Era

I'm going to miss Michael Schumacher.    

His decision to retire for good is not all together a surprise . . . but I'd hoped he was to find a seat at Sauber and give it one more go.

I was fascinated with Michael when he first arrived in F1, but fell against him during his early days at Ferrari and the incredible battles with Mika Hakkinen in '98 and '99.    I was at the time and remain to this day very impressed with Hakkinen as a driver and as a person.    In hindsight, my favoritism probably wasn't as much a slight against Schumi as it was a nod for Hakkinen's merit as a competitor, as a sportsman.  

It would prove, however, a few years later before I attended my very first Grand Prix: Imola 2004

I will never forget walking across the bridge toward the start/finish straight, hearing for the first time the ultra-violent, screaming banshee shrill of a Ferrari V-10 exiting the pits.    By the time I'd launched into high gear to run inside the circuit to find the quickest perspective through an obstructing fence, Schumi blasted by at absolute flat chat.   It was surreal.

Schumi on his way to another uncontested victory at Imola in the V-10 F2004

Therefore, it was only during the latter third of his career that I would see him drive in person.    Schumacher won, outright, the first three Grands Prix that I attended.  Despite being in Italy attired in one of my standard Ferrari shirts, I actually hated his victory at Imola, probably because I was afraid he might win every race that year.

2004 was indeed a banner year for Michael and Ferrari.     Together they absolutely demolished the field, and I remember like yesterday the demeanor Schumacher carried to Melbourne to start the 2005 season.    

To this day I've never seen an F1 driver as confident in his place as Schumacher was as the circus arrived for the start of the 2005 season in Melbourne.    Unfortunately for Schumacher and Ferrari, the party was just about to end.  

Renault came into 2005 with a new car, the kind of car Fernando Alonso needed to steal Schumacher's crown and firmly stamp his name as the next great force to be reckoned with in F1.

Most notably, it was the 2005 Imola race where, at least symbolically, the baton of passing eras in F1 history was passed.   Ferrari looked to have regained their footing after a rough start to the year, but Alonso held a resurgent Schumacher at bay.

I did not manage to make a Grand Prix in 2005 . . . I was quite fortunate to have dodged the disaster in Indianapolis that year, but I did make it to two Grands Prix in 2006:    Indianapolis and Monza!

Schumi's '06 win at Indianapolis came complete with his standard exuberance

Stunned to have been so rudely toppled from their throne, Ferrari rebounded in 2006 with the 248-F1, a much improved chassis from the F2005, and although they were nowhere near the same dominant force, Schumacher pulled off an amazing victory in Monza to come within range of wresting the title from Alonso.  

En route to his last victory in Italy, mere laps from the flag

To witness a Ferrari victory at Monza is indeed something special.     Given the significance of this victory in the World Championship, bringing Schumi within a couple of points of Alonso's lead, the atmosphere amongst thousands of Tifosi on circuit was electric.

I was actually standing near Raikkonen's pole position grid slot when Michael announced his retirement

However the Monza plot was also thick with rumor of Schumacher's pending initial retirement, soon confirmed by his announcement in the post race FIA press conference.  Certainly everyone realized that this might prove to be his final victory in Italy for Ferrari.

Schumi's ambitions for an 8th World Driving Championship were further boosted by his 91st and final Grand Prix victory two weeks later in Shanghai.   He equaled 2nd place finisher Alonso's point tally for the first time as the circus moved to Suzuka for the penultimate round, the Japanese Grand Prix.     

Things were at first looking good for Schumacher.    He was leading before his Ferrari engine suffered a uncharacteristic melt-down, handing the Japan victory and probable title to Alonso as Michael was left thanking his crew in the Ferrari garage.     

What was allegedly to be his final race came at Interlagos, where he and Alonso were separated by 10 points.    The elusive 8th title was only possible if Michael won the race with Fernando scoring nothing.
The win would have brought the pair even on points, but Michael would have managed 8 victories to Alonso's 7, thus giving him sole possession of the crown.   Even had the race gone Michael's way these were pretty high odds, and Alonso emerged with his second consecutive World Championship.    

The 7 time World Driving Champion left Interlagos and F1 holding just about every record in the book, and Ferrari allegedly gifted Michael his 248-F1 as a going away present.

Therefore, 2007 began minus Schumacher and with Kimi Räikkönen now leading Ferrari to a dominant victory in his first race for the Scuderia in Melbourne.    Michael briefly slipped away from the paddock, but with increasing frequency through 2008 and into 2009, he slowly began reappearing as a consultant along Ferrari's pit wall.   

Then came mid 2009, and Massa suffered a horrendous collision with a wayward spring from Barrichello's Brawn in Hungary.   Felipe fortunately ultimately recovered, but he was finished for the 2009 season.   The team immediately turned to Schumi to fill Massa's seat.   

Testing restrictions were already in place by 2009, but Ferrari uncovered a loophole which allowed Schumi some much needed time in an older car . . . the F2007.     Schumacher was still recovering from an accident he endured while dabbling in motorcycle racing, and it was far from certain that he would be fit enough to handle the g forces a F1 car unleashes on the driver.

Excitement and speculation were piqued . . . many were elated by the possibility that Schumi would be on the grid in a Ferrari for Valencia.    Unfortunately, the medical results were not good regarding his healing from the bike accident and Ferrari, out of loyalty, turned to long time test driver Luca Badoer.

So although temporarily deprived, the stage had now been set for Schumacher's return.     

As the 2010 season approached, Luca di Montezemelo strongly campaigned the FIA for permission to field three cars.    Montezemolo wanted Michael back driving for the Scuderia, but not at the expense of losing Räikkönen and Massa, the former having won the '07 Championship and the latter . . . so closely knit as to being almost family . . . having lost by merely a single point on the very last corner of the last race in '08.

Schumi's actual F2007 test chassis at the
2011 Ferrari Racing Days/Challenge weekend in Monterey

Sadly the FIA said no, that no team could have more than two cars on the grid . . . a questionable policy in it's own right . . . and Schumacher, having opened the doors to competing again on the world's grandest stage, was not to be denied.

Ironically, Mercedes had already decided they wanted back into F1, and had negotiated to takeover Brawn F1, the former Honda factory outfit.     Given his relationship with Ross Brawn, and that Mercedes played a role in Michael's early career, it was no surprise when they announced that Schumacher would be joining Nico Rosberg on the squad for 2010.

There was some minor controversy prior season start with Brawn handing Schumi the lower car number (normally indicating team leader) strictly on Schumacher's vocal superstition against even numbers.

Schumi tosses his W-01 into Lesmo during practice for the Italian Grand Prix, 2010

High expectation greeted Schumi's re-entry into the world's highest form of motor sport, but the season did not go as planned.   Michael was hardly competitive in the season's Bahrain opener.   By the time the team's closed the European season at Monza, Schumacher had not even managed a podium, with 4th place at Catalunya being his best result to date.

Schumi's faithful fans second guessed his return, and whispers rose to normal conversation that he had perhaps jeopardized his legendary status in returning.

All the same, I personally found myself extremely fortunate to have another chance of watching Schumi drive at Monza.     The area just outside the Mercedes garage and pit box was a busy spot on Thursday's Pit Walk.   No doubt I was somewhat oddly fascinated seeing the former Ferrari Champion in Italy, working for Germany's Silver Arrows . . .

Schumi acknowledging his Monza fans

. . . and I was apparently not alone in that sentiment!

In the eyes of many, Schumacher belonged at Ferrari

Schumacher was also upstaged on several occasions by his teammate Nico Rosberg, and actually finished a couple of places down from him in the final championship tally.     This trend continued through 2011.    In fact, the 2011 season proved at times more frustrating than 2010.

I attended one Grand Prix in 2011 with my very first trek to Montreal for the Canadian Grand Prix.    After a much delayed, drenched, but absolutely stunning race on the Circuit Gilles Villeneuve, Schumacher netted his best result of 2011, coming very close to his first podium since returning.

There was even one moment when it looked as though he could challenge for the win.     Either way, the driver I saw that day was the Michael of old, and I'm certain many considered the race a turning point in his comeback.

Close call for the podium in Montreal . . . 

My next Grand Prix was Belgium, 2012.     I did not realize this prior our arrival, but it happened to be Schumacher's 300th Grand Prix.     Considering that he began his F1 career at Spa, I considered myself fortunate to be in attendance.  

2012 initially looked to offer more promise, but Michael was still being upstaged by his teammate with Nico taking the team's very first victory in the third race of the year at Shanghai.    Schumi finally found himself on the podium with a 3rd place finish in Valencia, but there were no indications that the car nor Michael's driving were ready to fight at the front.

One off lid for Schumi's 300th Grand Prix start . . . appropriately at Spa

Schumacher's 7th place finish in Belgium equalled his second best results of the year to date, but it would be the following race at Monza where he finished 6th, moving his 2nd best result up one notch.

Free Practice:   Ascari

Following a disastrous outing in Singapore, where he lost track of where he was to slam straight into the back of Jean-Eric Vergne, many joked that Michael experienced a "senior" moment.      It was not long after that Schumacher called a press conference to announce that he would not be back in 2013, and that this retirement was for good.

Heading to Austin for the inaugural United States Grand Prix at the Circuit of The Americas, I wondered what it would be like to experience, again, what I believed to be the final time I'd see Schumi compete in F1.

USGP: good quali, yet 16th in the end

Schumi qualified well, but the race proved consistent with these trying days at Mercedes, and as he passed our seats on the cool down lap against the rakish late fall Texas sun, I did not see the exuberant Michael Schumacher of old.

USGP cool down lap:    the final time

I doubt that many foresaw the struggles Schumacher would face since returning in 2010.

On one hand, we should realize that as Schumi simply did not step back into the fray and trounce everyone, it speaks very highly of F1.    Today's grid is indeed formidable.

On the other, the past three seasons have shattered myth, revealing Michael to be merely mortal like the rest of us.

I've heard close friends argue that Schumi threw away his legacy.     I see their point.    Given the contrast from his time at Benetton and Ferrari, it's almost as if he enjoyed walking as a living legend, protected in the safe confines of retirement.     Many believed that he would quite simply step into a F1 car after three years and pick up where he left off.

Although I never believed it would be that easy, I have very much wanted to see him win again.  I have missed his exuberance on the top step.

Who can forget Schumi conducting his orchestra (the Ferrari team) to the Italian National Anthem?  I'd hoped to see a new iteration of his musical prowess to the German Anthem.  I expected him to find the podium more than once, and much prior this year's mid season European Grand Prix at Valencia!

I'm thankful that I probably witnessed the best performance of his comeback in that soggy Montreal race.

Michael made enemies over the course of his F1 career.    Questionable incidents in championship deciding races against Damon Hill and Jacques Villeneuve remain the most fabled.  

There were also bizarre, funny moments, such as parking his Ferrari 248-F1 at the exit of Rascasse during the closing stages of Monaco qualifying in 2006.    I will never forget Flavio Briatore's exclamation "he's parking the car, he's just parking the car" accentuated with the sound effect of a handbrake on the FIA review video.

Sadly, many will permanently label Schumi a cheater, and I've had to accept that we will most likely never witness his 92nd Grand Prix victory.

Saying goodbye (symbolically) to US fans in Austin

As the 2012 season winds down to a close this weekend in Brazil, and as Sebastian Vettel and Fernando Alonso duel to determine who will become the youngest three time World Driving Champion in history, I'll have a hard time ignoring the man whose records pale their accomplishments in comparison.

Michael Schumacher brought a lot of passion and fascination to the sport I love above all others.    Although I was not always his number one fan, I will respect him more and more with each passing year.

I feel fortunate to have witnessed one of the greatest drivers in history compete at the highest level, and no matter how elated or disappointed I may find myself with the outcome of the 2012 World Championship, I will feel the impact of this passing era.





ALL IMAGES COPYRIGHT JIM HUNTER
MAY NOT BE USED WITHOUT PRIOR CONSENT

CoTA delivers in fine style

With many of the additions to the Formula One calendar in recent years flattering to deceive, it was easy to be skeptical of the quality of the new track in Austin before wheels had been turned in anger.

But the Circuit of The Americas bucked the worrying trend that had been set by the likes of Bahrain, Korea and Abu Dhabi and won the hearts of the sport as it immediately established itself as a favourite of fans and drivers alike.

Turn 15

A mixture of big elevation changes, fast sweeping corners and a low grip surface contrived to catch out many drivers over the course of the weekend, and despite fears beforehand about how good a race the track would throw up, the circuit produced one of the best Grands Prix of the year with action all the way through the field.

The trio of Hermann Tilke, Tavo Hellmund, and Kevin Schwantz, as well as everyone else responsible for building the track were taking a gamble by lifting corners from other tracks around the world. Remakes normally fall flat on their faces when compared to the originals, but the various replicas of corners worked well and contributed to a fantastic layout.

The Becketts section looked fantastic and produced a real test for the drivers, whilst the run-up to the first corner which was reminiscent of turn one at the old Osterreichring was visually stunning and produced good racing throughout the Grand Prix. Turn 19 was just as challenging as its mirror image at Istanbul Park's turn 8 and even the copy of Hockenheim's stadium section, which had looked noticeably out of place from the track maps produced some good moments and added to the circuit’s appeal.

There were a few things that could have been different. Turns 8 and 9 could be removed to allow a faster run and a better passing opportunity into the hairpin, which could be more open to allow a driver to get a good run on the car in front coming onto the back straight, making the opportunity to pass into turn 12 less reliant on good traction. Some work could also be done to the run-off areas, namely installing gravel traps at turns one, sixteen and nineteen to punish mistakes made in those areas of the track.

However those are only minor concerns and do nothing to take away from the quality of the circuit. All things considered, the Circuit of The Americas proved to be a fantastic circuit in a country that fully deserves to be a part of the Formula One World Championship and threw up a thrilling race for the fans that travelled to Austin.

It proved to be a worthy addition to the sport, and with a ten-year contract to host the United States Grand Prix, it looks set to provide many a good race over the coming years.

Stephen D’Albiac

Boot Scootin'

Having freely expressed my reservations along the up and down saga of the The Circuit of the Americas and their highly unusual approach to staging The United States Grand Prix, it's only fair that I now share my enthusiasm for the amazing weekend that eventually transpired in Austin.

US F1 fans should thank Tavo Hellmund for his vision, courage and belief in the idea that F1 not only belonged here, but that a worthy home could be created on Texas hill country just outside of Austin.    

Those who marshaled this incredible venue into existence did so in the face of staggering skepticism.     Merely weeks ago, the media remained rife with chatter dissing F1 in America and likening the effort to a train derailing in slow motion.  Manufactured conjecture and cynical commentary also suggested there could be some who did not want F1 back in the US.     

Despite the doubts and the naysayers, the grand spectacle which is F1 finally arrived at the newly constructed circuit under three spectacular crisp fall days.    The inaugural USGP far exceeded the expectations of many, including my own.   CoTA managed to pull it all together, and I gladly give them their due credit.    

Here are my impressions on the weekend from a spectator standpoint.    My observations will probably read as a litany of nitpicking, but work does remain at the circuit.  I hope my report serves to support those striving for long term success in Austin and remind US F1 fans that we have much to be thankful for.     

Friday morning arrival for shuttle transit to the circuit

Prior last week, one of my graver doubts surrounded the lack of transportation infrastructure.    The dilemma thus required fans to be shuttled in and out of the circuit from points around Austin.

Having been fortunate enough to purchase a reasonably priced shuttle ticket for the Airport Cargo location before they sold out, we enjoyed relatively painless transfer to and from the Grand Prix.    That is, until Sunday evening following the Grand Prix, where we encountered a rather long wait (over one hour).    

In hindsight, it is inescapable that CoTA and the City of Austin will have further work to do on this front.   News that next year's race already conflicts with Texas Longhorns football demands that.

Buses were plentiful (until race day) and comfortable

A bit of walking across protected lands was required from the shuttle drop to the circuit.    The distance was described as close to one mile, but to be honest I doubt it was quite that far.    No big deal.    Walking is a common prerequisite among the fabled Grand Prix circuits in Europe.    Spa and Monza especially.    

The park, shuttle, stroll to the circuit was somewhat complicated by an unexpected shift in session times.     I've no idea why morning practice, which normally starts at 10 am was moved ahead to 9 am, but we really missed that single hour.    I would suggest that if these times remain set for the future USGP, that CoTA get the shuttles up and running a little bit earlier.

due piedi

Approaching the circuit for the very first time, 7:30'ish Friday morning

First trek across the Grand Plaza, which lies between turns 15-19 

Unfortunately concessions proved to be one of the initial snags.     There were simply not enough vendors to handle the crowd.    Lines were long and required commitment.    

There were also chronic issues with credit card readers . . . apparently the CoTA site was not yet capable of handling the data traffic.    Ironically, the problem was probably more evident on Saturday, when the attendance was well below Sunday's race day quota. 

Given the obvious profit potential, I'm certain this will be much improved next year.   

. . . before the lines

Friday's stunning weather provided a glorious backdrop.     The tower is a nice touch, but a bit pricey at $ 35.00 (as we were told) for an hour or so on the viewing platform.    Perhaps the price will drop and I'll catch a practice session up there next year.

Beautiful, but overpriced tower
Photo:   Traci Carroll

Towering corner markers make for great
meeting points
Photo:   Traci Carroll

Photo:  Traci Carroll

Kimi Räikkönen was the first on track in FP1, the very first official session on The Circuit of The Americas . . .

He's never been here, but he knows what he is doing

The grounds are hopefully not completed.    Each afternoon brought a new showering of dust as the crowd grew and wind picked up.   This dust did get quite uncomfortable at times.     I don't know what sort of grass will grow on these hills, but here's hoping CoTA will do a bit more landscaping before next year's race.   Trees, shade, a place to escape the sun would be nice, too.   I'm certain that's a safe bet.

Orbs of cacti . . . looks great but location probably
needs a re-think if they are not to be trampled
Photo:   Traci Carroll

Somewhat a departure from standard road racing circuits, the Circuit of The Americas allows for expansive views across across the Elroy, TX landscape.    From our seats at 12, looking toward the rise to Turn 1, one can actually see almost six "layers" or unique segments as the circuit twists away from 12, disappearing around 17, with the high rise to 1 in the deep distance.    Looking left from 12, one can see most of the Silverstone Maggotts, Becketts homage from Turn 5 all the way up the rise to 10.

The real benefit, however, should be the draw this offers to US oval racing fans who have long complained about limited viewing at road racing venues.  The open design should help CoTA give roundy-round promoter Bruton Smith a run for the motor sport dollar.      

Distant views:  
The run up to and down from Turn 1 as seen from Turn 12.    
Note pedestrian traffic jam along the bottom of the frame

Given this design, the circuit could use more pedestrian bridges or tunnels.     The two bridges along the single path connecting Turn 16 to Turn 3 were horribly congested.     Bridges and stairs across road courses are normally boxed in so that those crossing can not see the circuit.    This is critical to keep foot traffic flowing.    

The stairs to these bridges are currently wide open.   Each time a car would pass, people naturally stopped to turn their heads and in the process stopped moving forward.    It was much like rubber necking on the freeway.     If CoTA can box these things in and sell ad space . . . they'd make a few bucks and we can all get where we are going quicker.

Pick out the lookie-loo in this picture
Photo:   Traci Carrol

The Grand Plaza features another interesting design element: a large amphitheater.  CoTA wisely chose to provide post racing entertainment to stem the tide of people leaving the venue at once.     

Collective Soul, performing Saturday afternoon

Race day finally arrived and the atmosphere was electric.     The myth that Americans do not care about F1 took a pretty hard hit, not only because of the number of people who showed up but for the energy and excitement they brought to the Grand Prix.   With a little help from the weather, F1 probably made a new friends on Sunday.    If you are interested in attending the USGP next year, I would suggest not waiting to the last moment to make your arrangements.

Dense, expansive crowd along the hill to Turn 19

Ironically much of the Internet discussion over the "detachable lens" controversy centered around the assertion that these lenses obstruct the grandstand views of others.     I found the argument naive, as those who take motor sport photos rarely do so while seated in a grand stand seat.   There are usually better angles elsewhere, not to mention the fact that it's tough to wield a large lens from a cramped, seated position.

Anyway, I tread down this bumpy return of the USGP one final time to relay a somewhat cynical observation.  How ironic that in reality there was indeed one item, an item not included on the prohibited list, which did obstruct grandstand views.     One can find them all over Texas . . .

Now that's what I call a hat

over sized, often obstructive, hats

     

By the way some women were dressed,
one would think they were at Churchill Downs

Ultimately, the circuit proved a fantastic stage for a gripping race; a duel decided "on" circuit by a driver who arguably delivered the most disciplined, determined drive of his career.    Ironically, he may have in the process gifted his former arch rival a real shot at the World Championship.      

Lewis' inspired drive spared us the "insipid" finger.    Not this one.

 . . . and thanks to everyone in Austin who championed Hellmund's vision, believing that F1 will work in the US.    Thanks for taking the chance.     See you next year!

How Seb got lucky in Abu Dhabi

Sebastian Vettel’s comeback drive in the Abu Dhabi Grand Prix was superb. Starting from the pit lane after his disqualification in qualifying, he produced arguably the drive of his career to come from last all the way to third place.

Vettel drove brilliantly on Sunday, and fully deserved to finish on the podium, of that there is no doubt. But he did benefit from a huge amount of good fortune without which he would not have been able to reach the podium.

Let’s go back to Saturday night to see where Vettel got the breaks that allowed him to gain 21 places on race day.

Car Changes

Having been put to the back of the grid for not having enough fuel left in the tank after qualifying, Red Bull took Vettel’s car out of parc ferme and modified it extensively. The gear ratios were changed and the amount of downforce on his car was reduced, giving him a higher top speed and giving him a greater opportunity to overtake in the race.

In addition Vettel’s engine was changed and he was able to start the race with a fresh set of hard tyres, which gave him a much better set-up in race trim than he would otherwise have enjoyed.

First Lap Incidents

There were two notable incidents from which Vettel gained at the start. The first was the turn one collision between the Force Indias and Bruno Senna, and the second at turn nine when Nico Rosberg ran into Romain Grosjean, leaving them both needing to pit for repairs.

This removed four cars which Vettel would otherwise have had to pass on the track, cars which would not have been easy to pass once the field had sorted itself out, and left Senna within easy reach of the Red Bull. This made his progress into a points paying position significantly easier.

These incidents benefitted Vettel to such an extent that by the end of the second lap the only cars separating him from the points were the Caterhams, Marussias, Toro Rossos and Michael Schumacher, all of whom (with the possible exception of Schumacher) the Red Bull would be expected to pass easily.

Collision with Ricciardo and subsequent pit stop

When Vettel was caught out by Daniel Ricciardo’s Toro Rosso behind the safety car and hit a marker board, forcing him to change his front ring, it looked as though he could’ve been facing disaster.

However, the chance to pit behind the safety car gave him the opportunity to change his nose, which was already damaged after a small collision with Bruno Senna on the second lap, and also allowed him to change to a set of soft tyres which increased his pace dramatically.

It meant that once the race resumed Vettel was right behind the cars he had already passed with ease at the start, and this time with much better tyres than the first time around, which meant it was easier for him to progress through the field at the second time of asking.

The Grosjean Factor

This was something not picked up by a lot of people, but in the laps before Vettel made his pit stop Romain Grosjean was running fifth and holding up a train of much faster cars which included Pastor Maldonado, Sergio Perez, Mark Webber and Felipe Massa.

Grosjean was lapping more than a second slower than Vettel before the Red Bull pitted, which allowed him to build up enough of a gap that he was able to rejoin in fourth after his pit stop, a position which may not have been possible had Grosjean not been holding up the pack behind.

Second Safety Car

Vettel made his second pit stop just two laps before the safety car was deployed for a second time for an accident between Sergio Perez, Romain Grosjean and Mark Webber. Not only did Red Bull time his stop perfectly in that it prevented him losing out dramatically by having to pit again under safety car conditions, but it also wiped out the 14 second deficit to Jenson Button which meant any work Vettel had to do to catch the McLaren was effectively done for him by the race being neutralised.

Whilst it is possible that Vettel could still have caught Button, and his pace at the end of the race once he had passed the Englishman suggested that he may have been able to catch him before the race, the safety car gave him the perfect opportunity to pass Button for the podium, and it was something he took full advantage of.

There is no doubt that Vettel drove superbly in the race, there is no disputing that. When he had to pass cars he did it quickly and efficiently, he put in some stunning laps before his second pit stop that allowed him to move into fourth and he took full advantage of the breaks he got to get himself a podium finish that few predicted he would be able to achieve before the race.

However, in a normal race, without the collisions, and without the safety cars, would he have had as much luck as he did and would he have progressed as far up the field as he did? The answer is probably not. He’d have scored a few points, but it would’ve taken a superhuman effort for him to get much further than the lower reaches of the top ten.

But that will not concern Vettel, whose drive was undoubtedly the performance of the race and whose podium ensures that he goes to Austin in two weeks time with a 10 point lead over Fernando Alonso in the drivers' championship.

Stephen D’Albiac

A lessor place . . .

torquef1: hulkenberg move freezes out kobayashi