthard will be aiming to repeat their brilliant one-two result of 1998. Mika and David will also be competing to be the driver who scores McLaren's 100th pole position, after Mika's fastest qualifying time in Austria last weekend moved the team to within one pole of the impressive century mark. Mika has secured seven pole positions from this season's nine races to date, but David has been consistently close to his team-mate's times.
Hockenheim is second only to Monza as the fastest circuit on the Formula One calendar, and is the second longest after Spa. David Coulthard set the fastest lap on his way to a fine second place in last year's Mobil 1 German Grand Prix, covering the 4.2-mile circuit with an average lap speed of 144mph (231kph).
The circuit, which has hosted the German Grand Prix since it replaced the old 14-mile Nurburgring circuit in 1977, presents drivers with a high-speed run through dense forest punctuated with three slow chicanes. Valuable time can be both gained and lost through Hockenheim's famous Stadium complex - a tight and relatively slow section which completes the lap in front of huge crowd-filled grandstands.
Mika Hakkinen
"It's quite unusual racing at Hockenheim as we spend most of the lap 'hiding' in the trees, before reappearing in front of the big grandstands which surround the Stadium section. It's a fabulous circuit, very challenging, and the crowds always create an amazing atmosphere. I'm looking forward to it."
David Coulthard
"Hockenheim provides an interesting challenge for setting up the cars. Straight-line speed is vital for the long stretches through the woods, but a compromise on the low downforce is needed so the car has enough mechanical grip to perform well in the tight Stadium complex towards the end of the lap. This is one of the few circuits which allow us to race at speeds in excess of 200mph and should be ideal for our powerful Mercedes-Benz engine."
Ron Dennis
"The German Grand Prix is home to many of our partners and we will be focused on achieving the right result in what is always a very significant race for the team."
Minardi [start]
Having arrived on Tuesday at the Hockenheim circuit, the Fondmetal Minardi Ford Team started the preparation of both cars back from Austria. On the Austrian circuit the Team introduced a new aerodynamic package which largely achieved the expectations of the Faenza - based technical staff. While the Spanish driver Marc Gené joined already the Team, Luca Badoer will arrive only tonight as he had been testing for Ferrari.
Marc Gene
"At present I feel fairly hopeful further to the car's improvements achieved so far. Especially in Austria, there has been a significant step forward. The car's potential was at the top on a circuit consisting of several corners. Here it is different. The German circuit has mostly long very high speed straight lines; that means that a powerful engine is required. To me this circuit is very pleasant due to its high speed track allowing the driver to launch the car at maximum speeds."
Sauber [start]
Not present at this time
Stewart [start]
The Hockenheim circuit, scene of this weekend's German Grand Prix, is characterised by long, fast straights punctuated by tight chicanes. Drivers will reach speeds in excess of 210 mph on the straights. By contrast, the final sequence of turns before the entrance to the main straight, known as The Complex, is the slowest on the circuit. Drivers negotiate these second gear corners at 60mph. Cars are set up in low downforce aerodynamic configuration so as to reduce drag in high speed.
Rubens Barrichello
What challenges do the chicanes present?
"They place a high importance on braking and throttle technique. At the chicanes you have to be very precise with your braking point. With the grooved tyres, the car tends to slide around a bit more under braking. At Jim Clark Kurve, for example, you're coming down from over 200mph to 60mph so timing is vital. You also have to get the power down at the critical time on the exit. It's very satisfying when you get it right."
How do recover from the type of setback you experienced in Austria?
"I'm a pretty positive sort of guy. You can't dwell on the past because Formula One moves at such a pace. I'm more concerned with studying the data and finding out where I could have improved my times after my pit stop in Austria in preparation for this race. Our rate of development has been very good this year. We have improved a different aspect of the car and engine package at every single race. I know we are not far away from the day when everything comes together."
Johnny Herbert
How physically demanding is Hockenheim?
"The G-force loads are not that severe because we are running low downforce even though Senna Kurve for instance is about -3.4g. I find it more mentally demanding. Concentration is crucial because you are travelling in a straight line at full throttle for long periods. You have to guard against your mind wandering off. I always try to visualise the chicanes at the end of the long straights to keep my concentration level up."
What is the most crucial part of the circuit?
"The Complex is very important. It comes at the end of the lap when the tyres are hot due to the high speeds that have been generated during the lap. Traction is crucial because you're not carrying much wing and you can't rely on aerodynamic grip to get you in and out of the slow corners quickly. A little mistake at The Complex can make a big difference to your lap time."
Andy Miller : SGP Race Director
"Despite Austria and Germany being back to back races, it's not the logistical nightmare you might think if you have a trouble-free race in Austria. The race team personnel stay on in Austria on Sunday night to fit new engines, fire them up and check that the management systems are working. New suspension and rear ends are fitted and by Sunday night they have become Hockenheim race cars. We have been pleased how the cars have performed in low downforce configuration at the Monza test, so we are confident to doing well this weekend."
Martin Whitaker : Director, Ford Racing, Europe
"The Series 3 version of the Ford Cosworth V10 CR-1 engine made its debut at last weekend's Austrian Grand Prix and, depending on the outcome of tests on the dyno at Cosworth Racing's Northampton base, we are already looking to introduce the Series 4 for Rubens and Johnny to use in qualifying at the German Grand Prix. With the long straights and the often high ambient temperatures Hockenheim puts a lot of strain on Formula One engines. The Series 4 engine runs to an even higher rev limit and underlines Ford's continuing desire to push the development of its new engine as fast as possible."
Prost [start]
Hockenheim is a very special race track made up of long straights and very tight corners. Therefore the Formula 1 cars need a very special set-up. The long straights give the opportunity to the drivers to get as fast as 350 km per hour and the cars can get up to 1500 kg down-force power. On a one lap distance, a driver can go up to 70% full charge, which can give the engine a difficult time. On the other side it is important to find the best car's set-up for the slow corners in the Stadium. This association of very high speed and low corner speed is a difficult mission for the team's engineers : how to find the best compromise for the grip and the car's balance, thinking also that the track is very demanding for the overall mechanical parts.
The Gauloises Prost Peugeot team went to the Monza race track in June with Stéphane Sarrazin and Olivier Panis in order to prepare for the German Grand prix. They worked on the optimisation of brakes and the kerb use. Another peculiarity of this track is that, because of the forest, it is not easy to get hold of the telemetric information "live". Christophe Besse, measuring engineer on Jarno Trulli's car explains : "The lack of information that we encounter on the Hockenheim track due to the forest, is well managed by our team, because we have a very high quality of information to download when the car passes in front of the box. The chassis information are managed by a specific Prost Grand Prix developed software. For one lap, about 600 Ko of information are downloaded and this corresponds to about 200 Mo of data for the week end. This software is evolving permanently and is used to compare data between the track and the simulation work. We also have a numerical connection to the factory which allows us to transmit information almost "live", which means they can be analysed very quickly. We then have an additional way to better our set-ups using the factory four-wheels bench."
Williams [start]
The atmosphere at Hockenheim, the home of the German Grand Prix, is one of the best in Formula One. The devoted German fans who attend the race - over 100,000 of them crowd into the stadium section alone - carry all sorts of paraphernalia from huge flags to firecrackers. The rule seems to be 'the louder the better'! The circuit itself has a colourful history. It will forever be remembered as the place where Jim Clark lost his life, but in recent times has become a mecca for the German Schumacher fans. They will certainly miss Michael's presence this year.
Ralf Schumacher
Ralf has a good history at Hockenheim. In his first Formula One race there in 1997 he finished in 5th position. Last year, after qualifying an excellent fourth, he secured sixth place in the race. He enjoys the atmosphere of this Grand Prix. "Hockenheim is one of my three home races beside Monaco and the Nurburgring and I have always enjoyed racing there. On no other circuit in the world do you feel the atmosphere from the spectators so strongly as you do in the infield of the Hockenheim track. Quite often it's hard work to find a reasonable set up because you need a lot of mechanical grip in the slow infield and as little downforce as possible on the long straights. You can also improve your time by using the kerbs. To really enjoy the long straights you need a powerful engine, otherwise it's boring and annoying when you are being overtaken by the faster cars at the end of the straights."
Alessandro ZANARDI
Alex has raced at Hockenheim before and is looking forward to returning to Germany: "Hockenheim is a circuit that I like. It has a great motordrome for the fans. It's a good track for overtaking but, at the moment, we are not very fast on the straights so it shouldn't be our best race but we'll try very hard anyway."
Bridgestone [start]
Not present at this time
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