Formula 1 General Chat & Discussion

These are times of the 2nd practice session of this race weekend :

1.Mark Webber : Red Bull Racing : 1:50.321
2.Fernando Alonso : Ferrari : 1:50.461 + 0.140
3.Jenson Button : McLaren : 1:50.770 + 0.449
4.Lewis Hamilton : McLaren : 1:50.838 + 0.517
5.Felipe Massa : Ferrari : 1:51.218 + 0.897
6.Nico Rosberg : Mercedes-GP : 1:51.242 + 0.921
7.Sergio Pérez : Sauber : 1:51.655 + 1.334
8.Nico Hülkenberg : Force India : 1:51.725 + 1.404
9.Paul Di Resta : Force India : 1:51.751 + 1.430
10.Sebastian Vettel : Red Bull Racing : 1:51.790 + 1.469
11.Michael Schumacher : Mercedes-GP : 1:51.922 + 1.601
12.Pastor Maldonado : Williams : 1:52.750 + 2.429
13.Kamui Kobayashi : Sauber : 1:52.780 + 2.459
14.Jaime Alguersuari : Toro Rosso : 1:52.911 + 2.590
15.Sébastien Buemi : Toro Rosso : 1:53.009 + 2.688
16.Rubens Barrichello : Williams : 1:53.156 + 2.835
17.Bruno Senna : Lotus Renault : 1:53.835 + 3.514
18.Jarno Trulli : Team Lotus : 1:55.051 + 4.730
19.Timo Glock : Virgin Racing : 1:55.494 + 5.173
20.Heikki Kovalainen : Team Lotus : 1:56.202 + 5.881
21.Jérôme D'Ambrosio : Virgin Racing : 1:56.816 + 6.495
22.Vitantonio Liuzzi : HRT : 1:57.450 + 7.129
23.Daniel Ricciardo : HRT : 1:57.612 + 7.291
24.Vitaly Petrov : Lotus Renault : 2:02.234 + 11.913

Source : formel1.net

Best Regards
GenaroXP

This first practice session was disrupted by rain. Many off the road.

These are times of the 1st practice session of this race weekend :

1.Michael Schumacher : Mercedes-GP : 1:54.355
2.Nico Rosberg : Mercedes-GP : 1:54.829 + 0.474
3.Jenson Button : McLaren : 2:02.740 + 8.385
4.Sebastian Vettel : Red Bull Racing : 2:03.752 + 9.397
5.Lewis Hamilton : McLaren : 2:04.301 + 9.946
6.Adrian Sutil : Force India : 2:04.663 + 10.308
7.Felipe Massa : Ferrari : 2:04.728 + 10.373
8.Rubens Barrichello : Williams : 2:05.391 + 11.036
9.Jaime Alguersuari : Toro Rosso : 2:06.583 + 12.228
10.Kamui Kobayashi : Sauber : 2:06.886 + 12.531
11.Fernando Alonso : Ferrari : 2:07.055 + 12.700
12.Sergio Pérez : Sauber : 2:07.481 + 13.126
13.Jarno Trulli : Team Lotus : 2:08.233 + 13.878
14.Sébastien Buemi : Toro Rosso : 2:08.239 + 13.884
15.Pastor Maldonado : Williams : 2:08.918 + 14.563
16.Mark Webber : Red Bull Racing : 2:09.792 + 15.437
17.Timo Glock : Virgin Racing : 2:12.278 + 17.923
18.Vitantonio Liuzzi : HRT : 2:12.389 + 18.034
19.Jérôme D'Ambrosio : Virgin Racing : 2:12.772 + 18.417
20.Paul Di Resta : Force India : 2:13.058 + 18.703
21.Karun Chandhok : Team Lotus : 2:13.090 + 18.735
22.Vitaly Petrov : Lotus Renault : 2:13.601 + 19.246
23.Bruno Senna : Lotus Renault : 2:14.340 + 19.985
24.Daniel Ricciardo : HRT : 2:14.933 + 20.578

Source : formel1.net

Best Regards
GenaroXP

tyrrell story

The Tyrrell Racing Organisation was an auto racing team and Formula One constructor founded by Ken Tyrrell which started racing in 1958 and started building its own cars in 1970. The team experienced its greatest success in the early 1970s, when it won three drivers' championships and one constructors' championship with Jackie Stewart. The team never reached such heights again, although it continued to win races through the 1970s and into the early 1980s, taking the final win for the Ford Cosworth DFV engine at Detroit in 1983. The team was bought by British American Tobacco in 1997 and completed its final season as Tyrrell in 1998.
Ken Tyrrell stood down as a driver in 1959, and began to run a Formula Junior operation using the woodshed owned by his family business, Tyrrell Brothers, as a workshop. Throughout the 1960s, Tyrrell moved through the lower formulas, variously giving single seater debuts to John Surtees and Jacky Ickx. But the team's most famous partnership was the one forged with Jackie Stewart, who first signed up in 1963.
Tyrrell ran the BRM Formula 2 operation throughout 1965, 1966 and 1967 whilst Stewart was signed to the Formula One team. Tyrrell then signed a deal to run Formula 2 cars made by French company Matra.
With the help of Elf and Ford, Tyrrell then achieved his dream of moving to Formula One in 1968, as team principal for Matra International, a joint-venture established between Tyrrell's own team and the French auto manufacturer Matra. Stewart was a serious contender, winning several Grands Prix in the Tyrrell-run Matra MS10. The car's most innovative feature was the use of aviation-inspired structural fuel tanks. These allowed the chassis to be around 15 kg lighter, while still being stronger than its competitors. The FIA considered the technology to be unsafe and decided to ban it for 1970, insisting on rubber bag-tanks.
For the 1969 championship the Matra works team decided not to compete in Formula One. Matra would instead focus its efforts on Ken Tyrrell's 'Matra International' team and build a new DFV powered car with structural fuel tanks, even though it would only be eligible for a single season. Stewart won the 1969 title easily driving the new Cosworth-powered Matra MS80, which corrected most of the weaknesses of the MS10. Stewart's title was the first won by a French chassis, and the only one won by a chassis built in France.It was a spectacular achievement from a team and a constructor that had only entered Formula One the previous year.
For the 1970 season following Matra's merger with Simca, Tyrrell were asked by Matra to use their V12 rather than the Cosworth. Simca was a subsidiary of the American company Chrysler, a rival of Ford.
1971 Tyrrell-Cosworth 002
For the 1970 season following Matra's merger with Simca, Tyrrell were asked by Matra to use their V12 rather than the Cosworth. Simca was a subsidiary of the American company Chrysler, a rival of Ford.
1971 Tyrrell-Cosworth 002
Stewart tested the Matra V12 and found it inferior to the DFV. As a large part of the Tyrrell budget was provided by Ford, and another significant element came from French state-owned petroleum company Elf, which had an agreement with Renault that precluded supporting a Simca partner, Ken Tyrrell had little alternative but to buy a March 701 chassis as interim solution while developing his own car in secret.
Tyrrell was still sponsored by French fuel company Elf, and Tyrrell would retain the traditional French blue racing colours for most of the rest of its existence. Tyrrell and Stewart ran the March-Fords throughout 1970 with mixed success, while Derek Gardner worked on the first in-house Tyrrell Grand Prix car at the woodshed in Ockham, Surrey.
The Tyrrell 001, which bore much resemblance to the MS80, emerged at the end of 1970. It earned Stewart a pole position in the Canadian GP but suffered mechanical failures in all of its 3 race starts. The nearly identical Tyrrell 003 won both Drivers' and Constructors' Championships in 1971, with strong driving from Jackie Stewart and François Cevert. Stewart's 1972 challenge was hamstrung by a stomach ulcer, but he returned to full fitness in 1973. He and Cevert finishing 1st and 4th in the Championship. Tragedy struck on October 6, 1973, as Cevert was killed in practice for the US Grand Prix at Watkins Glen. Stewart, who was to retire at the end of the season, and Tyrrell immediately stood down, effectively handing the Constructor's title to Lotus. At the end of the season Stewart made public his decision to retire, a decision that was already made before the US Grand Prix. Without their star driver or his skilled French protégé aboard, Tyrrell were never serious World Championship contenders again.
Despite this, the team remained a force throughout the 1970s, winning races with Jody Scheckter and Patrick Depailler. Most notable of these was Scheckter's triumph at the 1976 Swedish Grand Prix, giving Tyrrell a 1-2 finish driving the distinctive Derek Gardner designed Tyrrell P34 car. The P34 was the first (and only) successful six-wheeler F1 car, which replaced the conventional front wheels with smaller wheels mounted in banks of two on either side of the car. The design was abandoned after Goodyear refused to develop the small tyres needed for the car as they were too busy fighting the other tyre manufacturers in Formula One.
1980s
The Tyrrell 012 (pictured at the 2008 Goodwood Festival of Speed) raced from 1983 to 1985.
In 1977, the Turbo era dawned in Grand Prix racing, which was, by the mid-1980s, to render normally aspirated engined cars obsolete. Without the proper funding, Tyrrell was the last resistant with the Cosworth DFV at a time all teams had switched to turbocharged engines. It was the beginning of two decades of struggle for Tyrrell, who was often underfunded through lack of sponsorship. It seemed appropriate, then, that the final win for the classic Cosworth Ford DFV engine was taken by a Tyrrell car, Michele Alboreto at the 1983 Detroit Grand Prix. It was also Tyrrell's last Grand Prix win.
1984 controversy
At the time, the Formula One regulations specified a minimum weight which was (as is currently the case) more than achievable with non-turbocharged cars - though not with a turbocharged car due to greater complexity - leading to some cars being built light and ballasted up to the minimum weight to optimise weight distribution. However, rules then also specified that the cars were to be weighed filled with their usual fluids. In 1982, other teams (chiefly Brabham and Williams) had used this provision to develop cars with features such as 'water cooled brakes' - the car officially started the race with a large, full water tank, the water was released in the general direction of the brakes and the car ran underweight when on track and unable to be weighed, only to be later topped up sufficient water to ensure the weight limit was not breached.
As Tyrrell was the only naturally-aspirated engine user in 1984 season, they were uniquely placed to be able to benefit from a similar strategy of the water brake. In Tyrrell's case, the engine was equipped with a water injection system (a common means of lowering cylinder temperatures to increase power), whose supply tank was to be topped up late in the race. In addition, the FIA had already made provision to reduce the fuel allowance for the race (then 220 litres) to 195, reducing the power available to turbocharged runners while imposing little restriction on more efficient non-turbo runners. Predictably turbo-powered teams were against this move, leaving only Tyrrell - whose engine did not need the additional fuel - in favour of it. However, F1 rules required unanimity for the change to be scrapped, leaving Tyrrell in the way.
Stefan Bellof driving for Tyrrell during the team's controversial 1984 season.
It had been observed in races that, after Tyrrell's final pit stop, lead shot could be seen escaping from the top of the car. It turned out that Tyrrell were running the car underweight during the race then, in the closing stages, topping up water injection supply tanks with an additional 2 gallons of water mixed with 140 lb of lead shot to ensure it made the weight limit. As this was pumped in under significant pressure, some escaped through the tank vent and rained down on neighbouring pits, in sufficient quantities for other teams to sweep the shot away before their drivers pitted.
After the Detroit Grand Prix where Martin Brundle had finished in second for Tyrrell, the top cars were as usually impounded for inspection for compliance with the rules. Following this, it was alleged that the water was in fact 27.5% aromatics and constituted an additional fuel source. Tyrrell were thus charged with:
Taking on additional fuel during the race (then illegal)
Use of illegal fuel (the aromatic-water mix)
Equipping the car with illegal fuel lines (the lines from the water tank to the water injection system)
Using ballast that was incorrectly fixed to the car (the lead shot in the water tank)
From these charges, Tyrrell were excluded from the 1984 world championship and retroactively disqualified from all races that year. Further analysis showed that the actual fuel content of the water was significantly below 1% and well within rules. Additionally, Tyrrell argued that the requirement was that the ballast had to be fixed so it required tools to remove - which they felt was the case with the shot as contained within the water tank. Tyrrell subsequently went to the FIA court of appeal. On appeal, the evidence that the water's fuel content was in fact far lower than originally suggested was ignored and the charges amended to:
The fuel in the water (now agreed by the governing body to be at a negligible and legal level)
Unsecured ballast
Illegal holes in the bottom of the car, in violation of flat bottom rules designed to eliminate ground effect (eventually determined to be vents of no aerodynamic effect)
Nonetheless, the international judging panel upheld the original decision: Tyrrell were excluded from the championship - and was banned for last 3 races, and with them, getting fined by FISA. With the only non-turbo team now not officially an entrant, the remaining teams had the unanimity they required to amend the rules as they wished. Tyrrell's exclusion meant they lost all points from the 1984 season and, with them, subsidised travel benefits to the following year's championship, a huge additional cost.
1990s
Mika Salo driving for Tyrrell at the 1995 British Grand Prix.
"Tora" Takagi driving the Tyrrell 026 at the 1998 Spanish Grand Prix.
Tyrrell struggled on through the 1980s and 1990s - the team consistently punching above their financial weight. And while results lagged behind the glory years, Ken Tyrrell was still a man deeply respected in the F1 community. There was a brief revival of fortunes in the early 1990s. The combination of Harvey Postlethwaite's revolutionary anhedral high-nose Tyrrell 019 and Jean Alesi's full debut season in 1990 brought the team two second places at Phoenix and Monaco - Alesi having led 30 laps of the Phoenix race. The French-Sicilian left the next year for Ferrari, but Honda engines and Braun sponsorship in 1991 helped Stefano Modena earn a front row start at Monaco alongside Senna and a fine second place finish at the 1991 Canadian Grand Prix. Nonetheless, the team slowly dropped back from the middle of the pack. Eventually, in 1998 and in the face of dwindling form and ill health, Ken sold his team to British American Tobacco, the team becoming British American Racing. The final race for Tyrrell was the 1998 Japanese Grand Prix, where Ricardo Rosset failed to qualify and team-mate Toranosuke Takagi retired on lap 28 after a collision with Esteban Tuero's Minardi.
Legacy
The double championship-winning Brawn GP team of 2009 and the 2010 Mercedes GP team are in some ways descendants of Tyrrell, through its predecessors, Honda Racing F1 and BAR. While BAR bought the F1 team and entry, most of the cars and equipment were sold to Paul Stoddart, later owner of the Minardi F1 team. The Minardi 2 seater F1 cars are modifications of the 1998 Tyrrell 026 design, most noticeable in the distinctive shape of the nose of the car. These cars still run in demos today, most recently as demo cars during the launch of the Yas Marina F1 track.
Ken Tyrrell died of cancer on August 25, 2001 at the age of 77.

so mr shaky nowaday left to spa circuit
i wish you a very great race and maybe a shumy's autograph

the podium of the last three Belgium GP

2010
1. Lewis Hamilton McLaren-Mercedes
2. Mark Webber Red Bull- Renault
3 Robert Kubica Renault
fastest lap on race: Lewis Hamilton McLaren-Mercedes

2009
1. Kimi Räikkönen Ferrari
2. Giancarlo Fisichella Force India
3. Sebastian Vettel Red Bull- Renault
fastest lap on race: Sebastian Vettel Red Bull- Renault

2008
1. Felipe Massa Ferrari
2. Nick Heidfeld BMW Sauber
3. Lewis Hamilton McLaren-Mercedes
fastest lap on race: Kimi Räikkönen Ferrari

will be the 56° edition of Belgium GP
Until now 43 editions at Spa-Francorchamps (this year will be 44); 10 at Zolder and 2 at Nivelles
Finally Spa-Francorchamps, the university of the F1 The track combines the long straights, ups and downs, and fast corners and techniques. It is the circuit the most spectacular of the season. The original Spa layout was more than 14. kilometres long and notoriously dangerous, on narrow public roads."Runs at Spa is like walking in balance on a rope on a windy day" said a famous pilot. In fact, the 'old' circuit staged its final Grand Prix in 1970. Spa did not return to the calendar until 1983-85 but in revised form, with lap distance cut to just seven kilometres. Although, the circuit's magic was still the same and the legendary Eau Rouge-Raidillon corner remained intact. But all along the circuit there are corners spectacular and difficult, as Pouhon and Stavelot, Les Combes and Fagnes. The whole section leading up to Blanchimont, all full throttle. Long straights as the Kemmel and a tight hairpin: La source soon after the start. There is also the notoriously unpredictable Ardennes weather So sometimes the circuit is wet on one side and bone dry on the other. Spa-Francorchamps is also the longest lap of all the current F1 circuits. Alonso and Vettel have never won on this track. The medium(white) and the soft(yellow) tyre will be used as “prime” and “option” respectively The FIA has confirmed drivers will not be allowed to use the Drag Reductions System through Eau Rouge during qualifying and practices. Sunday singole drs zone at the Kemmel straight
Bruno Senna replaces Heidfeld at Renault

The podium after 11 races:
1° place: Vettel 6 – Hamilton 2 – Button 2 – Alonso 1
2° place; Vettel 4 – Alonso 3 – Hamilton 2 – Button 1 – Webber 1
3° place; Webber 5 – Button 2 – Alonso 2 – Heidfeld 1 – Petrov 1
Total podium: Vettel 10 – Alonso and Webber 6 – Button 5 – Hamilton 4 – Heidfeld and Petrov 1
Fastest lap on race: Webber 4 – Hamilton 2 – Massa 2 – Vettel 1 – Alonso 1– Button 1

Before the race the chef recommends 3 video:
First start GP Spa 1998 a big crash between La source and Eau Rouge-Raidillon
Gp Spa 1995 the whole lap.Schumacher(Benetton), slick tyres vs Damon Hill(Williams), tires with tread pattern
Eau Rouge-Raidillon corner (a video of your choice)

brabham story

Motor Racing Developments Ltd., commonly known as Brabham was a British racing car manufacturer and Formula One racing team. Founded in 1960 by two Australians, driver Jack Brabham and designer Ron Tauranac, the team won four drivers' and two constructors' world championships in its 30-year Formula One history. Jack Brabham's 1966 drivers' championship remains the only such achievement using a car bearing the driver's own name.
In the 1960s, Brabham was the world's largest manufacturer of open wheel racing cars for sale to customer teams, and had built more than 500 cars by 1970. During this period, teams using Brabham cars won championships in Formula Two and Formula Three and competed in the Indianapolis 500. In the 1970s and 1980s, Brabham introduced innovations such as the "fan car"—which won its only race before being withdrawn—in-race refuelling, carbon brakes, and hydropneumatic suspension. The team won two more Formula One drivers' championships in the 1980s with Brazilian Nelson Piquet, and became the first to win a drivers' championship with a turbocharged car.
British businessman Bernie Ecclestone owned Brabham during most of the 1970s and 1980s, and later became responsible for administering the commercial aspects of Formula One. Ecclestone sold the team in 1988. Its last owner was the Middlebridge Group, a Japanese engineering firm. Midway through the 1992 season, the team collapsed financially as Middlebridge was unable to make repayments against loans provided by Landhurst Leasing. The case was investigated by the United Kingdom Serious Fraud Office. In 2009, an unsuccessful attempt was made by a German organisation to enter the 2010 Formula One season using the Brabham name.
The Brabham team was founded by Jack Brabham and Ron Tauranac, who met in 1951 while both were successfully building and racing cars in their native Australia. Brabham was the more successful driver and went to the United Kingdom in 1955 to further his racing career. There he started driving for the Cooper Car Company works team and by 1958 had progressed with them to Formula One, the highest category of open wheel racing defined by the Fédération Internationale de l'Automobile (FIA), motor sport's world governing body. In 1959 and 1960, Brabham won the Formula One world drivers' championship in Cooper's revolutionary mid-engined cars.
Despite their innovation of putting the engine behind the driver, the Coopers and their Chief Designer Owen Maddock were generally resistant to developing their cars. Brabham pushed for further advances, and played a significant role in developing Cooper's highly successful 1960 T53 "lowline" car, with input from his friend Tauranac. Brabham was confident he could do better than Cooper, and in late 1959 he asked Tauranac to come to the UK and work with him, initially producing upgrade kits for Sunbeam Rapier and Triumph Herald road cars at his car dealership, Jack Brabham Motors, but with the long-term aim of designing racing cars. Brabham describes Tauranac as "absolutely the only bloke I'd have gone into partnership with"
To meet that aim, Brabham and Tauranac set up Motor Racing Developments Ltd. (MRD), deliberately avoiding the use of either man’s name. The new company would compete with Cooper in the market for customer racing cars; as Brabham was still employed by Cooper, Tauranac produced the first MRD car, for the entry level Formula Junior class, in secrecy. Unveiled in the summer of 1961, the "MRD" was soon renamed. Motoring journalist Jabby Crombac pointed out that "[the] way a Frenchman pronounces those initials—written phonetically, 'em air day'—sounded perilously like the French word... merde." The cars were subsequently known as Brabhams, with type numbers starting with BT for "Brabham Tauranac"
By the 1961 Formula One season, the Lotus and Ferrari teams had developed the mid-engined approach further than Cooper. Brabham had a poor season, scoring only four points, and—having run his own private Coopers in non-championship events during 1961—left the company in 1962 to drive for his own team: the Brabham Racing Organisation, using cars built by Motor Racing Developments

Oké Guys and Girlsafter a break from 3 weeks the Formula 1 is back again and this time it's going to bez here at my Homeland Belgium at the famous Spa-Francorchamps circuit
Because i will leave tomorrow morning at 10.00u and go the circuit i will post the times today allready for this weekends race , because i will not be able to do it at the circuit !
So here are the times for this weekends F1 :

Friday :
1st practice session : 10.00u - 11.30u
2nd practice session : 14.00u - 15.30u

Saturday :
3rd practice session : 11.00u 12.00u
qualification : 14.00u 15.00u

Sunday :
Race : 14.00u

And like always the German tv sender/station Sport1 ( DSF) brings the 1st and 2nd practice session " live "

I wish everybody good luck with scoring points this weekend , let's hope that we can see an exciting and thrilling race
The latest weather forecast still says that it will be raining in the weekend ,specialy on friday !
I will try to make the points list and championslist on late sunday night ..but i think it will be more on monday .....i probarbly will be tired when i'm back home from these 5 days ...and also i the first thing that i will normaly do when i'm back home sunday late night is ....watching beautifull nice natural looking Gia ..because i will miss her in these 5 days ..maybe even give her a call ...but it will depend of my condition that i will be in ( anyway if somebody will call with her in these 5 days ....give her my greetings from on the F1 circuit )
It will be feast /party for me this weekend ,1st because of Michael Schumachers 20year in F1 this weekend at his alltime favorit circuit and also where he made his debut , 2nd i'm for the 10th year " live " at the Belgian Grand-Prix For this i bought today allready the Mumm Champagne that the drivers have on the podium ...yep it's a tradition this champange ..it's 1 bottle at the start of the season at the first race weekend , than a 2nd bottle at the Belgium Gp ,and a 3rd and last bottle on the last race of the season ..and believe me this Mumm Champagne taste really really good

Kind Regards
Shaky-Schumi

Btw: this means also that i will not be able to post the result of the practice sessions and qualification here on the topic ...sorry for that .... but i will try to find a solution for this

Kind Regards
Shaky - Schumi


( now where did i left my Schumi helmet ,my racing gloves , racing shoes and baklava.....just incase if Schumi would be sick or something i'm ready to jump in ....hmmm i only have to see that i jump in the MercedesGp car instead of the Ferrari car .. that would be the joke of the day if i would step as Schumi in the Ferrari car ...actualy he should have stayd at Ferrari )

a bit of story
hungaroring circuit

The Hungaroring is a racing circuit in Mogyoród, near Budapest, Hungary where the Formula One Hungarian Grand Prix is held. In 1986, it became the location of the first Formula One Grand Prix behind the Iron Curtain. Bernie Ecclestone wanted a race in the USSR, but a Hungarian friend of his recommended Budapest. They wanted a street circuit similar to the Circuit de Monaco to be built in the Népliget – Budapest's largest park – but the government decided to build a new circuit just outside the city near a major highway. Construction works started on October 1, 1985. It was built in eight months, less time than any other Formula One circuit. The first race was held on March 24, 1986 in memory of János Drapál, the first Hungarian who won motorcycle Grand Prix races. According to a survey put together by the Hungarian national tourism office Mogyoród ranks third in venues visited by tourists in Hungary, following the Danube Bend-area and Lake Balaton, but before Budapest.
The Grand Prix is held in the middle of summer, which is usually hot and dry in this region. Its first wet Grand Prix race was in 2006. The circuit is normally dusty due to underuse throughout the rest of the year and its sandy soil. As the circuit track is in a valley you can see about 80 percent of the racetrack from any point.
Normally an underused circuit becomes faster over the weekend as the track surface gathers more rubber residue; however, with the Hungaroring this generally does not happen because the track can get dusty so quickly. The track frequently becomes faster during a qualifying session, which leads competitors to try for their best lap as late as possible.
The twisty and bumpy nature of the circuit makes overtaking very difficult in dry conditions. Nonetheless, the Hungaroring has been the scene of several memorable races such as the duels of Nelson Piquet and Ayrton Senna, Nigel Mansell's lost wheel in 1987, Mansell's win from 12th on the grid after a dramatic pass on Ayrton Senna in 1989, Damon Hill's almost victory with Arrows in 1997 and maiden wins for Hill in 1993, Fernando Alonso in 2003, Jenson Button in 2006 in the track's first ever wet grand prix, and Heikki Kovalainen in 2008.
Hungaroring has crowned two drivers in its 20 year history: both Nigel Mansell in 1992 and Michael Schumacher in 2001 were able to win the World Championship title at early points of the seasons. Moreover, the WilliamsF1 Team also secured the Constructors' Championship at the Hungaroring in 1996.
Both Hungary's Zsolt Baumgartner and Poland's Robert Kubica made their debut on this track as the first F1 drivers of their countries.
The 2006 Hungarian Grand Prix was the first wet grand prix at the Hungaroring. This saw the retirement of many drivers including championship rivals Fernando Alonso and Michael Schumacher and gave Jenson Button and the reborn Honda F1 team their first win. Fernando Alonso also earned his first Grand Prix victory at this in 2003, declaring it his favourite track as a result.
According to statements and interviews, drivers have different opinions on the track. While many like Ayrton Senna, Nigel Mansell, Michael Schumacher, Lewis Hamilton, and Fernando Alonso claimed to love it, many others consider the track, and the Hungarian Grand Prix too slow, hot and demanding[citation needed]. The technical driving center of the Hungaroring held former racer Gerhard Berger's name from 1998 until 2005 but later it was changed to Allianz.
The track also has a curve named after Nigel Mansell.

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Shame on me ..i forgot to say to everyone who is a F1 fan and specialy a Schumi fan ..this weekend is 20th year ago that Michael Schumacher made his debut at Spa-Francorchamps , so it will allready be a feast / celebration for me this weekend ...victory or not i congratulate my favorit driver Schumi this weekend for his 20 year in Formula 1
Oooh and too get rid of the rumors .....if you will like it or not Schumi will drive also next season Formula 1

Kind Regards
Shaky-Schumi

This short vid was from yesterday .
It was in the Netherlands at the Rotterdam City Racing ,the Ferrari F1 car was there at the request of sponsor Santander ! The driver was Marc Gene who always does these kind of demonstrations !
I would say to everyone who like the sound of the engine ...turn your volume open as mutch as you can ...and listen at that sound ..just 1 more day after this 1 and i will be at te track from wednesday morning till sunday late night The F1 will start on thursday with a pitwalk in the afternoon ,i had the change to see Nico Rosberg twice in 1 day 2 years ago at Spa ,he was in the pitbox and came out of it and he past me on the way out ,he was going with 2 of his team crew people on the track on foot to explore/check the circuit ..this means checking the asfalt, the curbs,the turns/corners ,etc . I alsosaw the pitstop practice from Red Bull from upclose , they switched the tyres and one rolled on against my foot , so this was as close as it can be !!! They did this 20 times , so it was for me and the fans a great start of a F1 weekend .
The latest weather forescast predict a complete weekend with rain ,but i will enjoy it anyway !





Kind Regards
Shaky

@brudgon ,i will do

ferrari ff

hey shaky we must know all about your adventure in spa circuit next week
have a good ferrari live race

FORMULA 1
The Hall of Fame World Constructors Championship

1950
Alfa Romeo 150
1951
Alfa Romeo 157
1952
Ferrari 500 F2
1953
Ferrari 553 F2
1954
Mercedes-Benz M54
1955
Mercedes-Benz M55
1956
Ferrari D 50
1957
Maserati 250 F3
1958
Vanwall 07
1959
Cooper-Climax T51
1960
Cooper-Climax T53
1961
Ferrari 156 F1
1962
BRM 51
1963
Lotus-Climax 25
1964
Ferrari 158 F1
1965
Lotus-Climax 33
1966
Brabham-Repco BT20
1967
Brabham-Repco BT24
1968
Lotus-Ford 49B
1969
Matra-Ford MS80
1970
Lotus-Ford 72
1971
Tyrrell-Ford 003
1972
Lotus 72D Ford-
1973
Lotus 72D Ford-
1974
McLaren-Ford M23B
1975
Ferrari 312 T
1976
Ferrari 312 T2
1977
Ferrari 312 T2
1978
Lotus-Ford 79
1979
Ferrari 312 T4
1980
Williams-Ford FW07B
1981
Williams-Ford FW07B
1982
Ferrari 126 C2
1983
Ferrari 126 C3
1984
McLaren-Porsche MP4-2
1985
McLaren-Porsche MP4-2
1986
Williams-Honda FW11
1987
Williams-Honda FW11
1988
McLaren-Honda MP4-4
1989
McLaren-Honda MP4-5
1990
McLaren-Honda MP4-5
1991
McLaren-Honda MP4-6
1992
Williams-Renault FW14b
1993
Williams-Renault FW15
1994
Williams-Renault FW16b
1995
Benetton-Renault B195
1996
Williams-Renault FW18
1997Williams-Renault FW19
1998
McLaren-Mercedes MP4-13
1999
Ferrari F 399
2000
Ferrari F1-2000
2001
Ferrari F2001
2002
Ferrari F2002
2003
Ferrari F2003-GA
2004
Ferrari F2004
2005
Renault R25
2006
Renault R25
2007
Ferrari F2007
2008
Ferrari F2008
2009
Brawn-Mercedes 001
2010
Red Bull-Renault RB6

and here there are some pics from ferrari's museum there is also ferrari f40
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