FORMULA 1 - 2016

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RICCIARDO: I WOULDN’T SAY IT IS EASY TO MOVE ON

Daniel Ricciardo says he is still struggling to move on from the disappointment of losing last weekend’s Spanish Grand Prix, won by his 18-year-old Dutch team make Max Verstappen.

“I think the outcome of the race was frustrating,” the Red Bull driver said in a video interview conducted by the Formula One team ahead of next week’s Monaco Grand Prix, a favourite that he has yet to win.

“Is it easy to move on? I wouldn’t say easy. Can you move on? Absolutely. But yeah, it’s been a few days since the race and I still wake up with it on my mind. I am going to bed with it off my mind but I’m waking up with it on my mind. It will take a bit of time,” he added.

Verstappen was making his debut for the former champions after moving up from Red Bull-owned Toro Rosso in a swap with Russian Daniil Kvyat.

Ricciardo felt his results in the last three races had been less than he deserved, with the Australian leading nearly half of the Spanish Grand Prix before strategy and a late puncture dumped him down to fourth. He has now had four fourth places in five races, with 11th in Russia.

“I don’t feel we’ve got the most points that we could have,” said the Australian. “But definitely in terms of competitiveness we’re better than we thought. I think we can fight for a lot more podiums this year.”

Ricciardo said he was happy Red Bull were winning again for the first time since his 2014 Belgian Grand Prix victory but he wanted to be the one on the top step.

“It’s a tough one,” he said. “Part of me is happy that everyone is super-motivated and confidence is high… from a personal side, it’s massively frustrating.

“Sure, it’s a team sport but you are doing it for yourself as well and it’s as individual as it is team (effort) and that balance is a tricky one to manage.”

The Australian said Verstappen, the youngest ever race winner, provided a new and big challenge, “Max is a serious F1 driver and that’s actually really good for me. I think in a way it is good that he is having this success. If I can get on top of that then it is only good for me and probably for both of our careers.”

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VASSEUR: MY BOSS DOES NOT CARE WHAT THE DRIVERS’ NAMES ARE

Renault is open-minded about the composition of the driver lineup for its new works team beyond 2016, according to boss Frederic Vasseur.

Having inherited Jolyon Palmer’s contract from Lotus and then signing up Kevin Magnussen at the eleventh hour, speculation about the next Renault lineup has swirled in the F1 paddock so far this year.

But Renault has also backed Palmer and particularly Dane Magnussen, even though youngsters Sergey Sirotkin, Esteban Ocon and Nicholas Latifi are all being given chances to shine on Friday mornings.

The French marque’s former double world champion Fernando Alonso has been linked with Renault again, but Vasseur played down the likelihood of a ‘big name’ signing.

“The idea is that at some point my boss will ask me to deliver,” he smiled to Ekstra Bladet newspaper. “And he does not care what the drivers’ names are.

“If you put a big name in the car, it works for you for a week but in the end it’s all about results. So you either put the best in your car or someone who could improve to become the best,” Vasseur added.

“If you look at it, we are only putting young drivers in the car. For us the most important thing is to find the world champion of 2020 or 2021, not 2006.

“I can’t remember who won in 2005 or 2006. Or 2007,” Vasseur laughed, referring not only to Alonso but also Ferrari’s Kimi Raikkonen.

So he suggested that Renault’s involvement in the 2017 ‘silly season’ will be a low-profile one, “First, we must be able to give our drivers a proper car.”

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TODT: DOMINANCE IN SPORT IS JUST A PART OF IT

FIA president Jean Todt has played down the need to stop Mercedes’ dominance of F1, arguing that it has always been a feature of the sport.

While the FIA has agreed with future measures like engine performance ‘convergence’, F1 supremo Bernie Ecclestone appears determined to stop the German marque’s now two and a half year run of almost constant winning.

“I want to change things. I want to stop Mercedes dominating,” Ecclestone told Sky in Barcelona last weekend.

But FIA president Todt said it is strange to hear the voices of those suggesting Mercedes’ dominance is unprecedented.

“I always wonder if people have selective memory,” the Frenchman told MTV Sport. “Dominance in motor sport, or even in sport is general, is just a part of it.”

“50 years ago it was Lotus and Jim Clark and Colin Chapman, then there was Williams’ domination, McLaren’s domination, Ferrari’s domination, Red Bull’s domination and now it’s Mercedes’ domination,” he said.

“Instead of talking only about one team’s domination, we should be encouraging all of the others to make every effort in order to catch up with them and beat them,” added Todt.

Ferrari has been steadily closing the gap to Mercedes since 2015 and Red Bull broke through for its first win of the season last time out in Spain.

Mercedes parent Daimler’s chairman Dieter Zetsche said he welcomes the competition.

“Absolutely,” he told Britain’s Channel 4. “I like it when it’s getting tight. As I said before the season, I would like to win the championship in the last race by 1 point.”

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HAAS PREVIEW THE MONACO GRAND PRIX

When you think Formula One, you think Monaco. As high-powered and sophisticated as the cars that will compete in Round 6 of the FIA Formula One World Championship, so too are the people and their accoutrements which descend upon the smallest and most densely populated country in the world. Yachts line the harbor and exquisite luxury and sports cars line the roads.

Organized racing within the confines of Monaco began in 1929 when Anthony Noghes, son of a wealthy cigarette baron, proposed a grand prix through the streets of Monte Carlo. On April 14, the inaugural Monaco Grand Prix was held, and it was won by William Grover-Williams in a Bugatti. In the 74th Monaco Grand Prix that will take place May 29, the same basic layout crafted by Noghes will challenge today’s Formula One drivers.

Challenge is the key word, for there is no more challenging venue than Monaco. The 78-lap race around the 3.340-kilometer (2.075-mile), 19 turn street circuit features many elevation changes and the tightest corners on the series’ 21-race calendar. It also lays claim to having the only tunnel in Formula One, which forces drivers to adjust their eyes from glaring sun to shade every lap.

Monaco is the shortest circuit in Formula One and it is home to the sport’s slowest corner – the hairpin turn six – which drivers navigate at a pedestrian 50 kph (31 mph) while in maximum steering lock. It’s why three-time Formula One champion Nelson Piquet said racing at Monaco was “like trying to cycle around your living room”. Despite being the shortest track, Monaco is the longest Formula One race in terms of time and, if hampered by wet weather, it will certainly go to its full, two-hour time limit. As result, the glitz and glamour of Monaco is juxtaposed by the gumption it takes to navigate a street circuit that is nearly 90 years old and lined with menacing Armco barrier.

Haas F1 Team drivers Romain Grosjean and Esteban Gutiérrez have six Monaco Grand Prix starts between them – four by Grosjean and two by Gutiérrez. Grosjean’s best result was a point-scoring eighth in 2014 and Gutiérrez’s best was 13th in 2013.

As drivers for the first American Formula One team in 30 years, Grosjean and Gutiérrez will enjoy a high profile in the United States as Monaco kicks off a cavalcade of racing that ensnares race fans from early morning to late at night.

The Monaco Grand Prix is broadcast live by NBC beginning at 8 a.m. EDT/5 a.m. PDT. It is followed by the 100th running of the Indianapolis 500, which rivals the Monaco Grand Prix in terms of prestige. It is broadcast by ABC beginning at 11 a.m. EDT/8 a.m. PDT. Then, after 1,065 kilometers (662 miles) of racing in Monaco and Indianapolis, the longest race on the NASCAR Sprint Cup Series schedule begins – the Coca-Cola 600. This 400-lap race around the 1.5-mile (2.414 kilometer) Charlotte (N.C.) Motor Speedway totals 600 miles (966 kilometers) and lasts nearly five hours. It begins at 6 p.m. EDT/3 p.m. PDT on FOX. If you’re a motorsports fan, your cup runneth over, and all the racing action from each locale can be seen on free, over-the-air television.

For Gene Haas, founder and chairman of Haas F1 Team and co-owner of Stewart-Haas Racing in the NASCAR Sprint Cup Series, the sun will literally rise and set on his racing endeavors.

Haas F1 Team will start this ultimate day of motorsports aiming for point-paying finishes that will bolster its fight in the constructor standings. It’s currently in sixth place, four points behind fifth-place Toro Rosso and eight points ahead of seventh-place Force India.

Meanwhile, Stewart-Haas Racing heads into Charlotte leading the championship standings with driver Kevin Harvick, who brought Haas his second NASCAR Sprint Cup Series championship in 2014, bookending the title Tony Stewart delivered in 2011. And just as Grosjean and Gutiérrez carry the colors of Haas Automation in Formula One, Kurt Busch does the same for Haas Automation in NASCAR. Currently third in the championship standings, Busch seeks his first win of 2016 and the 28th of his career. Harvick, Stewart and Busch will be joined in the Coca-Cola 600 by teammate Danica Patrick, NASCAR’s most successful female driver.

It’s an intense day, which ratchets up immediately when 22 Formula One drivers take the green from a standing start and barrel into turn one at Monaco. It’s game on after that, and for Gene Haas, it doesn’t relent until the sun comes up the next day.

Guenther Steiner, Team Principal

The last Sunday in May is a heck of a day for motorsports in the United States. It starts with Monaco, continues with the Indianapolis 500 and ends with the Coca-Cola 600. For a motorsports fan in the U.S., what’s that day like?

GS: “It is, for sure, the most intense day of the year for motorsport fans. You know exactly what to do all day long.”

Monaco in Formula One is like the Indianapolis 500 in INDYCAR and the Daytona 500 in NASCAR. Obviously, Monaco is special, but what is the Monaco Grand Prix like for you?

GS: “For me, Monaco is a race like all the others. We’re there to perform and score points. However, it’s always special due to the glitz and the glamour. The biggest difference with Monaco are the distances between everything. You have to walk a lot, so I would say it’s one of the most logistically challenging circuits. And during the race it’s quite intense, because if you make even a small mistake you can be in the wall. Overtaking’s difficult too, so there is more pressure on Saturday during qualifying than there’s actually on Sunday, because by Sunday the positions are set and unless something special happens you end up where you start. Saturday will be intense, for sure.”

When it comes to Monaco, fans see glitz and glamour. But for those who have to work to make a Formula One car go fast at Monaco, do they get to see any glitz and glamour?

GS: “I wish they could. However, they don’t usually as it’s such hard work and there’s always the risk that the car goes in the wall and their work load goes up. Our guys won’t get the time to see the glitz and glamour, but sometimes on Friday afternoon – because we don’t run on Friday in Monaco, its only Thursday, Saturday and Sunday – the guys can get half a day to go out and see a little of the town but, usually, when they’ve nothing to do they sleep because they are tired from the work.”

Things look pretty tight in the paddock and on the pit lane. How difficult are the logistics of Monaco?

GS: “They are the most difficult of the year because there’s no space. Everything you need to do you’ll have half the space, and the distances between things are about 10 times further than any other grand prix. There’s a lot of walking, a lot of scooter driving and everything takes longer. You need to plan for that because if you need something from the truck, you need to go up in the garage to get it down to the paddock. It’s definitely the most challenging one, logistically, of the year.”

Qualifying is always important in Formula One, but is it exceptionally more important at Monaco because it is so tough to pass?

GS: “The race is on Saturday in qualifying. Overtaking is almost impossible, so if nobody crashes or nothing eventful happens on track or during the pit stops, it can be very difficult. Strategy is key for this race. The only place you can overtake is in pit lane if you are close to somebody.”

Because Monaco is so technical, do you consider it a driver’s track, where one’s skills can trump another car’s sophistication?

GS: “It’s a combination but, for sure, in Monaco the driver input and the percentage of what the driver can do is higher. The car always need to be good – a good car is good everywhere – but in Monaco a good driver can make the difference.”

It seems like good days at Monaco become great, but bad days turn even worse. Is success at Monaco so cherished because it’s so difficult to succeed?

GS: “It’s difficult to succeed. It’s a very well-known and famous, glamorous grand prix. Therefore, it’s the one you want to win as a driver.”

Romain Grosjean

Monaco in Formula One is like the Indianapolis 500 in Indycar and the Daytona 500 in NASCAR. Obviously, Monaco is special, but what is the Monaco Grand Prix like for you?

RG: “Monaco is special to me because it’s kind of my home race. We’re beside France and there’s always a lot of people, a lot of fans. It is, of course, special because of all the glamour because it is Monaco. Everyone knows Monaco and everyone wants to be in Monaco. It’s a very challenging track and a very long weekend with lots of demands, but at the end of the day it’s a very nice show.”

The posh, elegant lifestyle around Monaco meets head on with one of the most demanding and unforgiving circuits in Formula One. Monte Carlo is obviously a cool place to visit, but how difficult is it to race there?

RG: “It’s pretty difficult to race there. Every city racetrack is complicated. In Monaco, you can’t make any mistakes or you’re straight into the wall. It’s hard to find the right limit of the car. You always have to drive underneath (the limit), unless you’re in qualifying on a very fast lap. It’s very tight there, and it goes very fast between the walls. It’s a great challenge.”

Qualifying is always important in Formula One, but is it exceptionally more important at Monaco because it is so tough to pass?

RG: “Yes. It’s almost impossible to pass in Monaco, unless you take big risks, and in that case you may spend some hours with the stewards afterward. Qualifying is the key. You really want to be on the front row. Once the race starts, you want a good start and try to hang in there. It’s one of those races where the chances to overtake are very low. Something really needs to happen for you to be able to come back if you’re racing at the back.”

The Monaco Grand Prix has been held since 1929. Doe s the history of that race resonate with you, and is there a particular race that stands out for you?

RG: “I do remember Monaco in 1996, 20 years ago, when Olivier Panis won. He was the last Frenchman to win a grand prix. I remember that race, especially as it was a crazy race. He started 14th and was one of only three cars to cross the finish. Of course, the history of Monaco, and all the racing cars, and the changes to the circuit over the years – we love it because Monaco is Monaco.”

Because Monaco is so technical, do you consider it a driver’s track, where one’s skills can trump another car’s sophistication?

RG: “That’s a tricky question. Yes, it’s a driver’s track, where you need to have confidence in your car. But, on the other hand, if your car doesn’t give you any grip, you won’t have any confidence, and you cannot make any difference. It’s just finding that very fine balance in between the car, the driver pushing it, and the fact that yes, once you’re very confident, you can actually make a bit of a difference.”

It seems like good days at Monaco become great, but bad days turn even worse. Is success at Monaco so cherished because it’s so difficult to succeed?

RG: “That’s probably true, yes. It’s probably one of the most difficult races to win. Everything needs to be perfect, from the first free practice to the end of the race. You need a good pace in practice and, hopefully, get a top-three place in qualifying. After that you need a good start, a good strategy and a good run to the end. It’s very difficult to get that right.”

You’re a guy trying to convince his wife or girlfriend to come to a race. If it’s Monaco, where does he need to take her to ensure she gets to enjoy Monaco beyond just the race?

RG: “I think in general, every track that’s in a city – Monaco, Melbourne, Montreal, Singapore, Budapest and Austin – they’re all pretty cool places. There’s obviously the race going on, but alongside that, there’s the city where your wife or girlfriend can explore. Monaco is a high-glamour track because you’ve got the boats, the marina and all of that on top of it. It’s definitely a cool place to bring your wife or girlfriend.”

What is your favorite part of the Monaco circuit?

RG: “I quite like the run up the hill to Casino Corner. It’s a high speed part of Monaco.”

Describe a lap around Monaco:

RG: “So you start on the straight, where it’s very bumpy hitting the brakes into turn one at Sainte Devote. It’s easy to make a mistake here, but then you need to make a good exit for the run up to Casino Corner. Up the hill, blind corner, braking just after the bump, fourth gear, and then third gear for the next one. Going down then you want to avoid the bus stop, which is bumpy, then you head to turn five. There’s always a bit of front-locking, the front inside wheel is in the air. Then the hairpin is a very slow-speed corner. You turn the steering wheel with one hand. After that it’s the two Portier corners. The second one is important because it brings you to the tunnel, which is a straight line on the track. The tunnel is flat out before you have to brake big for the chicane, where there’s another bump. Then you have Tabac, which is quite a high-speed corner, followed by the swimming pool complex, also very high speed. The braking for La Rascasse is tricky, again easy to front-lock. Then there’s a tricky exit for the last corner – it’s not so easy as it’s up a small crest. When you then go down, you can get wheel-spin, and then you’re back on the start-finish straight.”

A brand-new tire compound debuts at Monaco – the Pirelli P Zero Purple ultrasoft. What do you know about it, what do you expect from it and how do you learn the proper working range for a new tire compound?

RG: “We tried it in testing on Tuesday (at Barcelona). We gave them a go to see how they worked and what was possible with them. It’s going to be interesting to see how they react in Monaco. Of course, it’s a very special track, low grip and low speed. I think we’ll have to find out then.”

Esteban Gutierrez

Monaco in Formula One is like the Indianapolis 500 in Indycar and the Daytona 500 in NASCAR. Obviously, Monaco is special, but what is the Monaco Grand Prix like for you?

EG: “It’s simply the most iconic race on the calendar. There’s a lot of history. It’s very special to race in Monaco, in general. It’s a very cool place.”

The posh, elegant lifestyle around Monaco meets head on with one of the most demanding and unforgiving circuits in Formula One. Monte Carlo is obviously a cool place to visit, but how difficult is it to race there?

EG: “Well, it is one of the most demanding circuits, but it’s very special. It’s very important to keep your focus all weekend, which becomes a challenge, as you have many different distractions around. It’s a very intense event because it’s small, everything’s compressed.”

Qualifying is always important in Formula One, but is it exceptionally more important at Monaco because it is so tough to pass?

EG: “Yes, definitely. It’s the most difficult track to overtake. I would say that qualifying usually determines how the race will finish.”

Where can you pass at Monaco, and how do you do it without a post-race visit to the stewards’ office?

EG: “Turn one is an opportunity, and also going out of the tunnel when you brake for the low-speed chicane. Those two places are the most viable for overtaking.”

The Monaco Grand Prix has been held since 1929. Doe s the history of that race resonate with you, and is there a particular race that stands out for you?

EG: “Monaco, it’s a dream to win there. It’s a career target for any driver. If you win there, you become part of an important history, which dates back to the roots of Formula One.”

Because Monaco is so technical, do you consider it a driver’s track, where one’s skills can trump another car’s sophistication?

“Yes. The car never stops being a factor, but it is true that the driver can have a lot of influence because it’s a track that is very demanding. You can make a lot of difference with different driving styles, and by having the confidence in your car in order to push and get the maximum out of what you have.”

You’re a guy trying to convince his wife or girlfriend to come to a race. If it’s Monaco, where does he need to take her to ensure she gets to enjoy Monaco beyond just the race?

EG: “To be a guest on one of the boats is one way to enjoy it. Another is the restaurants, which provide a very special atmosphere, especially during the grand prix weekend. It’s a very complicated place to take guests, but it is definitely one of the most special.”

What is your favorite part of the Monaco circuit?

EG: “I love turn one, and also turns three and four up at the casino. That part is really special. I like the tunnel and the swimming pool complex, too.”

Describe a lap around Monaco:

EG: “You come into turn one and it’s quite bumpy under braking. It’s very important to maximize track space on the left, very close to the wall, so you can open up as much as possible to the corner. Then you come up to the casino, with a very high-speed corner, entering with a lot of speed, combined with traction. Then it’s down into the next turn, which is medium speed, coming out very quickly on the right-hand side. There’s a lot of bumps as you head down in the straight line to the corner, which has some banking to the right. Then you have one of the slowest corners on the calendar, and it’s very important to get good traction here. Then the next two corners are right-hand, 90 degrees, which leads to the famous tunnel. This is where you pick up the highest speed on the whole track. It is quite challenging. You arrive with a lot of bumpiness into the next braking zone, and it’s high speed and very tricky. You have to put the car in the right position for a slow-speed chicane, which I really love. Then you have a medium-speed corner, followed by the swimming pool, which is high speed and an insane corner. I really love it as you go very close to the walls almost flat out. Going out of the corner you brake straight away for another chicane. Then you’re on to the last two corners, which provide a nice sensation driving between the walls.”

A brand-new tire compound debuts at Monaco – the Pirelli P Zero Purple ultrasoft. What do you know about it, what do you expect from it and how do you learn the proper working range for a new tire compound?

EG: “In Monaco you can’t really do many things with the tires, like lap preparation. It’s pretty irrelevant. You need to go out, push straight away and get a clean lap with all the traffic. That’s important. It will be interesting with this ultrasoft compound. Hopefully it provides a lot of grip for us.”

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RENAULT PREVIEW THE MONACO GRAND PRIX

Renault preview the Monaco Grand Prix weekend, Round 6 of the 2016 Formula 1 World Championship. on the streets of Monte Carlo.

Foreword by Cyril Abiteboul

Monaco is a special race for everyone in the paddock, but particularly for Renault. We consider it our ‘home’ race in the absence of the French Grand Prix; we have a long-standing relationship with the ACM; the Formula Renault 2.0 runs alongside us in F1 and we have several high-level guests joining us. Naturally we hope to be able to put on a good show in this setting. We definitely have reasons to be positive heading to this race: our race pace is improving and we had a successful test in Barcelona where we trialled a range of mechanical and aero upgrades that worked well. Alongside this we explored big upgrades to the power unit in particular and we need to capitalise on everything to maximise our performance now.

Q&A with Fred Vasseur

Encouraging and Motivating. Fred Vaseur looks forward to Monaco and back over Barcelona.

What are you hoping to see from the team in Monaco?

FV: We need to stay on the level of what we saw in Barcelona. Getting into Q2 – and trying to get both cars into Q2 – was a good step forward for us and I think that it would show the team’s performance level. Having said that, the results are also dependent on what’s happening during the races and we’ve seen that at the last GPs. For Monaco, if we can get into Q2, having both cars in the points is a real possibility.

What’s the assessment of the Spanish Grand Prix?

FV: It was certainly a race where we were the best in terms of performance for both drivers so far and on Saturday we were only a few tenths off Q3. Unfortunately Kevin’s incident on the first lap ruined his race. The race result probably didn’t mirror the performance level we had in Spain. There is potential there and we look forward to showing it in Monaco.

What do you do when your drivers manage to make contact with each other on track?

FV: For our incident I didn’t have to say anything at all, not to one nor the other! Kevin and Jolyon spoke to each other in a very open and honest manner afterwards and it was good to see them do that directly between the two of them. In my mind it’s the best way to manage situations like these. We didn’t lose anything as a team. The incident is firmly closed, there is nothing more to talk about.

Are you happy with the progress made at the test?

FV: We are very pleased with the progress made. We had two important aspects we worked on. The first was on the power unit side of things. We were pleased because we did 227 laps without any reliability issues. Additionally, we made progress on the driveability, an important aspect also. Performance-wise, we are equally happy with the steps made. Looking at the chassis, we had a good list of things to test and that was in itself encouraging. These tests were very constructive and it was good to see the work done at the factory put on the car and be very positive on track. That’s encouraging and motivating for all. We now need to introduce these evolutions as soon as possible starting in Monaco and Canada and hope that they’ll enable us to make steps up in the pecking order.

Esteban ran on the first day of the test. Are you satisfied with the work he did?

FV: After a difficult start to the weekend with limited running in FP1 on the Friday, he did a very good day’s work. Even though the test programme meant that the objective of the day was to follow the team’s instructions, instead of setting a fast lap. He did a great job and the team were very pleased with Esteban at the end of the 105 laps he completed.

Q&A with Jolyon Palmer

Thinking of Monaco…

JP: I love it! It’s tight and twisty and the barriers are so close meaning there’s no room for error. As a race track it’s the craziest one I’ve ever driven, not just because it’s a street course, it’s a street course like no other; it’s a proper road that’s used by the public every day and it wasn’t designed to be a race track, it’s very bumpy and it’s very easy to make a mistake and end up in the wall. It presents a really exacting challenge to deliver a fast lap time as you need to be practically brushing the walls everywhere. To put everything together and to win in Monaco is the biggest challenge in Formula 1.

How do you overtake?

JP: With a lot of commitment! It’s very difficult: firstly you need a good pace advantage on the guy in front, and preferably you want him to make a mistake! There are a couple of places: Ste Devote is one, and there’s a DRS zone there too, and then into the chicane is the most obvious opportunity. Everywhere around Monaco takes a lot of commitment. Any overtake attempt you make could end up in contact with your competitor or the wall so you really have to balance the risk and reward. You have to get your move right and hope the other guy sees you; even if you do everything right, if your rival doesn’t see you it’s likely there’ll be contact.

Monaco memories…

JP: One race I remember really well from watching when I was young was when Olivier Panis won. I watched this as a little boy – at about five years old – and it was a crazy Grand Prix, seeing Panis win in a Ligier! It just shows what can be possible. It’s a difficult track to overtake but there have been so many legendary races there!

I won twice in the GP2 Series in Monaco. My first win in GP2 was in Monaco in 2012 in the Sprint race where I nailed it off the start, took the lead at Ste Devote after a messy first corner then controlled it to the chequered flag. Then in 2014 it was pole, fastest lap and race win.

Glamour and parties…

JP: I love it. That’s part of Monaco and what makes it so special. The circuit is a great circuit by itself, but put it in the context of where it is on the harbour front and add the whole atmosphere of the weekend where you have a great party ambience and the whole buzz of the place makes something really special. It’s a race that each and every fan needs to experience at some time in their life. It’s Formula 1 with a festival atmosphere.

Q&A with Kevin Magnussen

On Monaco…

KM: Monaco is always a nice experience, the circuit is awesome to drive and the event is one of the most spectacular of the season. There’s a great history of Formula 1 there and the whole experience is great.

On the Monaco parties…

KM: Of course you’re aware of all the parties going on but when you’re there to race that is where your focus is. You can’t go mad over a race weekend, you just have to go to bed and know that there’s plenty of opportunity to party other times when you’re not at a race. I’ll happily miss a great party if it means I get to race a Formula 1 car around Monaco.

First experience of Monaco…

KM: My first experience of driving Monaco was in a World Series by Renault car and I was so excited. It’s just awesome – there’s no other word – as it amazes you how narrow it is and busy you are over the course of a lap. I felt like I knew it so well from watching Formula 1 on television so many times before driving it myself, but there’s nothing like driving Monaco.

Previous results…

KM: I’ve always been fast there but I haven’t had the results to show it. The best is yet to come.

On the Spanish Grand Prix…

KM: I was pretty gutted as I was pushing so hard for the entire race and yet the performance wasn’t coming. There was a good opportunity after the crash on the first lap to move forward through the field, yet we weren’t able to do so. We couldn’t see anything on the data that was wrong with the car, so you start asking if the tyres aren’t in their working range or is there some other issue? After the race the team discovered that the steering rack was damaged from contact with the kerbs which meant the handling was unpredictable and explained why I wasn’t able to get the performance I expected. I didn’t stop pushing though, especially after we made a late stop for a fresh set of tyres.

On pushing right to the end…

KM: You need to keep pushing right to the end of the race, even if it looks like you’re a long way from the points. You never know what could happen ahead; someone could fail to finish, there could be an accident between your rivals or a driver could get disqualified. Every position counts.

On Testing

KM: It was interesting being part of the team when Esteban was driving as I spent time with my engineers and listening to the radio. It was more interesting when I was in the car and it was fabulous to have over 120 laps to enjoy the latest specification power unit and help the team understand so many new parts for the car. We made good progress on many fronts so I’m looking forward to seeing these developments on the car in the coming races.

Bob Bell’s Monaco musings

What do you need?

BB: Monaco’s less about what’s needed from the car, it’s more about what’s needed from the driver who needs to keep it on the track, keep away from the walls and let the circuit get faster and faster. The main focus is ensuring the drivers get as much time as possible to build their confidence on the circuit and learn from the track surface evolution.

Three tyres and a seriously evolving track means lots to do?

BB: It does leave us with a little more work to do as there is an extra compound to be thinking about, especially at a track where the surface evolves – and therefore how the tyre compound works with the surface changes. Monaco is prone to massive evolution and that is a big factor in set-up and strategy considerations.

Car setup?

BB: It used to be a circuit where you’d bolt on a lot of high downforce elements to the car but now a high downforce configuration is de rigueur in a lot of circuits so this isn’t something we’re so concerned with as a team anymore. We do use revised suspension to give additional lock for Loews, but that’s the same every year – it’s not as if it’s a surprise. As it’s a low speed track, aero is of less relative importance, all we have to do is ensure the car is reasonably well balanced, the braking is good, the traction is strong, cooling is under control. It’s really more about managing the car and giving the driver a predictable car without any surprises.

Test progress?

BB: 105 laps on the first day, 122 on the second gave us plenty to be working on. We ticked off everything we had planned to do. We weren’t looking at particular headline-grabbing times, it was all about assessing the upgrades we had in a methodical manner.

Q&A with Rémi Taffin

What kind of challenges does the Monte Carlo circuit present for the R.S.16 and R.E.16 package?

RT: Monaco is the slowest circuit on the calendar so the demands on the car and power unit are very different to the previous event in Barcelona. We will work on providing good mechanical grip for the chassis, with high level wings and relatively soft suspension settings, while on the engine front we need to work on driveability in the lower rev range. It’s not necessarily an ‘engine’ circuit, but getting the right set-up and a chassis and engine that is really dialled together can pay dividends in the overall lap time.

We heard that Renault was introducing a B-spec power unit in testing in Spain. What are the main differences to the power unit used since Australia?

RT: The power unit we have used since the first race in Australia was really a continuation of the work started in the ‘Spec D’ power unit we introduced at the tail end of 2015. We explored some concepts in that earlier iteration and the 2016 unit took them further, for example in the turbo. This new spec goes even further down the line and also includes significant modifications to the combustion system. It will make the ICE more powerful but also efficient, leading to a gain of around half a second per lap. We’ve used a small proportion of our token allocation for this upgrade.

Will you use the new spec in Monaco?

RT: The current power unit used since Australia has had several smaller upgrades and all the drivers were very happy with the standard in Spain. In parallel, we’ve been working on the new spec since the start of the season but needed to sign off all the parts for reliability and mileage before using on track. The tests were very positive and showed it to be more powerful and driveable. We had originally planned to use the new version in Canada when the current units are scheduled to be removed from the cycle, but if we can get the units together and completely validated by Monaco we will use the ones available at this race.

Can we expect any more similar steps over the rest of the year?

RT: We will continue our development over the rest of the season, using tokens with a view to getting on board any useful items identified from our 2017 work. We are principally focused on 2017 and making that next power unit as optimal as possible.

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Lauda rates Ricciardo as Red Bull’s ‘best driver’

If Niki Lauda was in charge at Red Bull, he would give Daniel Ricciardo the upgraded Renault engine for Monaco as he is the “best driver” the team has.

Although Max Verstappen grabbed the headlines last time out in Spain as he raced to the victory, his first in Formula 1, Lauda reckons right now Ricciardo has more to offer the team.

And because of that, he reckons if Renault can only give Red Bull one upgraded engine for the Monaco GP, it should go to the Aussie.

“For me, the situation is quite clear,” he told Germany’s Auto Motor und Sport. “Red Bull should give the new engine to Daniel.

“I admit, however, that the future lies with Max Verstappen because of his achievements at 18-year-old are impressive.

“Max took an incredible victory over Spain, but in spite of all the fuss created by his success, you cannot deny that Ricciardo remains the best driver at Red Bull.

“He also has more experience, which can be very valuable in Monaco.”

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Williams turn their attention to 2017 car

Williams have hit the kill button on their 2016 developments although Pat Symonds says planned upgrades will still be seen through to Hungary and perhaps beyond.

Formula 1 is set to overhaul the regulations ahead of the 2017 season, introducing more downforce, wider tyres and more aggressive designs in a bid to make the cars five seconds per lap faster.

This means 2016 developments could be halted sooner rather than later as teams turn their attention to the 2017 designs.

But even though Williams are doing that, technical chief Symonds says developments will still be introduced over the next few months.

Asked if Williams would ‘hit the kill button’ on 2016 developments, he told Motorsport.com: “It is hit! It was hit in terms of development but it takes a finite time to get stuff through.

“We have certainly got stuff planned – aerodynamics – until Hungary definitely, maybe even beyond that.

“But our focus is moving a little bit to some of the suspension areas and things like that, which can be carried over [to 2017].

“Certainly the design philosophy will carry over, even if the components will not necessarily. So there is a fair bit going on in that area too.”

Symonds added: “I don’t think there will be specific carry over, there will be carry over of ideas and philosophies. As you guys know, these cars no longer run simple double wishbone suspension with a spring and a damper – those days are long gone.

“We are all working on various little devices that do tricky things and that is what I mean by the design philosophy.

“That will still be applicable if you want to try to change mechanical balance of the car through the corner. There is a certain way that you can do it that applies to a car that is two metres wide, 1.8 metres wide, or 7.3 metres wide. It doesn’t matter really.”

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Sauber says Haas approach to Formula 1 not the 'right way'

Sauber wouldn't consider following Haas' approach to Formula 1, as team principal Monica Kaltenborn doesn't believe it is the "right way" to approach the sport if a team is to be considered a constructor.

Haas, which made its debut this season and is powered by the same Ferrari engine as Sauber, currently has 22 points from five races, whilst Sauber is yet to score a single point.

The American outfit buys as much as it's allowed from Ferrari, from transmission to suspension, in order to keep development costs down and ensure it is relatively competitive.

Kaltenborn, whilst congratulating Haas' success, disagrees with their approach and says it isn't something they would consider for the future.

“We, on the outside, see a bit - and whatever it is, they are doing a good job,” she said of Haas. “A very remarkable job.

“At the same time whatever one knows about it from the outside, there are certain ways which we don’t think are the right way.

"We do believe that it is essential for Formula 1 that a team turns up as a constructor. You could argue about what that exactly is - but I think that some things should be done on one’s own that makes Formula 1."

Speaking of the team's financial troubles, Kaltenborn is hopeful of resolving them quickly.

"I cannot give any specific time - but, of course, for us it has to be as quick as possible.

"Of course, that would also help other teams who are also in difficult conditions, as we are not the only one. We need to work in surroundings that are a bit more favourable towards private teams."

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Streets Of Monte Carlo – Jenson Button On The Monaco GP | Mobil 1 The Grid

Speaking ahead of the Monaco Grand Prix, McLaren-Honda’s Jenson Button shares his thoughts on the famous Monte Carlo circuit – a track steeped in history, at which Button is yet to record a career win. Meanwhile, Button’s race engineer Tom Stallard provides an insight into the technical challenges that arise from racing on the unique street track.

[skalls]

Sauber says Haas approach to Formula 1 not the 'right way'

Sauber wouldn't consider following Haas' approach to Formula 1, as team principal Monica Kaltenborn doesn't believe it is the "right way" to approach the sport if a team is to be considered a constructor.

Haas, which made its debut this season and is powered by the same Ferrari engine as Sauber, currently has 22 points from five races, whilst Sauber is yet to score a single point.

The American outfit buys as much as it's allowed from Ferrari, from transmission to suspension, in order to keep development costs down and ensure it is relatively competitive.

Kaltenborn, whilst congratulating Haas' success, disagrees with their approach and says it isn't something they would consider for the future.

“We, on the outside, see a bit - and whatever it is, they are doing a good job,” she said of Haas. “A very remarkable job.

“At the same time whatever one knows about it from the outside, there are certain ways which we don’t think are the right way.

"We do believe that it is essential for Formula 1 that a team turns up as a constructor. You could argue about what that exactly is - but I think that some things should be done on one’s own that makes Formula 1."

Speaking of the team's financial troubles, Kaltenborn is hopeful of resolving them quickly.

"I cannot give any specific time - but, of course, for us it has to be as quick as possible.

"Of course, that would also help other teams who are also in difficult conditions, as we are not the only one. We need to work in surroundings that are a bit more favourable towards private teams."

This is rich.

[MIKA27]

This is rich.

I have a lot of respect and admiration for Sauber but that comment is indeed rich.

I dare say alot of jealousy from some teams like Sauber and Williams especially. Pay Symmonds turned his comments around last week and said it's great for F1 but weeks prior was bagging the hell out of HAAS,

I think HAAS has been brilliant for formula 1 and I hope more teams copy this model.

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RENAULT CLAIMS HALF A SECOND BOOST FROM UPGRADED F1 ENGINE AFTER LATEST TESTS

Renault F1 engine chief Remi Taffin has said that the new upgraded engine, expected to be seen in Monaco next weekend, is actually worth a half second a lap in performance terms, compared to the unit that started the season.

It is a big number and exceeds the 0.4s a lap that was being mooted as the performance gain. If it comes through, then this will put Red Bull Racing closer to Mercedes in qualifying pace and right on, or even slightly ahead of, their race pace. It should also move Renault’s works teams a few rows up the grid in what is a tightly contested midfield this season.

This admission from Taffin follows a successful test in Barcelona this week, where both Renault and main customer Red Bull ran the unit. There is some discussion about how the new unit will be deployed in Monaco, as the original scheduled date for its first race outing was Canada, but it is possible that one unit for each team will be rushed through to be available next week.

The focus of the work has been the turbo and on combustion, two areas where all manufacturers had some catching up to do with Mercedes, that has been the benchmark under the new hybrid turbo rules since 2014.

“The tests were very positive and showed it to be more powerful and drivable,” said Taffin. “We had originally planned to use the new version in Canada when the current units are scheduled to be removed from the cycle, but if we can get the units together and completely validated by Monaco we will use the ones available at this race.

“The power unit we have used since the first race in Australia was really a continuation of the work started in the ‘Spec D’ power unit we introduced at the tail end of 2015,” said Taffin. “We explored some concepts in that earlier iteration and the 2016 unit took them further, for example in the turbo. This new spec goes even further down the line and also includes significant modifications to the combustion system. It will make the ICE more powerful but also efficient, leading to a gain of around half a second per lap.

We’ve used a small proportion of our token allocation for this upgrade.

Both Renault and Red Bull will have to decide which driver gets the latest engine for Monaco. The windy street track isn’t really one which rewards horsepower, it’s much more about drivability on the engine side and confidence on the driver’s side, but every little helps. The real boost will come in Montreal and the Red Bull Ring, Austria, both of which are power circuits.

It’s usually the lead driver in the championship who gets priority; the Red Bull situation will be charged as the team split the strategies in Spain, under threat from Ferrari for the race win and the more senior driver, Daniel Ricciardo, was given the strategy which proved less favourable. Prioritising him for the new unit should calm the situation a little, as the Australian admits that he is still struggling to come to terms with losing a race that he had under control.

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HAMILTON TO MISS MONACO GRAND PRIX?

The next wild report is now firing in Formula 1, ahead of the championship’s ‘jewel in the crown’ event in Monaco this weekend.

Corriere dello Sport reports that a mysterious incident involving Lewis Hamilton’s attendance at red carpet events in Cannes last week could mean the world champion sits out Monaco this weekend.

The story could tie in with Pascal Wehrlein’s last-minute test in the Mercedes last Wednesday in Barcelona.

“Yes, I would be ready,” Wehrlein told Sky Italia after testing on Wednesday, when asked if he feels ready for a race seat at the silver works team.

The young German admitted the call-up took him by surprise, as he received the phone call at 8pm on Tuesday evening and only had his Manor-branded helmet with him.

Corriere dello Sport did not have any details of the apparent Cannes nightclub incident except to say that it might involve “stolen photographs”. Autosprint  said the incident reportedly happened at Cannes’ Gotha Club.

The reports also said Mercedes officials were already not happy with Hamilton, who had been asked to test in Barcelona but refused.

F1 legend Alain Prost, meanwhile, played down the crash between Hamilton and Nico Rosberg in Barcelona, although some drew parallels with his own legendary run-ins with Ayrton Senna.

“These things happen in racing and you have to accept that,” Prost told Auto Bild. “Of course if it happened every weekend, that would no longer be acceptable.”

 

 

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DENNIS: F1 WORLD CHAMPIONS AFTER MERCEDES WILL BE MCLAREN

McLaren will be the team that topples dominant Mercedes as Formula 1 world champions, chairman Ron Dennis predicted on ahead of the Monaco Grand Prix.

Honda-powered McLaren have not won a grand prix since 2012 while Mercedes, with triple champion Lewis Hamilton and Nico Rosberg, have been victorious 36 of 43 since the start of the V6 turbo hybrid era.

This weekend’s showcase Monaco Grand Prix has been won by championship leader Rosberg for the last three years, although McLaren are historically the most successful team in the principality with 15 triumphs.

“I honestly believe that the next world champions after Mercedes will be McLaren,” Dennis told the BBC. “We’ll get to that goal before other people.

“It is challenging but I have a firm belief in the technical competence of our people and a firm belief in Honda.”

Former champions McLaren, the most successful team after Ferrari in the history of the sport, have scored 12 points from five races this season compared to Mercedes’ tally of 157. Ferrari are second with 109 and Red Bull third on 94.

Honda returned in 2015 as McLaren’s partners but were plagued by unreliability and a lack of power. This year has seen improvement, with Britain’s Jenson Button scoring in the last two races and Fernando Alonso sixth in Russia and reaching the final phase of qualifying in Spain.

Dennis said next year’s rules revamp represented an opportunity, “The 2017 regulations level the playing field and it is enough time for us to catch up with Honda, so I think we’ll have a good chance next year.”

Renault, who power Red Bull although the units are badged as Tag Heuer, expect a big step up after testing their new specification engine last week.

Renault F1 operations director Remi Taffin predicted a gain of around half a second a lap and said the new unit could be taken to Monaco.

“We had originally planned to use the new version in Canada when the current units are scheduled to be removed from the cycle, but if we can get the units together and completely validated by Monaco we will use the ones available at this race,” he said.

Red Bull won in Spain with 18-year-old Dutch driver Max Verstappen, the sport’s youngest winner.

Ferrari have also closed the gap on Mercedes since last year, and believe they should have won already this year with more luck and reliability.

 

 

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LAUDA: WHY WOULD ROSBERG GO TO FERRARI?

 

Mercedes F1 chairman Niki Lauda has played down early silly season reports that Nico Rosberg might be contemplating a switch to Ferrari for 2017.

After the Spanish grand prix, the Italian newspaper Corriere della Sera claimed Rosberg was “flirting with Ferrari” as his current Mercedes contract expires.

“As long as he is not flirting with me,” Ferrari’s Sebastian Vettel, who has made clear he would prefer Kimi Raikkonen to stay, joked last week in Barcelona.

Mercedes team boss Toto Wolff, however, thinks the fact there is speculation about Ferrari’s interest in Rosberg should be no surprise.

“From their view, it would make sense,” he is quoted by Auto Motor und Sport.

But Mercedes team chairman Niki Lauda insisted: “We have everything under control.

“Why would Rosberg go to Ferrari when Vettel has been there already for two years and knows everything about the team? In that case he would always be second,” the F1 legend added.

MIKA: I personally don't see it either. I think Rosberg if he can, would want to stay at Mercedes.

 

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MONTEZEMOLO: I EXPECTED BIGGER STEP FROM FERRARI

Former Ferrari president Luca di Montezemolo says he expected the Reds to make a bigger step forward in 2016.

Towards the end of 2014, Ferrari’s long-time president was stepped down and replaced by Sergio Marchionne, before the new regime got a lot of credit for the performance boost of 2015.

But the 68-year-old Italian insists: “I know what we made in 2014 to improve. The progress of last year was a product of the work the year before.”

Ferrari has made yet another step forward for 2016, but Montezemolo says the level of that step has been a surprise.

“To be honest I expected a bigger step this year from last year with, after five races, not winning even one,” he told The Australian newspaper. “But it is a long way to go.”

In another interview, with CNN, Montezemolo also responded to those who play down Mercedes’ current level of dominance on the basis that teams like Ferrari also dominated in the past.

“Ferrari was very strong,” he said, “but Renault was very strong too. McLaren was strong. Williams was strong.

“Today, between Mercedes and Ferrari there is a gap, and between Ferrari and the other teams there is another gap,” added Montezemolo. “So despite a fantastic job from Mercedes, there is now less potential competition.”

Finally, amid reports Ferrari may be in talks with Nico Rosberg, Montezemolo urged the Maranello marque to in fact sign up Australian Daniel Ricciardo.

“First of all he is a nice guy. He is very quick — Sebastian Vettel can tell you how quick he is. He is also half Italian! If I was still with Ferrari, he would be my first choice,” Montezemolo added.

As for the state of the sport, Montezemolo observed, “Bernie Ecclestone has done a great job. But for the future I do not see how F1 can continue to be a one man show, because there are no other people like Bernie.”

“Now we need a new governance and commercial rights will have to be managed by people with extensive experience in marketing.These days people want to watch the races on smartphones or even on social networks.” he added.

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HONDA SET TO USE ALL ENGINE TOKENS BY SPA

Honda is planning to hand in all of its engine performance ‘tokens’ by Spa-Francorchamps in August, reports Auto Motor und Sport, citing the information of an unnamed engineer.

“By then we will be able to feed in more electrical power,” the engineer is quoted as saying.

The first step in the McLaren works partner’s two-step in-season upgrade plan will be in Canada, the report added.

Fernando Alonso is hoping Monaco this weekend will be another milestone for the Anglo-Japanese collaboration, after he powered into Q3 for the first time in Spain.

“In theory Monaco is the best circuit for us all year,” the Spaniard told the Spanish broadcaster Movistar whilst attending the MotoGP round at Mugello at the weekend.

Then for 2017, it is reported that Honda will unveil a totally redesigned power unit concept, with the turbo no longer located inside the ‘V’.

Stoffel Vandoorne, the team’s current reserve, hopes he has been drafted into the race lineup by then.

“For me, I hope the decision comes as soon as possible, I guess that’s better for everyone,” the Belgian is quoted by Italy’s Tuttosport.

“I’m pushing it and hope to be racing next year, it’s definitely my goal,” Vandoorne added. “The number 1 priority is to be with McLaren.”

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LE MANS RULES OUT FRENCH GRAND PRIX DATE

Pierre Fillon is the president of the Automobile Club de l’Ouest (ACO), the organiser of the fabled 24 hour endurance race at the Le Mans circuit, has ruled his organisation out of any plans to revive the French Grand Prix.

He told Le Maine Libre newspaper that FIA president Jean Todt had been in touch to ask if Le Mans would consider reviving the French grand prix, absent from the calendar since Magny Cours last hosted it in 2008.

“I think it would not bring us anything. We would need to invest 17 or 18 million euros, financing it exclusively via the ticket booths,” Fillon said. “At best, we would be breaking even.”

Fillon was also asked about the possibility of new manufacturers entering Le Mans, and answered: “Ferrari will remain in F1 until they become world champions. I would find it an excellent idea if Fiat positioned Alfa Romeo in endurance racing.”

 

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MCLAREN PREVIEW THE MONACO GRAND PRIX

The Monaco Grand Prix was first run in 1929. Despite featuring on the inaugural Formula One World Championship calendar in 1950, the race was omitted between 1951 and ’54, but it’s been staged every year since ’55. Much of the track layout has remained unchanged during that time.

What makes the track unique
It’s the shortest and slowest circuit on the calendar, but it’s also one of the most demanding. The average speed around the tortuous streets is only 160km/h (100mph), but the lack of run-off results in the smallest of mistakes being punished.

Grip levels
Poor. The track is made up entirely of public roads, which are opened to street traffic each evening of the race weekend. Grip levels are poor, particularly at the start of each day, prior to any rubber being laid down.

Run-off
Minimal. Three layers of Armco line both sides of the racetrack, which makes it very unforgiving. At the end of the two longest straights, into Turns One and 10, the barriers have been pushed back to provide greater run-off and TecPro barriers provide an extra degree of cushioning in the event of an accident.

Watch out for…
Turns 13 and 14, the Swimming Pool Chicane. It’s a left-right flick taken in fifth gear at 215km/h (133mph) and a barrier at the exit collects anyone who gets out of shape. “A great challenge,” according to Fernando Alonso.

Fernando Alonso: “Monaco is such a special place. I don’t think there are many drivers in the world that can say they don’t like racing there. Because it’s so narrow, and overtaking is almost impossible, it can be incredibly frustrating, but the feeling when you put together the perfect lap, or manage an overtaking manoeuvre, is all the more satisfying.
“It’s a real challenge to get the set-up right for Monaco because of its unique characteristics, but often we see some unpredictable racing there because the nature of it tends to shuffle the pack up. I’m optimistic that we can dial-in our car to suit the track because we have a very well-balanced chassis, so it will be interesting to see how we measure up when the circuit’s characteristics are more likely to play to our strengths.”

“The most obvious characteristic of the Monaco circuit is that qualifying is probably more important there than at any other track. Getting through to Q3 in Barcelona for the first time since the McLaren-Honda partnership was reunited was definitely a boost for the team, so our aim, of course, will be to replicate that to give ourselves the best possible chance in Monaco.

“Monaco is a very demanding race, so reliability and strategy will be key in order to maximise the potential in our chassis and power unit at this circuit. After a disappointing result in the race in Spain, I’m pleased to see that our work completed at the test was encouraging, so I hope that can translate to a positive performance for the whole team next weekend. It’s definitely one of the best races of the year.”

Jenson Button: “I love this track – although we are now seeing more street circuits appearing on the Formula 1 calendar, Monaco is like no other in the world. It requires a completely unique set-up – more traction, high downforce, more steering angle, softer suspension – and the feeling you get driving around there is among the best you experience as a driver.
“It’s not a fast circuit, but that doesn’t mean it doesn’t feel it. The barriers are so close you feel like you can reach out and touch them, and you need absolute 100% focus and concentration to get the most out of each lap, every lap – or pay serious consequences. One small mistake and you’ll definitely be punished, which is what makes it such a great driver’s track. It’s a real test, and one we look forward to taking every year we go back there.”

“The feeling at Monaco is completely unique. I’ve definitely adopted it as another home race after Silverstone, and after all these years it still does feel pretty surreal driving around your back yard, although while the grand prix is in town the place takes on a whole new atmosphere. Despite its long history, it’s still got the glamour, the excitement, the beautiful backdrop, and always produces something unexpected.

“I’ve had a bit of bad luck over the last few races, so coming home with two points in Barcelona was definitely a positive on my side of the garage. Monaco is a completely different ball game, but one where the strengths of our car should shine through a bit more than in Spain if we hook up all of the elements, so I’m excited to see what we can do there. There are so many variables to come together, so it won’t be easy, but our testing programme last week went well so I’m hopeful we can put a lot of that learning into practice come Thursday in Monaco.”

Eric Boullier, McLaren-Honda Racing Director: “Monaco certainly deserves its status as a true classic on the Formula 1 calendar, and a jewel in the crown for drivers, fans, sponsors and teams alike. The atmosphere is very special, the setting is stunning, and the speed at which the cars race through the tiny streets of the Principality blows you away, no matter how many times you watch it.
“For the cars, outright power certainly plays less of a role there, which means car set-up is a delicate trade-off between downforce, driveability and balance. Monaco is a track where, on paper, it should suit our package more than at other circuits, but one of its unique facets is its unpredictability. The weather conditions often change, accidents are frequent which tend to have bigger-than-usual impacts on a race outcome, and of course overtaking is notoriously – and often, frustratingly – difficult.
“That said, these elements are what make Monaco so special, and we will approach the weekend with a lot of valuable data gathered from the tests, and maximum effort and determination to keep pushing forward. The key objectives for us are reliability – especially given Fernando’s retirement in Barcelona – and qualifying performance, as this can often dictate where points are scored or missed. We must look to qualifying to give us the best opportunity at the start of the race, and aim to finish in the points on both sides of the garage.”

Yusuke Hasegawa, Honda R&D Co Ltd Head of F1 Project & Executive Chief Engineer: “Heading to the Monaco Grand Prix is always special. There is so much history and it’s such an iconic race for Formula 1.

“The street circuit itself is a complex and technical circuit, albeit with low overall speed. I believe that our car is rather suited to this type of circuit, so if we can squeeze out the full potential through good balance of the power unit and chassis, I think we have a chance to be competitive throughout the weekend.

“The narrow track and tight corners of this circuit will test any driver, but we have two world-class drivers with skill and experience, so I am looking forward to seeing what this weekend will bring for us. The new Ultrasoft compound will debut in Monaco for the first time, so we are hoping that it will be an exciting race.”

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FORCE INDIA PREVIEW THE MONACO GRAND PRIX

Sahara Force India looks forward to round six of the season on the legendary streets of Monaco.

Q&A with Vijay Mallya

Vijay, the team scored six points in Spain and there were lots of positives from the weekend…
VJM: “We certainly took encouragement from our performance in qualifying and the race. It’s not easy to introduce a new aerodynamic package during a race weekend, but the team did an excellent job of installing and understanding the new components. We could see the benefits straight away in the data and from the drivers’ feedback. Barcelona has never been our strongest track, so to come away with six points means we can feel optimistic for the upcoming races.”

What can we expect from the team in Monaco?
VJM: “It’s always impossible to make predictions. Anything can happen and that’s what makes Monaco such an exciting weekend. Both our drivers are strong there, but the first task is to deliver a clean qualifying lap when it matters: we’ve seen before that qualifying can become a lottery when the track is busy. All being well we’ve got the potential to qualify in the top ten and score good points.”

Is the team’s goal of maintaining fifth place in the championship still realistic?
VJM: “It’s still the target and we are only 12 points away from fifth place in the championship. We’ve not enjoyed an easy start to the season with our fair share of bad luck, but with three quarters of the season to go we have plenty of time to catch the teams ahead of us.”

Nico Hulkenberg on Monaco

“Monaco is one of the best weeks of the year. The track, the location, the schedule – it has all the things that make Formula One such a great sport. This will be my sixth Monaco Grand Prix, but I will still feel a huge buzz when I walk into the paddock on Wednesday morning and see everything taking shape.

“The challenge of the track is good fun and very demanding. You build your speed with each session and by the time you get to qualifying you need to be right at the limit. When you walk the track you can’t believe that we actually race there because it’s so narrow. You need to be incredibly precise because you can’t afford even the smallest mistake. Mentally it’s very tough because it’s corner after corner and there’s never a moment when you can relax – even for a second.

“Monaco is one of my home races and I’m hoping that my luck will start to change this weekend. Sometimes you have a spell of unlucky races and there’s nothing you can do about it – that’s the way I look back on Russia and Spain. You have to put them out of your mind and move on. Monaco is a fresh start and I’m already smiling at the thought of driving around such a fantastic lap.”

Sergio Perez on Monaco

“Monaco is my favourite circuit of the year. It’s very demanding, but it’s also a track where the driver can make more of a difference. You need to be brave, push the limits and use every inch of the track – that’s why it’s so much fun in the car. I really enjoy the quicker parts of the lap – Casino and the Swimming Pool – where you need to be accurate and carry lots of speed.

“When I was a child I always dreamed about racing in Monaco. I’ve had good memories there and some difficult days too. Scoring points last year was special and a very important result for the team. It’s always a busy week on and off the track, but it’s good fun because the fans can walk the track and get really close to us. It always gives me a lot of energy just being there and soaking up the atmosphere.

“I’m happy with my results in the last couple of races. We’ve improved the car and we are moving in a good direction. I think the next run of races will give us the chance to show our speed and continue picking up the points we need for the championship.”

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WOLFF WANTS MINIMUM AGE RULES FOR RACE DRIVERS

Toto Wolff thinks the world of premier motor racing might need to revisit the issue of driver age, following an enormous crash at the weekend.

Li Zhi (Peter) Cong is currently in hospital with broken vertebrae, but he was otherwise lucky to survive an incredible rear-end smash into a rival who spun during the top European F3 series race at the Red Bull Ring.

The rival hit by Cong, American Ryan Tveter, collapsed after escaping from his wreckage but is basically unhurt.

Kleine Zeitung, an Austrian newspaper, called it “probably the most spectacular accident of the decade”.

While neither Cong nor Tveter are teenagers, Formula 3 in the past year or so has been the scene of many spectacular and scary incidents.

“The pressure on these young lads is too high,” Toto Wolff, Mercedes’ F1 team boss, said. “It cannot be a good thing when 16-year-olds are racing in Formula 3. I think a minimum age should be introduced — 18 years for F3 and twenty for formula one.”

Following Max Verstappen’s arrival in F1 last year as a 17-year-old, the governing FIA installed a minimum age of 18 for the pinnacle of motor racing.

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Alonso interested to see where McLaren chassis ranks in Monaco

Fernando Alonso is confident of a strong performance in Monaco at the weekend, with the Spaniard believing McLaren has a car suited to the unique layout of the circuit and he expects to see where their chassis ranks compared to its rivals.

The tight and twisty nature of the circuit - which has an average speed of just 98mph - sees engine performance put to one side with chassis and balance proving the crucial factor in a quick lap.

In Spain, McLaren was the third quickest car through the slow and technical final sector, with only Mercedes and Red Bull quicker, therefore Alonso expects the race to play to McLaren's strengths.

"Monaco is such a special place; I don't think there are many drivers in the world that can say they don't like racing there," said the Spaniard.

"It's a real challenge to get the set-up right because of its unique characteristics, but often we see some unpredictable racing there because the nature of it tends to shuffle the pack up.

"I'm optimistic that we can dial-in our car because we have a very well-balanced chassis; it will be interesting to see how we measure up when the circuit's characteristics are more likely to play to our strengths."

Team-mate Jenson Button agrees, as long as the team can get their set-up spot on, something the Briton spent a lot of time on during the recent post-Spain in-season test.

"Monaco is a completely different ball game," said Button. "But one where the strengths of our car should shine through a bit more than in Spain if we hook up all of the elements, so I'm excited to see what we can do there.

"There are so many variables to come together, so it won't be easy, but our testing programme went well so I'm hopeful we can put a lot of that learning into practice in Monaco."

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Technical analysis: F1's midfield fighters keep the updates coming

The fight in F1's midfield is especially tough this year, with so many teams battling it out to grab some points. That is why it is important for the likes of Haas, Renault and Manor to drive forward with developments

Haas

Haas has made an unprecedented start to its F1 career, unfortunately Esteban Gutierrez has had some bad luck but he can take solace in Romain Grosjean's solid performances in the opening rounds.

However, China and Russia proved more challenging, not only because the mandated tyre pressures issued by Pirelli took its toll but set-up choices made to chase performance at the front-limited Shanghai circuit also sent them down a difficult cul-de-sac.

Undeterred by these issues, changes made to the VF16's front wing in the last few races have been matched at the rear of the car in Barcelona.

Rear wing

The new rear wing isn't demonstrably different to the previous specification but should provide some additional balance to their current setup.

An additional gradient slot can be found in the endplate (circled, yellow), providing additional airflow to the interior to make up for the additional angle of attack being used.

At the base of the endplate the strakes which are used to assist the diffuser have been amended too, with three small strakes (highlighted in green) added at the front of the endplate to enhance the performance of those after them.

This is supplemented by a revised Monkey Seat during some of the free practice sessions.

The new design was being tested for its Monaco set-up and has several new horizontal control blades added, whilst its endplates are elongated, both of which help guide the exhaust plume more effectively as it upwashes under the rear wing.

Renault

A new rear wing was available in Spain which featured a revised mainplane design (highlighted in green, inset), with the previous design something that the team had been using since the Lotus days.

The new design features a much shallower leading edge, with just a small kink toward the central slot gap separator.

The change also triggered a redesign of the mounting pylon, which now has a straight leading edge.

To assist in the upwash of the exhaust plume and surrounding airflow a monkey seat was also employed by Renault.

Its design varies from many on the grid, with particularly long endplates. This is primarily because of the wastegate exhaust layout used by Renault, which only has a singular outlet, whilst the trend elsewhere is two outlets.

The monkey seat should provide additional balance for the driver as without it airflow could be unstable on the rear wing owing to the angle of attack.

Manor

For Spain several updates were available on the MRT05, which has already seen small design changes in the opening rounds.

Turning vanes

Maximising the airflow that moves under the front of the car the turning vanes were revised, changing the shape from a straight leading edge to more of a bellmouth, which was continued with the other sections. This changes the shape and pressure of the airflow moving downstream.

Bargeboards

In line with the changes to the turning vanes and more promising airflow structure created by them, the bargeboards were also altered to take advantage.

A slot could be found on the upper edge of the foremost section, whilst a slot was also made at the rear of the bargeboard.

These slots allow airflow to move from one pressure zone into another, improving efficiency and flow downstream.

Rear Wing and Monkey Seat

Several changes were made to the MRT05's rear wing to deal with the characteristics of the Circuit de Catalunya.

The mainplane shape was revised (highlighted in green), with the upturned central section increased in order to leverage more downforce.

To marginalise any additional drag this may cause the upper flap was treated to a V groove (highlighted in red).

Meanwhile, to overcome the more extreme angle of attack, the monkey seat was revised, to assist in the upwash of the exhaust plume and surrounding airflow.

The endplate (highlighted in blue) was expanded, whilst an additional flap could be found above the usual two flaps (highlighted in yellow).

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F1 Heineken deal tipped to be 'game-changer' for fans

Formula 1 is expected to announce a major new sponsorship deal with Heineken at the Canadian Grand Prix that will be a 'game-changer' for fans, sources with good knowledge of the situation have suggested.

F1 supremo Bernie Ecclestone has called a press conference for the Thursday before the Canadian Grand Prix to announce the conclusion of a deal with a new 'Formula One Global Partner.'

Although there is no confirmation on who this partner is, speculation in the paddock has pointed towards Ecclestone putting together a deal with brewery giant Heineken that could be worth as much as $250 million over seven years.

As well as trackside branding, and a tie-up with an F1 team, sources have suggested that Heineken's move to grand prix racing could lead to an overhaul of the way that the sport approaches social media and its interaction with fans.

Social media push

Heineken has been known to work hard to bring sponsorship deals to life, and is understood to want to make better use of F1's global appeal in ways that have not been done before.

It is suggested that Heineken is eager to bring on board many of the lessons it took from its involvement with football in terms of broadening the appeal of the sport, especially through new media channels.

In football, one of its most successful campaigns revolved around the 'Dilemma' advert at the Champions League. It is suggested that it is evaluating similar ideas for F1.

It is unclear exactly what Heineken plans to do, but it is expected that its activities will be revealed in the Montreal press conference that takes place before the Canadian GP weekend.

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Vettel: Ferrari will be ‘strong’ at Monaco

Sebastian Vettel sees no reason why Ferrari will not be back to top form at the Monaco Grand Prix, despite its struggles in Spain last weekend.

Ferrari had gone into the Barcelona weekend under increased pressure from president Sergio Marchionne to deliver its first victory of the campaign.

But although the collision between Mercedes duo Lewis Hamilton and Nico Rosberg took out its strongest rival, a poor qualifying session meant Ferrari was beaten to the win by Red Bull.

However, having worked on what went wrong with its single lap pace during this week's Barcelona test, Vettel is upbeat about what his team can expect.

"I think it should be a strong track for us," he explained. "We were very competitive last year, and I think we improved in those areas that you need for Monaco.

"The car is better in terms of ride, in terms of kerbing, in general – so it should help for Monaco."

  

Red Bull no worry

Although Red Bull's form is improving – and it has high hopes about an engine upgrade that could arrive as early at Monaco – Vettel is not worried about what the opposition is up to.

"We look after ourselves," he said. "We were as competitive as we expected [in Spain], with the exception of Saturday.

"Sunday we were in the ballpark but we just struggled to get past. Once we got past, which was not many times in the race, we showed we were quicker."