ThePitcrewOnline

Category: Features

  • Parc Fermé

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    RACING IS LIFE…..

    Anybody who has any involvement whatsoever in motor racing, whether that be as a racer, in the garage, behind the scenes or as a fan will know this following quote:

    “A lot of people go through life doing things badly. Racing’s important to men who do it well. When you’re racing, it’s life. Anything that happens before or after is just waiting.”

    Of course those immortal words were uttered by the legendary Steve McQueen in the film Le Mans. We have all used it, shared it…hell I even had a tea mug with it inscribed on. The thing is, racing…well…it is life.

    Let me explain.

    That feeling of starting a new job, moving to a new place, the night before jetting off on holiday or meeting that special person for the first time. The bubbling excitement that builds up inside your body, every nerve twitching and standing on end. Now think of the beginning of a racing season or just before the start of a race. That’s racing. That’s life.

    We have all suffered disappointment and hurt in our lives. As tragic and emotional as that is, the same can be compared to racing when you are left heartbroken or the racing family loses somebody within their midst. It’s painful. It damn well hurts like nothing you can ever imagine, unless you have been through it. Having to slowly pick up the pieces and build again, grow stronger and move forward. That’s racing. That’s life.

    When that moment of utter achievement and glory washes over you. You have worked so hard for something, fought for it and given blood, sweat and tears to make sure that it all came together at the best possible moment. The success. In racing this is no different. What people see in life is you, with that success and a big smile but they do not see the sacrifice and passion away from the plaudits and back-slapping. The hours put in. When a race fan sees the car or bike pass the finish line, the last thought on their mind is the pain-staking work that has gone on behind the scenes to make that win possible. It is not until after the champagne has flowed and the cheers have died down when thoughts turn to how it all came together. That’s racing. That’s life.

    Being so dedicated to something that at times, friends, family and loved ones have had to watch from afar so that you could achieve your dream and make everything possible. The missed birthdays, that last minute call that you have to take which means you miss out on some quality time with those who deserve your attention the most. This is no different in life than it is in racing. Sacrifices can sometimes yield great success, but other times it all comes to nothing. That’s racing. That’s life.

    Falling in love and being passionate about something or someone you care so much about. Putting every piece of emotion you have into a cherished moment because you are so scared that if you don’t give this opportunity your most desirable attention, you will lose and those moments will be gone forever. That’s racing. That’s life.

    Knowing that you are not always going to win and there will be days when the dark clouds gather overhead and as much you love what you are doing and what is involved, everybody has a bad day. You just can’t win every single time. There will be people waiting for you to falter, to make a mistake and they will pounce, taking advantage of your weakness. That’s racing. That’s life.

    And when the dust settles, after everything you have put into your passion, your love, your life there will be moments when you can stand back and survey what has been achieved and with a wry smile, even through the dark times, you can be proud that you gave it your best. Whatever the outcome. That’s racing. That’s life.

    Finally, hopes and dreams. We all hope to be the best we can and that one day all our dreams, the things we want the most in life will come together and at last, after so many attempts, we made it. That’s racing. That’s life.

    It was only recently after changes in my own life that I gave this topic some thought. It quickly dawned on me that people, like racers, are not perfect. Yes we succeed, but we also fail and it is how you deal with that failure which makes you the person or the racer you will surely become.

    So, Mr. McQueen. You were right. Racing is life, but life is also racing. And anything that happens before or after….really is just waiting. Waiting for that special moment.

    Life, as it is in racing, is important to those who do it well.

    Neil Simmons

    @world_racing

  • Dear Marco…

    Dear Marco,

    We hope that you are keeping the party lit up there. I can just imagine you now, with even longer, curly hair, carrying out a practical joke or telling a funny story. I bet you’ve made some amazing friends in the sky, mixing with your flatmates who also got there too soon, as well as the ones who have turned up over your five-year occupancy. You, Luis and Shoya, to name all but a few. What a night out.

    It’s 5 years today since we parted company. You fought until the very end, but not even you could prevent the final chapter this time. I often reminisce over the 3rd lap of your final race. At first, unusually, I thought it was Hiroshi, your teammate and former rival back in the 250cc class. However, I soon realised that it was you, lying there, with your head down against the sun-baked, Malaysian asphalt. It was strange because I was more impressed with Valentino’s save than anything else, because in the back of my mind, I never considered that you would never be able to race or breathe again.

    I wonder if you know how much of an impact you had on MotoGP? You took Gilera to their last world title in Grand Prix, as well as becoming the last Italian to win a championship in the intermediate class. You have a track named after you, and now your dad has entered a Moto3 team for next season. Oh, yes, Moto3. We moved from 2-stroke 125cc bikes to 4-stroke 250cc machines as the lightweight class now. They sound like a swarm of wasps but they provide racing that is so like your style. Arms and knees everywhere, pushing through at every chance. You’d be so proud.

    I wonder what you would be doing sometimes, in scenarios during races but also what you’d say to some of the controversial situations that MotoGP has found itself involved in. I want to know how many race wins, poles, fastest laps and championships you’d have to your name by now. I want to know if number 58 on the bike would have changed to number 1 on the bike, or even, if you’d have changed manufacturers, and how many great battles you’d have won.

    I wonder if you stay up late, watching over the season reviews at the end of every year. Just like me; desperate to stick on the DVD which condenses over 7 months of racing down to just 4 hours of drama. I wonder if you have gatherings, going out with your pals upstairs on pocket bikes, or maybe even visit some nice monuments if your age has got the better of you.

    I wonder if you are reading this. Because I hope that somehow you are. I wanted to say that we miss you very, very much. If we could see you back on the grid, we would adore you (not that we didn’t anyway). We would do absolutely anything to get you to sign one more t-shirt, or even take one more ‘selfie’, that you may or may not have heard of. It is the Australian Grand Prix today; the last event MotoGP would see your flamboyancy and style on the podium. Whatever you do, try and watch it. Make sure your mates are around too, don’t be too selfish now.

    We will meet again one day Marco, but for now, its Ciao. We miss you.

    Yours Faithfully,

    Millions of MotoGP fans worldwide

    Kiko Giles @MotoGPKiko

  • Jenson Button – McLaren Love at First Sight

    2014 Formula One Austrian Grand Prix, Red Bull Ring, Spielberg, Styria, Austria, 19th – 22nd June 2014.
    Jenson Button, McLaren MP4-29 Mercedes, Action,
    World Copyright: © Andrew Hone Photographer 2014.
    Ref: _ONZ0573

    Jenson Button is a driver who had the chance and the opportunity to race for several teams. He made his Formula 1 debut with Williams in 2000 and he became the youngest British driver ever to start a Formula 1 race in Australia, he was 20 years old. The following year, Jenson moved to Benetton, but he didn’t stay for a long time. In 2002, Benetton became Renault and Jenson remained and raced with Jarno Trulli.

     

    The British were replaced by Fernando Alonso in Renault, hence he was looking for a new team. In 2003, he signed a two years contract with BAR (British American Racing). Button’s new team-mate was Villeneuve. Jenson took his first podium in 2004 in Malaysian Grand Prix. In October 2006, Honda bought the remaining 55 percent of BAR and the team was renamed to Honda. Button stayed in Honda for two years and in 2009 Brawn acquired the Japanese team and signed a deal with Jenson Button and Rubens Barrichello who was Jenson’s teammate. It was the year, where Button won his one and only championship. At that season he won six of the seventeen races.

    The following season, the Brit had to find a new team, as Brawn was bought from Mercedes. McLaren offered a three years deal to Jenson Button. Many didn’t agree with Jenson’s move, but I believe that Jenson found what he truly wanted. A team which will be surrounded by experienced staff and a team where he could be loyal. Button is still racing for McLaren, he moved there for three years, but he remained for seven years (he won’t be racing for McLaren next season).

    During his years in McLaren, he had good and bad moments. Jenson’s debut was not very impressive, the British Champion finished seventh in Bahrain, but he won the second grand Prix of the season, which took place in Australia. At that season, Button finished 5th and he scored 214 podiums. He finished seven times on the podium and won two Grand Prix (Australia and China).

    The following season it was Button’s second year in McLaren, Jenson won three races and finished second in the championship standings, behind Sebastian Vettel. It was Button’s best season with McLaren. The Brit celebrated a victory in Canada which was called as the best victory of his career. At the same season, he won two more races in Hungary and in Japan. Jenson scored 270 points for McLaren and finished 12 times on the podium.

    In 2012, Jenson had a good season, but he finished fifth in the drivers’ standings just two points behind his team-mate Lewis Hamilton. Button secured three victories for McLaren in 2012, in Australia, Belgium, and Brazil.

    The next year was not positive for Button’s career. He managed to score just 73 points and his best position was in Brazil, where he finished fourth. In March of that season, Jenson announced that he wanted to remain in McLaren until his retirement. In 2014, Button had a new team-mate, Kevin Magnussen who replaced Sergio Perez and raced for McLaren. At the season premiere in Australia, Jenson finished fourth, Daniel Ricciardo, who finished second in the same race, disqualified. Hence, Jenson promoted to the third place. It was a poor season for the Brit champion. He finished eighth and collected 126 points.

    In 2015, Jenson decided to renew his contract with McLaren. Fernando Alonso had also signed a contract with the British team and became Button’s new team-mate. Furthermore, McLaren had a new partner. Honda returned to Formula 1 as an engine supplier.

    It was a very difficult season for McLaren-Honda because the new engine was unreliable. In 2015, Button finished 16th and collected just 16 points.

    This season, McLaren-Honda has done huge steps forward and that is obvious from their results so far. Jenson is currently 15th and has scored 19 points with four races to go. McLaren announced that Jenson won’t race with them in 2017.

    I believe, that Button found his paradise in McLaren. He looks very relaxed during the races and he is enjoying every moment. Despite the difficulties that McLaren had and still has he is trying to help and gives advice to his team. His experience is very helpful for McLaren-Honda and helped them to improve the performance of the car. Jenson has the option to return to McLaren as a race driver in 2018 and I hope that he will race for at least one more year.

    Victor Archakis F1 Editor

    Follow me on Twitter: @FP_Passion

    (Image courtesy of Pirelli F1 Media)

  • 2011 Canadian GP: Jenson’s Finest, My First

    As journalists, we’re not supposed to have favourite teams or drivers – and if we do, we’re certainly not meant to very open about it. But I challenge anyone to have their introduction to Formula One at the 2011 Canadian Grand Prix, and not emerge with a considerable soft spot for Jenson Button.

    Growing up in Somerset in the early 2000s, it was impossible not to have at least some awareness of who Jenson Button was. His success and charm had long earned him a place alongside the likes of Michael Eavis and Banksy in modern West Country folklore. But beyond the local pride, I didn’t know much about Jenson then – for whatever reason, my parents’ passing interest in F1 had not managed to impress itself on me, and so I was wholly ignorant of his stellar debut at Williams, his first win in Hungary, or his fairytale 2009 championship.

    But all that changed on 12th June, 2011. My sister, an ardent Red Bull Racing fan, had come home from university that weekend to watch a certain Canadian Grand Prix, and in the spirit of family togetherness I sat down to join her. I had no idea I was about to watch the longest and one of the greatest races in F1 history, nor could I have guessed the impact that afternoon was to have on my life since then. All I wanted was a good show.

    2011 Canadian Grand Prix – Sunday
    Circuit Gilles Villeneuve, Montreal, Canada
    12th June 2011
    Jenson Button, McLaren MP4-26 Mercedes.
    World Copyright:Steve Etherington/LAT Photographic
    ref: Digital Image SNE21284

    For all that was to come, Button’s 2011 Canadian Grand Prix got off to a terrible start. Unable to challenge the Red Bulls and Ferraris in qualifying, he lined up only seventh on the grid; then, after losing several places on the rain-soaked opening laps, almost saw his race end in a cloud of carbon fibre as a misjudged move by Hamilton on lap eight ended in the two McLarens colliding on the pit straight.

    Button luckily came out unscathed, but the incident turned out to just be the beginning of his troubles. As the safety car was deployed, McLaren called Button into the pits to try a set of intermediates, but his chances of making the alternative strategy work were seemingly scuppered when he was given a drive-through penalty for speeding behind the safety car.

    Rejoining the track down in fifteenth, Button then found himself on the wrong tyres as a rain storm descended on the Circuit Gilles Villeneuve, forcing him and the other inter-shod drivers back to the pits for more full wets. Then to make matters worse, after losing several places with his third trip through the pitlane Button was unable to use the better grip of his wet tyres to recover when the torrential rain triggered first another safety car, then a full race suspension on lap 25.

    2011 Canadian Grand Prix – Sunday
    Circuit Gilles Villeneuve, Montreal, Canada
    12th June 2011
    A busy grid in the poring rain
    World Copyright:Steven Tee/LAT Photographic
    ref: Digital Image _A8C3676

    As the red flags came out, and as the horrendous weather made a restart look increasingly unlikely, it’s not hard to imagine Button hoping that that would be it for the day. For myself at home, I was thoroughly enjoying my first incident-packed experience of Formula One; but for Button, the first half of the Canadian Grand Prix had been an utterly dismal affair – his only consolation was that with a flurry of late stops for wet tyres mixing up the field, Button had managed to find himself in tenth place when the race was neutralised, just three places behind his original starting spot.

    When the race finally did resume some two hours later, things picked up where they left off for Jenson – with another trip to the pits on lap 36 as the track dried out enough for intermediates again. But that fourth stop was far from his last, as a move on Alonso for tenth place ended in contact, beaching the Ferrari at Turn 3, puncturing Button’s right front tyre, and beginning the fifth safety car period of the day.

    Had the race ended then, I might have been forgiven for not thinking much of Jenson’s performance. But as he left the pits for the fifth time and rejoined at the very back of the field, something seemed to change in the cockpit of that McLaren – with fresh tyres and in the changeable conditions he so loves, Button’s race came alive, and in less than ten laps after the safety period ended, he had already managed to slice back through the field to tenth.

    From then on, Button simply could not be stopped. As his rivals struggled to manage slicks on a still-drying track, Button kept cool and sailed past them all in turn, and with fifteen laps to go was running fourth – and much faster than race leader Vettel.

    A sixth and final safety car on lap 57, deployed after Heidfeld hit the back of Kobayashi through Turn 2, brought Button right up to the back of the leaders. He then exploited the neutralisation to perfection, passing both Webber and Schumacher shortly after the restart to give himself five laps in which to reel in Sebastian Vettel.

    What followed next has since become F1 legend. Having led every lap so far, Vettel continued to keep Button just outside the DRS range and looked set to cling on until the flag; but with the McLaren punching out fastest lap after fastest lap behind him the pressure finally became too much, and halfway through the final lap, Vettel ran wide and let Button through for the win.

    2011 Canadian Grand Prix – Sunday
    Circuit Gilles Villeneuve, Montreal, Canada
    12th June 2011
    Jenson Button, McLaren MP4-26 Mercedes.
    World Copyright:Glenn Dunbar/LAT Photographic
    ref: Digital Image _G7C4663

    In my years of watching Formula One since, it’s hard to recall a battle for the lead in which I’ve felt so personally invested as Button’s unbelievable pursuit of Vettel. Perhaps it was just plain old sibling rivalry: as my sister’s favoured Vettel clung to an ever-decreasing lead, it’s only natural I should cheer on the man hunting him down.

    But to leave it at that would be to do a gross disservice to Jenson Button. Put in its simplest terms, his drive to the victory in Montreal that day was nothing less than that of a true champion. From the back of the grid to the top of the podium is a phenomenal achievement under any circumstances, but Jenson’s win was made all the more outstanding by the constant adversity, the perilous conditions, and the supreme class of the field he had had to overcome along the way. Watching him command his way to the result he knew he deserved was like watching something elemental, determination incarnate.

    Very few drivers would have had either the talent or the heart to do what he did in Montreal on 12th June, 2011 – for Jenson Button was, on that day at least, the very best there was.

    James Matthews

    2011 Canadian Grand Prix – Sunday
    Circuit Gilles Villeneuve, Montreal, Canada
    12th June 2011
    Jenson Button, McLaren MP4-26 Mercedes.
    World Copyright:Lorenzo Bellanca/LAT Photographic
    ref: Digital Image GU5G7063

  • An Ode To Jenson Button: Thanks For The Memories

    Next year marks my 15th year in being a Formula One fan, and while usually that’d be reason to celebrate, it will be a horribly bittersweet year for myself.

    It will be the first year in my life that my favourite driver won’t be on the grid, the first year I’ll have no one I look for first on a results screen, the first year I’ll be nothing more than a neutral. 2017 sees McLaren promote young Stoffel Vandoorne in place of the ever popular Jenson Button, and having followed his career with a keen eye for all these years, it’ll be a weird feeling watching the first race in Melbourne next season without Frome’s finest on the grid.

    Way back in 2002 JB was driving for the Renault team, before it’s rise to success, he was in his third season and was partnered by Jarno Trulli. While I enjoyed watching Michael Schumacher race, he was barely on the TV screens, only at the end when he took the chequered flag. The F2002 was an incredible piece of machinery, and he walked to the title that season.

    With this in mind, I looked for British drivers to support, David Coulthard was thriving at McLaren as he had for six or seven years before. Eddie Irvine was in his swansong year in the sport with Jaguar. Alan McNish was driving for the new Toyota team, and Jenson was at Renault. Something drew me to Jenson, his driving style was smooth and he was young, and full of raw passion.

    So from then on in I followed Jenson, and while 2002 and 2003 were somewhat mediocre, 2004 was a year I never saw coming as a Jenson fan.

    Having moved to BAR in 2003, I followed but was starting to get frustrated by how many disappointing results he was having. His horror crash at Monaco being a scary moment, having lost it into the Nouvelle Chicane I remember seeing the car and being in shock. ‘How has he walked away from that?’ I remember thinking.

    The frustrating thing was something I had to get used to as a Jenson fan, which has made the last six or seven years following him even sweeter, but more on that later.

    2004 and Jenson was partnered by Takuma Sato, something of a cult hero in Formula One, and I’m not sure they imagined what was to come. Two podiums in Malaysia and Bahrain for JB before he went to Imola and showed just what he could do.

    I’ll never forget being sat in front of the TV as Jenson put in a 1:19:753, over two tenths quicker than Schumacher in the almost bulletproof Ferrari F2004. I was jumping up and down, my first truly proud moment as an F1 fan. Unfortunately he couldn’t go on to win as the mercurial Schumacher took the win. However Sato retired from the race with an engine failure six laps from the end, and it was panic time as JB was nervously bringing the car home hoping to avoid the

    same fate. He brought it home in second place, and his best result in Formula One to that date.

    Ten podiums that year including second at Imola, Monaco, Hockenheim and China secured him third in the drivers standings that year, behind Schumacher and future team mate Rubens Barrichello in the Ferrari’s.

    I was only a young kid at this time so I really wasn’t too interested in what happened off the track. As a kid of nine years old I just wanted to tune in as the parade lap started and watch a load of cars go as fast as they could. So all the politics and comments made off track went over my head. Having looked back at what people said about Jenson and his ‘playboy’ era as it’s become known, it’s all rather harsh.

    He was a guy in his twenties who was risking his life week in week out, if he wanted to buy an apartment in Monaco and a Bugatti Veyron so what? You have to ponder if DC did the same thing would it be acting like a ‘playboy?’

    But I was unaware of these comments and just enjoyed Jenson’s race craft. He was fantastic, especially in the rain, as we found out in 2006. The Hungarian Grand Prix is etched in my mind as one of my all time favourite races, we all know why.

    JB qualified 14th, giving me no hope or expectation of what was to happen. In the changing conditions he made his way up the grid and only went and won it! I remember being beside myself, shouting at my TV and willing him on as he took the chequered flag. A truly magnificent moment for Jenson as he took his maiden win.

    It appeared this was a mere flash in the pan though, as 2007 and 2008 saw Honda turn their attention to trying to promote an earth-friendly message, and that rather fetching earth design from 2007, which we no longer speak about. Two drab years for Jenson and it looked to be the end of his career in 2008 when Honda pulled out the sport at the eleventh hour.

    I remember thinking it was all over, having just watched Lewis Hamilton take the title in his second year I remember being happy that a Brit had won the title, but upset that it wasn’t Jenson.

    However Ross Brawn being the utter legend he is became the hero as he bought out Honda and formed his own team, Brawn GP, and employed Jenson and Rubens Barrichello to drive for him. I was glad he was back in the sport but had no clue as to the amount of success they’d have.

    Five wins in the first six races, as well as a win at Monaco saw Jenson race into a lead at the top of the drivers standings. I was confident this was his year at last. After a stuttering European season in which he picked up points but not as many wins, it all came to Brazil, Jenson could seal the title with a decent result.

    I was on the edge of my seat from the parade lap onwards, JB was down in 14th, again, and title rival Barrichello was on pole. In another scenario I’d have loved Rubens to win the title, but I’d been following Jenson for too long to see him lose it now.

    Some great racing from the Brawn team mates saw Jenson in fifth coming towards the end of the race. All these years I’d watched him race, retire, not have the car to give him results, and now here he was about to win the title.

    He crossed the line and it was great seeing him celebrate, his rendition of We Are The Champions was something else. Celebrating with his dad and finally being World Champion, it had been quite a journey from Australia 2002 to here.

    A move to McLaren followed and I thought this’d be an ideal place for title number two, however it just never materialised for him. This move of course co-incided with the rise of Red Bull and Sebastian Vettel, and so JB just couldn’t get near the top, but he got one over on the young German on one torrential day in Montreal…

    Canada 2011 was just, chaos. There’s no other words for it, and I’m going to try and condense JB’s race as much as I can. (takes breath)

    JB started seventh, hit team mate Lewis Hamilton and the pitwall and brought out the safety car. He then received a drive through penalty for speeding under said safety car, coming out in 15th. The race was suspended on lap 26 due to immense rain.

    Two hours passed, race gets back underway. Shortly after Button and Ferrari’s Fernando Alonso collided at turn three, putting Alonso out and giving JB a puncture, he came out in 21st and last place. However in six laps he jumped up to 14th. A steady rise up the grid saw him in fourth as the race entered its final stages. He caught and overtook Mark Webber and Michael Schumacher and was second coming into the final lap.

    Vettel went wide at turn six and almost span it in the changing conditions, handing victory to Jenson Button. What a race that was. I wasn’t sure if I actually saw what I saw, it was just one of those races you need to watch as an F1 fan.

    After 2011 Jenson’s career never really hit the same heights, and after getting his and McLaren’s last win in Brazil 2012, he and McLaren have slowly dropped in to the midfield.

    While this is unfortunate, it’s somewhat a good thing. As this means we’ve been able to back Jenson even longer, as had he won another title he’d have probably retired on his own accord, gone out with a bang so to speak.

    So when it was announced that Stoffel will replace Jenson for 2017 I was sad to see him go, but knew it was inevitable and had come to peace with it a few months ago.

    All I will say is Jenson Button has been a privilege to watch these last 14 seasons and I’m glad I grew up in an era where I got to watch him and will him on every race. He’ll always be my favourite driver, but now I’ll have to just simply enjoy the sport, not enjoying the heartache, joy, delirium these last few seasons have given me.

    Thank you Jenson, from a young fan who’s had years of fun watching you race, and congratulations on a unique and stellar career.

    Aaron Irwin

  • 2009: Nice Guys Don’t Always Finish Last.

    If there was one year that confounded critics, fans and even a few drivers alike, 2009 was that season.

    For that was the year in which Brawn GP and Jenson Button achieved something that will never be repeated again in Formula One, as they became the last privateer entry to win both the World Drivers’ and World Constructors’ Championship, and probably the last ever team to do that.

    The story begins in December 2008 when Honda, after three dismal years in Formula One, pulled out of the sport with immediate effect and left two of the most experienced drivers in Jenson Button and Rubens Barrichello potentially on the F1 scrapheap.

    That was until March, just days before the new season was about to begin, when ex-team principal Ross Brawn announced a deal to take over the fallen team had been completed. Brawn then took part in pre-season testing and Button and Barrichello suddenly had another chance.

    Many were surprised despite their strong pre-season pace at just how quick Brawn were at the Australian Grand Prix, with Button and Barrichello dominating the weekend. Button would go on to win the race and start a streak that would prove pivotal as the season wore on, while Barrichello’s second meant Brawn took a 1-2 on their Grand Prix debut.

    Button won again in Malaysia, which was stopped after 31 laps due to appalling weather conditions and thus half points were awarded, before a third place in China that was to be his worst result in the opening seven races.

    Button’s early-season juggernaut was to roll on into Bahrain while in Spain and Monaco he headed two more Brawn 1-2s. After his sixth win in seven races at the Turkish Grand Prix in ultimately his last victory of 2009, Jenson was 26 points clear of Barrichello in second, and 32 clear of Sebastian Vettel.

    At the British Grand Prix he was sixth with this result followed up with a fifth place in Germany, where Mark Webber took his first ever win, before two seventh places in Hungary and at the European Grand Prix in Valencia before his first lap retirement in Belgium following a collision with Romain Grosjean, after he qualified down in 14th.

    After Belgium, Button’s lead at the top of the standings had been cut to 16 points over Barrichello, while Vettel was a further three points back going into the Italian Grand Prix. A return to form at Monza was enough for second place, though Barrichello cut further into Button’s lead with a victory that left him 14 points behind with 40 to race for.

    In Singapore, he was fifth while Vettel was only a place ahead and Barrichello sixth. At the Japanese Grand Prix Barrichello and Button finished seventh and eighth respectively to leave Brawn half a point away from an unlikely Constructors’ Championship.

    Barrichello was 14 points back with two races left with Vettel a further two behind and the World Championship could be wrapped up at the next race in Brazil.

    The Brazilian Grand Prix was a weekend that seemed to encapsulate Button’s career and his journey in F1 from his debut season in 2000.

    Button qualified 14th in a rain-interrupted session that ended up at 2 hours 41 minutes being the longest in Formula One history, while Barrichello took pole position at his home race. His other rival, Vettel, was 16th having also been caught out.

    By the end of the first lap due to various incidents, Button had climbed five positions to ninth and this quickly became seventh as Grosjean and Nakajima were dispatched in short order, while debutant Kamui Kobayashi’s Toyota took more persuading.

    He eventually got the pass done with a bold move down the inside at turn one, a manoeuvre made famous by a small kick of oversteer to keep the Japanese charger at bay.

    Barrichello’s annual dose of bad luck at Interlagos was to strike again as the Brazilian suffered a puncture that relegated him to eighth and put Button in a now crucial fifth place, and the title was now his if the result stayed as it was.

    Button was to finish fifth to wrap up the most unlikely of World Drivers’ Championships with a race to spare. His rendition of Queen’s “We are the Champions” remains famous to this day.

    The Brit’s season was rounded off with a third place in Abu Dhabi and the eventual margin at the top of the standings was 11 points to Vettel.

    The 2009 F1 World Championship was a season of the underdog and Formula One simply will not see another story like this again.

    Button’s World Championship win, his sole title in a glittering 17-season career remains the example to many Formula One drivers about perseverance, with many having written him off in seasons past following an awful 2007-08 with Honda.

    But the biggest compliment to Jenson Button?

    You will have to go to great lengths to find a more popular title winner.

    Jack Prentice

  • Opinion: Hulkenberg and Renault would be perfect for each other

     

    Over the Japanese Grand Prix weekend, rumours of Nico Hülkenberg making a surprise switch to Renault for 2017 ramped up a notch after reports in German media claimed the deal was all but done.

    Logistically, a move to Renault is entirely possible: although Hülkenberg is signed to Force India for next year, his contract reportedly contains a buyout clause if a manufacturer comes knocking. But would the German really want to sacrifice his secure position in a podium contending team for a works drive at the back of the field?

    GP GERMANIA F1/2016 – HOCKENHEIM (GERMANIA) 30/07/2016
    © FOTO STUDIO COLOMBO PER PIRELLI MEDIA (© COPYRIGHT FREE)

    Harsh though it may sound, Renault could well be Hülkenberg’s only remaining chance at a top team drive. Both Mercedes and Red Bull are committed to a future of promoting from within their own junior ranks; and despite interest in the past, Ferrari has made it plain that its affections have moved on from Hülkenberg to the likes of Max Verstappen and Sergio Pérez.

    If Hülkenberg is still serious about driving for a manufacturer team in Formula 1 – and he insists that he is – that only leaves Renault or McLaren-Honda. And although neither team are particularly desirable at the moment, Hülkenberg will no doubt keep his missed shots at Ferrari in the back of his mind as he weighs up an offer from Renault.

    At 29 and approaching his eighth season in F1, Hülkenberg’s career stands at a critical point. In all that time, he has never progressed beyond the midfield and many observers believe that his chance to do so has passed. Add to that his arguable overshadowing alongside Pérez in recent years, and it wouldn’t be too astonishing to see Hülkenberg seize the chance with Renault whilst it’s there.

    As for Renault, the appeal of Nico Hülkenberg is obvious. Leaving aside his reputation and glittering CV for the moment, one of the best arrows in Hülkenberg’s quiver is his ability to lift a lower-midfield car up above its station. Take, for example, his pole position with Williams at the 2010 Brazilian Grand Prix, or the 29 laps spent leading the same race two years later with Force India.

    But perhaps of most significance to Renault will be Hülkenberg’s year with Sauber in 2013, in which he helped lead the team from scrapping over tenth and eleventh to scoring several solid top six finishes by the end of the season. It’s this ability to move a poor car forward that Renault so sorely needs right now, and it’s this that would make Nico Hülkenberg an invaluable asset to the French marque in 2017.

    GP ITALIA F1/2016 – MONZA (ITALIA) 04/09/2016
    © FOTO STUDIO COLOMBO PER PIRELLI MEDIA (© COPYRIGHT FREE)

    Unfortunately, the flipside of this move is that it would mean the loss of either Kevin Magnussen or Jolyon Palmer – or even both of them, if Esteban Ocon takes the second Renault seat as many expect.

    At present, there are still some eleven seats available for 2017, though only a handful of them could actually be considered viable havens for the two current Renault drivers. Magnussen arguably has the greater pool of options should he leave Renault, and would certainly not be unwelcome at Haas after the American team marked him down as their second choice last year if they couldn’t tempt over Romain Grosjean.

    For Palmer, his best bet is likely Manor, as the backmarker team looks set to yield up Pascal Wehrlein to Hülkenberg’s vacant Force India seat, even if Ocon doesn’t move to Renault as well.

    James Matthews, Editor-at-Large

  • ‘Poor Communication’ triggers Halsall to leave Suzuki for 2017

    Team Owner of Halsall Racing Martin Halsall speaks to us about his decision to ditch Suzuki for the 2017 BSB campaign in an attempt to fight for the showdown positions. He tells us the reasons behind the split, his 2017 options and also the team’s end of season objective.

    Why are you leaving Suzuki for 2017?

    Primarily, we weren’t getting any clear indication of when we were going to get this new bike; we have had probably five or six promises of this “new bike” but we no delivery. Now obviously, we are an established team now in BSB and we want to start attracting front running riders like we have over the last couple of seasons. It’s a struggle to do that when we are sitting down with possible riders and not telling them what bike they’ll be riding. It’s just poor communication with everything really; I run businesses and I need, clear defined answers for me to attract sponsors and riders too. I was in a catch 22 position really; I either stayed with Suzuki, not caring who I put on the bike, but that isn’t me, or I have to make a decision and change manufacturer and then have the right conversation with the right riders.

    Rider line up for 2017?

    Hopefully Tommy (Bridewell) will stay, we haven’t put pen to paper yet but the most important thing for Tommy is that he has to be happy, and he is happy with us and we are very happy with him. It is a combination that is work well this year so we have to be happy really. There’s a number of riders I’d like to name and get but at this stage it is all up in the air.

    Are you staying with 1 rider for the last rounds?

    Yes, we are staying with one rider however, we have kept hold of the whole team from the other side of the garage too. We haven’t let anyone go, so the garage is quite busy with just one rider but two teams worth of mechanics. Primarily, we have done that because we have a structured team and I think that when we talk to riders next year, it will make us more attractive to them because we have that structure, so we can go straight into racing.

    Will Bennett’s remain your title sponsor?

    Yes that deal is more or less sorted. It’s just a case now of trying to slot in with another manufacturer and trying to make that work really.

    What is the objective for the final few races?

    Be a nuisance! It was a real shame about Tommy not making it into the showdown. He’s one of the most versatile riders out there, he will race whatever you put under him. If you put a little scooter under him he would give it his best shot. With what we have got he’s done a great job, he has really brought his bit to the table. We put a new swinging arm on the bike half way through the season and put new brakes on at Cadwell Park so we have invested quite a lot in the package we have. I’m sure the last couple of rounds, going to Assen and Brands will be quite exciting. He was on the podium at Brands so let’s hope for the same, he just needs to sort his race ones out!

    What manufacturer will you be running next year?

    I can’t say at the moment. We have had a few conversations with a few different people, and we are working on sorting out the bike. I can’t even give you most likely, it’s all really a case of getting negotiations done and seeing where we go from there.

    Thank you to Gareth Davies for the image.

    Kiko Giles @MotoGPKiko

  • Super Swede Backlund: I thought UK tracks were going to be Crazy!

    I enjoyed my time at Donington Park but one of the highlights of it all was meeting this man! Filip Backlund is Sweden’s shining star and at just 26, he has time on his side to climb the ranks of bike racing. I spoke to him about his injuries, the huge drought that Sweden is suffering in terms of producing motorcycle racers and also he treats us to a stunning insight of how he prepares for every round – no really, this is something that you will love!

    Why did you choose BSB?

    When I became professional in 2010, I made a five-year plan. The plan had in it that in 2012 or 2013, I would go to the World Championship, in Moto2. However, in the first year of Moto2, at least for me anyway, I needed to pay a lot of money. By that, I mean we are looking at £750,000 up to £1.5m. For me, I just had to look at the facts and think I was never going to have that kind of money, and that with the sponsors I already had, I was only going to be in a medium good team. So then I look at my next option which was the British Championship. I came over, I did a year or two in the Superstock 1000 class; my first year was great. I took four podiums, two new lap records and third in the championship along with a good win at Silverstone. The following year was also good, and then we finished off the season in Superbikes so yeah, if you can’t be in the world championship, BSB is the next toughest in the world.

    Does Luke being in the showdown give you more motivation to do better?

    It’s brilliant for Luke to be in the showdown, of course I want to be there as well. For me, this has been a season which started with the collarbone break, just a week before the first race. Before I did that, I had some really, really good pace which I haven’t been able to find since. Also, we see that I have some really big crashes and my body has had some hard impacts, so unfortunately we find that I haven’t had the best of luck, or the best of seasons. Donington Park was the first round that I feel more confident and comfortable with the bike. For me, I want to finish off the season as best I can; I want to score points in every race that’s left this year; that is my main goal and that’s what I hope we will do.

    Best experience since joining the BSB paddock?

    For sure, my win in Superstock 1000 at Silverstone and also when I was battling in the top three at Assen in BSB with the FFX Yamaha team in 2014. Those two moments so far are the best. I mean, I’m a racer and I love to win, so the win at Silverstone was the best. The feeling of winning was incredible, so yeah, I can’t think of a better one for now!

    How did you find British circuits to learn?

    In my first year, I was expecting it to be worse than it was. There’s a lot of tracks over here, and I used to watch the BSB tracks on TV or Youtube and I thought, “OK this is going to be crazy”. Once you ride them though, the only one I find crazy is Cadwell Park, but all the other places are brilliant! It’s a bit more special compared too wider, European ones which are much faster but in general they’re all great over here!

    Where do you think you could be now without the injuries you got?

    Without the injuries, our goal for the season was to go for the top 10 and then hope to fight for the top five too. In my opinion, that is where I think I could have been!

    How do you prepare for each round?

    On Monday, I normally do some light training, maybe one or two hours’ light cardio to refresh your body. Then I have a few days harder training. In terms of mental preparation, I do a lot of visualisation. I do some on board laps and then go back to visualisation. After this I go back and do it sector by sector, and then corner by corner. I try to nail every corner, learn where the breaking markers are, where I pick the throttle up and where I start to turn in. The whole point of this is to make the perfect lap. When I get to a race weekend, we do a similar kind of thing. Before every session, I go through the whole lap, figure out where I’m strong and where I need to improve and make some changes. My visualisation comes from my work with the mental coach when I was 15. They recommend visualisation because in any form of motorsport, you can’t be on the bike too often, so it’s all about trying to find solutions or ideas of how we can actually improve lap times and improve technical skills, despite not being on the bike.

    When did you realise you was going to be a professional motorcycle racer?

    I understand that this is my career and I am earning money for what I am doing. It’s funny because riding the bike is the smallest part, because you’re only on the bike for about 12 race weekends a year. I decided to take a year off school when I was 15 or 16 and just focus purely on the bike racing. My goal is to be world champion. At 7, it was always like “I will be a motorcycle racer” but then at 15 or 16 it was like “I will be a motorcycle racer”, so that’s probably when it sunk in.

    Where does your nickname, ‘The Teacher’ come from?

    If you had seen me in my private side of things, I wear my glasses. When I first came to the UK I had my suit on, my briefcase and everything, I like to be organised. Because of my business history, that is how I always look! They used to call me ‘The Librarian’, but for half a season they call me the teacher and it stayed ever since!

    Why is Sweden not producing more motorcycle racers?

    I think that Sweden in general as a country, we are very forward in terms of environment and health and safety and unfortunately, I don’t think motorsport quite fits their ethos. That’s one way of looking at it, however looking back, Sweden has produced big names like Ronnie Peterson and Kent Andersson, so you have some big names in the history but like you say, after that, it was just a drop and there’s few coming through. If you look at the few riders like myself and Christoffer Bergman in World Supersport, we are the only ones able to find opportunity outside of Sweden. The competition level in Sweden is not as high as it was. When I was racing there, between 2005 and 2010, we had riders from Germany, Australia and Austria in Sweden, earning money riding bikes but now you can’t. It’s tricky.

    Plans for 2017?

    Well I can confirm I have plenty of plans. However, them plans are nothing more than that at the moment, as nothing is solid! We have a few discussions going on. I like this team, they are happy with me, I am happy with my role at the team. We are already in talks with a few teams so we will see what happens. Unfortunately, those teams don’t have names just yet, but we will see in the future!

    Five years’ time? Where will you be?

    I see myself in WSBK. Not in MotoGP. Definitely WSBK!

    Thanks to Gareth Davies for the image.

    Kiko Giles @MotoGPKiko

  • Brad Binder – A Continent’s Hero

    South African Brad Binder stormed to his first world championship at Aragon, finishing 2nd, which meant that no matter what the results of the remaining races are, he is guaranteed to stay at the top of the championship standings. In this tribute, I take you through the journey through the ranks that Brad has endured, but also what this means for his country. Enjoy!

    “Bradical” Binder began his journey to world champion as a Red Bull Rookie in 2009, making steady progress before 2012 and his first full time entry onto the world stage with RW Racing GP. He took 24 points in a solid rookie season – using that as a foundation for the year after as he moved to Ambrogio Racing and ended the year 13th in the title, ready for the next step: get on the podium.

    2014 was the year Binder first enjoyed the taste of cava on the world championship stage with two rostrum finishes, setting the scene for a move to Red Bull KTM Ajo, with the South African ready to join a team so often a title-challenger in the lower class.

    Beginning 2016 with three podiums in a row and a pole position in Argentina, the fuse on his championship challenge was really lit at the Spanish Grand Prix in Jerez, in which he took his maiden win. Starting from the back of the grid after a technical infringement, the South African fought his way back through with almost unbelievable aggression and speed, soon heading the second group and on the way to catching the front freight train in the Moto3™ battle. Arriving with laps to spare, the 2016 Moto3™world champion then passed his rivals and tucked back in – taking the victory with a comfortable margin and announcing his intentions for the year. With his first win under his belt, Binder’s success simply continued to roll, winning the two subsequent races and suffering only one DNF in wet conditions in Brno; crashing out the lead in the Czech GP proving the only blot on his 2016 record.

    Four more wins and a stunning 106 point margin upon arrival to the Gran Premio Movistar de Aragon in September saw Binder with his first mathematical shot at the title – and the odds were not long.

    Qualifying in P7 and then keeping his cool despite the crown waiting for him at the finish line, Binder raced the only way he knows how – to win. With Bastianini and Navarro initially breaking away at the front, the South African kept himself in the battle and laid it on the line into the final corner – not quite enough for the victory, but more than enough for the championship as he crossed the line only 0.030 off winner Navarro. He may not have won the battle, but he has convincingly won the war.

    Binder is the first man ever to be crowned at MotorLand Aragon, becoming the third South African champion in history after one of the most incredible title campaigns in recent seasons.

    But just how much does this mean? Binder is the first South African champion since Jon Ekerold in 1980 in the 350cc class to win a title. Back in them days, many circuits were laced with trees and some, in particularly Imatra in Finland, featured things that would instantly halt a Grand Prix from taking place today, such as railway lines. The gaps in the modern era are almost invisible. One week you can be leading, the next you can be battling for points. And this is what makes Binder’s title special. He finished on the podium seven times from the first nine races, crashed out just once (at Brno), but since, hasn’t finished lower than 2nd! To keep this kind of form in the current era of motorcycle racing doesn’t just make you a great rider, it makes you one of the best in the world. He won in big battles, he’s won from the back of the grid, he finished in the top three in tricky conditions and he has set some incredibly fast lap times to grab pole position on Saturday afternoons too.

    However, this world title goes further than our sport. He is one of just two full time riders from the continent of Africa – the other is his own brother! There is no longer a South African Grand Prix and if we are honest, South Africa sadly doesn’t get many positive headlines in the news. This means that, for one day at least, South Africa can raise a glass of their finest wine and throw one of their famous barbeques and celebrate in true, South African style as they worship their hero.

    A continent that is almost totally switched off from any sort of interaction with the Western World; a continent that is one of the most politically unstable in the world, can finally breathe a sigh of relief as they realise that there is something worth shouting about. Africa is often painted as a continent where only disease exists and where the only kind of law enforcement is child militia groups. Africa is also a continent tainted with chronic environmental issues and many countries suffer from incredibly volatile governments. People either see Africa as a tourist hot-spot, where only countries like Morocco and Egypt exist, or as one huge piece of land that is nothing of any importance.

    However, I, as I hope do you readers, see it as something completely different. I see it as one of the most resilient continents, as well as one which houses natural beauty and hospitable excellence. And it is that Africa, that I want people to think about. It is that Africa, that I want people to think “Brad Binder comes from there”, because he has done not just his country proud, but his whole continent proud too.

    Kiko Giles @MotoGPKiko