Liam Clogger, AT&T Williams’ communications manager, completed the opening 5.3 kilometres (3.3 miles) of his global marathon on Friday evening. He’s going to run every track this year and his lap of Albert Park took just under 24 minutes. You reckon he can maintain an eight-minute mile in the heat and humidity of Malaysia?

If you ask for Rob in the Melbourne paddock, everyone knows who you’re talking about. Rob – no-one knows his surname – buys food for all the teams and he reckons AT&T Williams are unique because there no vegetarians on the race team. “It’s amazing,” he says, “you guys like your pound of flesh, don’t you?”

One thing Rob won’t be buying Renault this weekend is green bananas because Flavio Briatore doesn’t like ’em. “Each morning I only expect to wake up and shave,” says Flavio. “Life, for me, is the moment and that’s why I don’t buy green bananas. Who knows what will happen tomorrow?”

Unless the Australian Grand Prix is a night race after 2010, it won’t be on the calendar. So says Bernie Ecclestone. As the paddock basks in 35-degree heat this weekend, many people are coming out in support of the race. “For me it’s great,” says Heikki Kovalainen. “Coming from Finland, I can get a suntan, so I hope the race stays!”

If you ever needed a testament to the power of development in Formula One racing, consider the ban on traction control and the comments of the men who are arguably the three fastest in the business: Ferrari world champion Kimi Raikkonen, McLaren’s Lewis Hamilton, and former double champion, Renault’s Fernando Alonso.

Speaking ahead of Sunday’s Albert Park race, none of them think the ban will make much difference. It seems the more things change, the more they stay the same!

“I think there was a big difference when we tried before Christmas for the first time with last year’s car,” Raikkonen admitted in Melbourne on Thursday. “It was a lot more difficult but then with the new car we improved in the areas where it was less good and it helped a lot. Now with new tyres you do not feel the difference on the one lap whether you have traction control or not. I think when it is a difficult condition, wet or slippery, then it will be much more tricky but you don’t really notice.”

Hamilton agreed: “It was not really too much of a problem. As I said when they tried to introduce it I thought it was a good idea because all the other categories I have driven in we did not have traction control. I am not going to say if I prefer one to the other because they are both quite different to drive but this one is a challenge and everyone is in the same boat. I think they have done a really good job in working with all the controls but I am sure we will keep on improving. And development has definitely minimized the difference. So time-wise I think you will see that we will all do similar times to when we had traction control.”

“It’s made less difference than I thought, to be honest,” Alonso said. “The first time I test was in Jerez and I was expecting more problems than we had. Okay, in the long run you feel the drop in the tyres and you feel the loss of traction and the braking stability but nothing too big, similar with some times we had last year as well, so as I said not a big difficulty. But it still does change circuit to circuit and at some circuits there is nearly no difference compared to last year and at some others it is a little bit more, so I imagine that every circuit will be different and maybe Monaco and places like this will be a big difference compared to last year. But we will see.

“All the teams are working to try and get the mechanical side and the aero side to what we lost in terms of electronics, so for sure with the set-up and all the other things around the car we are trying to deal with the loss of the electronics.”

None of them says they have changed their driving style to compensate for the loss of the electronic aid, or for engine braking control for that matter.

The one place there could be a problem is at the start, which might see grids reshuffled before first corners. “I could see at the moment much more chance to lose some places now,” Raikkonen admitted, referring to getting off the line. “Before it was more or less automatic. You had a good start or not so good but it was always very close. Now it is up to you and if you make a mistake you are going to be very slow off the grid and you can gain but you can also lose. I think when it is wet conditions it is quite tricky to get a good start.”

All three of the protagonists seemed happy in their own way, as each chases a different goal in 2008. Raikkonen may be the most fulfilled of the three, as the reigning champion. Hamilton looked the most relaxed. And Alonso showed slight traces of tetchiness as he fended off questions about his relationship with Hamilton.

A year ago Raikkonen was about to start his first race for Ferrari, and to win. Twelve months down the road, he returns to Albert Park a champion, and the pre-season favourite. “For sure it is much easier to come now,” he conceded. “It is different because I know the team, know the people, so ... Last year went very well for us. Now it should be easier as I know the team.”

But he isn’t playing up the favourite tag and says he isn’t bothered about the pressure. “No, but I think we have not even started the championship yet, so let’s see what happens. We will do the best job we can but for sure we expect to do well in our team. I think the two main teams seem to be a bit ahead of the others and four drivers, so anything can happen.”

Hamilton was a rookie this time last year, and comes back as the man who nearly won the title in his debut season. “I think it is better,” he said, referring to his situation as de facto McLaren team leader. “There is better preparation. Last year I and my trainer were both rookies and we did the best job we could which was good but there were areas we could improve on and we have done.

“I don’t think there is more pressure, I think there is less pressure than last year. Last year there was a huge build-up and just a lot of weight hanging on my shoulders, really, because no-one really knew if I was going to do well or what. And neither did I. It is a slightly different feeling. I think I know even more now knowing what a season feels like. I am even hungrier and I feel even more determined and just more excited about racing. It has been too long a break. It really has seemed to drag along even though the race is a little bit earlier. It just seems forever since we raced last.”

Down at Renault, Alonso admitted that some of the title-winning confidence was sapped away by last year’s disappointments. “Maybe a little bit,” he said. “Of course after winning two years in a row when I left in 2006 they were confident and they were believing in themselves a lot. Now for sure you know no good results last year, maybe a little bit lacking in confidence now but I think they know that were are able and they are able to do good things. They have nothing to prove to anybody, so it is just a matter of time and good work with everybody to put in a better place again.

“I will try to do the best job we can. For sure coming back to Renault for me is a great challenge and for them too I think because they are extra motivated this year to have the success we have had in the past and I am extra motivated as well so we all have the same goal and the same target.”

On Friday, we will finally see the first true patterns of the season start to emerge, perhaps find out how close to the stars their respective team mates are likely to get. At long last, the season will truly get underway.

With its street circuit-style track, excellent weather and unique atmosphere, BMW Sauber tester Christian Klien believes the Australian Grand Prix is a clear favourite with most of the Formula One drivers. Klien has raced at Melbourne’s Albert Park on three occasions, starting in 2004 when he made his Formula One debut for Jaguar Racing one month after celebrating his 21st birthday.

“I remember my first weekend very well because I had been testing all winter and finally I arrived here for my first Grand Prix,” he said. “I liked the circuit immediately and remember the first time I drove my car out onto the track for free practice; that was a very special moment.I also remember being amazed to see how many fans there were, and being surprised also that everyone knew who I was; that is something you don’t expect!”

The Austrian enjoyed his best result in 2005 when he qualified his Red Bull in sixth and finished the race in seventh. Having competed at Albert Park several times, Klien believes he knows the 5.303-kilometre circuit very well. But the 25 year-old is also aware that the track’s unique characteristics and 16 turns present a real challenge in terms of set-up and driving style.

“Albert Park is basically a street circuit,” he explained. “They only have a race here once a year, and the rest of the time most of the roads are either being used by the public or else closed. As a result there is no grip at all. It is very slippery, particularly on Friday and Saturday, and this means that from Friday to Sunday the track conditions will change every day.

“As a driver you have to work closely with the team in order to adapt the car to the circuit as it changes. Also, the track is not just slippery in terms of the surface, but because of the large number of yellow and white lines used to mark out the public roads - you have to be very careful on the lines, particularly if the track is wet.”

“Another challenge is that, because the roads are used by the public, the track is very bumpy, so again the set-up has to take this into consideration. Overall it’s a medium speed track with only one high-speed corner, the chicane at Turns 11 and 12, and this leads into a good overtaking opportunity at the entry to Turn 13. It’s easy for drivers to make a mistake at the exit of Turn 12 and put the wheels over the kerb, and this gives the driver behind the chance to overtake.”

This weekend, Klien will be on hand in Melbourne to help BMW Sauber race drivers Nick Heidfeld and Robert Kubica find the perfect set-up ahead of Sunday’s Australian Grand Prix.

Winter testing suggests this year’s midfield battle will be incredibly close. With their combination of Nico Rosberg and the FW30, Williams are looking ominously quick, while both Red Bull and Toyota are hoping 2008 will be their breakthrough season. And then there is Toro Rosso, lurking in the wings waiting to steal all three’s thunder.

In the second of our three-part feature, we take a closer look at the teams that clinched positions four to seven in last year’s championship table…

Williams
7 Nico Rosberg 8 Kazuki Nakajima
Testers: Nico Hulkenberg
Williams did a huge amount in 2007 to dismiss any suggestions that they are slowly declining into the sort of supporting role which eventually claimed Tyrrell. And their performance so far in pre-season testing makes them a clear contender for the position of dark horse prior to the 2008 kick-off.

The FW29 did much to put the team back on the right technical track in 2007, and its similarly Toyota-powered FW30 successor has looked very strong all winter. Senior engineers Patrick Head and Sam Michael both firmly believe that, while they aren’t yet ready to claim victories, the gap between themselves and Ferrari and McLaren will be a lot smaller. In the quiet ebullience of one of the most popular teams in the sport, one sees the shoots of recovery to the level of competitiveness that made them great.

On the driver front, two sons of famous fathers will battle it out. Nico Rosberg made a great name for himself in 2007, but was that just because the FW29 was a great car? This year he has to beat decisively new team mate Kazuki Nakajima, son of the former Lotus and Tyrrell racer Satoru, if he is to maintain his career momentum.

Red Bull
9 David Coulthard 10 Mark Webber
Testers: Sebastien Buemi
2007 was a crucial year for Red Bull Racing that appeared to achieve little thanks to the inherent lack of reliability of the long-awaited RB3 from technical chief Adrian Newey. The idea was to challenge for fourth place overall with the Renault RS27-engined contender, but it didn’t work out that way. Instead, Red Bull remained firmly mired in the midfield, from which escape will be a very tough task.

David Coulthard and Mark Webber need no introduction and are comfortable together. They have similar speed, which manifests itself in different ways. Webber is the better qualifier, but Coulthard can still drive a good race. Both have to be fully motivated, however, and that will come if the RB4 can deliver. The signs thus far are that more work is needed before it can break through, but results must come in the most critical season the team has yet faced. The time for excuses is long past.

Toyota
11 Jarno Trulli 12 Timo Glock
Testers: Kamui Kobayashi
Red Bull Racing isn’t the only team that faces tough questions if they fail to deliver. Toyota have been on that knife edge for far too long and in 2008 they must surely start to show signs of being able to challenge regularly for podiums if they are to stand any chance of long-term survival. Even Toyota, who are rumoured to be spending more than anyone else on Formula One racing, cannot do so indefinitely without solid results.

Jarno Trulli said recently that he believes the TF108 has the potential to do well, but this is what drivers always say at this stage of the season when anything is possible. In Timo Glock he has a German partner who can be guaranteed to push all the time, but unless the technical package is right both will face the usual uphill struggle of a Toyota driver.

Toro Rosso
14 Sebastien Bourdais 15 Sebastian Vettel
Test driver: TBA
Toro Rosso were one of the least happy teams for much of 2007, with the management of Gerhard Berger and Franz Tost regularly belittling the efforts of drivers Vitantonio Liuzzi and Scott Speed. The American was dropped in favour of Sebastian Vettel by Hungary, and despite matching the German’s pace, if not his luck, Liuzzi was also shown the door at the end of the season. The man who replaces him is Sebastien Bourdais, whom many acknowledge should have got a Formula One chance a long time ago. The four-time ChampCar champion has been struggling for speed during testing, and faces a tough challenge learning the ropes while keeping up with Vettel.

Among the team’s greatest assets is former McLaren and Ferrari engineer Giorgio Ascanelli, whose arrival set them on the right technical course partway through 2007. They start the year with a modified, ‘B’ version of last year’s STR02, and are hoping that as a known quantity it will enable them to achieve decent results early on before the introduction of a new machine later in the year.

While the midfield looks competitive, down at the back of the grid there’ll be clashes aplenty with Honda, Super Aguri and Force India all vying to make their mark during 2008. Will Honda resurrect their chances? Will Super Aguri’s SA08 prove as surprising as its predecessor? Or will debutants Force India make a splash?

One thing is for certain - McLaren won’t be at the bottom of the table for long, as they attempt to outdo Ferrari and claim the constructors’ crown as their own. In the final instalment of our three-part feature, we take a look at the teams that ended last season in positions eight to 11…

Honda
16 Jenson Button 17 Rubens Barrichello
Testers: Alex Wurz, Mike Conway, Luca Filippi
Honda made much of the power of dreams and their Earthdreams programme when they launched their eco-friendly Formula One car last year, but it proved to be an utterly disastrous season that brought the team to their knees. Jenson Button did a fantastic job to maintain his momentum as, for yet another year, he saw his genuine aspirations of mounting a championship challenge crumble the moment the first race started.

Testing times suggest that the new RA108, at least in its current guise, is not going to turn that trick for him either. Insiders say his first comments on the new car were unprintable. At the launch in late January, there was much evidence of brave smiles for the cameras to disguise an ongoing crisis.

But… nobody in the real world doubts that the presence of new team principal Ross Brawn will have a huge influence on the team’s development in the medium term. His record at Benetton and Ferrari speaks volumes, and this major asset will surely lead the team from the wilderness. It will, however, take time.

Super Aguri
18 Takuma Sato 19 Anthony Davidson
Tester: James Rossiter
The one thing that Super Aguri can rely on going into the 2008 season is the inherent strength of Honda’s RA807E V8. But it remains to be seen how weak other aspects of the set-up will be.

This time last year Aguri Suzuki’s little team embarrassed the Honda 'Mother Ship', whose own RA107 performed lamentably in the early races. By contrast, Super Aguri’s RA106-based SA07 went well enough for the irrepressible Takuma Sato to perform some giant-killing acts, most notably on a troubled Fernando Alonso’s McLaren in Montreal.

Now the little team face 2008 with modified versions of the RA107s, after a great deal of uncertainty over their financial wellbeing. They missed the final two winter tests, and only in the days prior to Melbourne was news of a buyer for the team announced. Losing a team is never good news, especially when they are as popular as Super Aguri, and one hopes that the acquisition by the Magma Group can be successfully concluded.

Force India
20 Adrian Sutil 21 Giancarlo Fisichella
Tester: Vitantonio Liuzzi
In the beginning it was Jordan. Then it became Midland. Then Spyker. Now it is Force India. Can Indian billionaire Vijay Mallya finally get this once successful team back on track, and turn the corner from also-rans to respectable midfielder status?

Technical chief Mike Gascoyne believes so, and has been busily assembling a very strong technical department to do just that. It includes engineers such as Mark Smith and James Key, and other personnel who were with the team in its Jordan heyday. In Mallya they have finally found somebody with the necessary finance and the will to invest it in moving from the tail end of the field into the midfield. Nobody is pretending that Force India will emulate Jordan’s bold acts of yore just yet, but watch this team very carefully. If anyone is going to surprise with their progress by the end of the year, it could be this one.

McLaren
22 Lewis Hamilton 23 Heikki Kovalainen
Testers: Pedro de la Rosa, Gary Paffett
No team in history has ever gone through as bruising a season as McLaren experienced in 2007. First there was the exhilaration of Lewis Hamilton’s early performances, and the on-track fight with Ferrari. Then came the 'Stepneygate' spy scandal, followed by internal strife between Hamilton and Fernando Alonso. It concluded with a US$100m fine, disqualification from the world championship for constructors, and Kimi Raikkonen pipping Hamilton and Alonso to the drivers’ title in the final race.

In theory, there should be the humiliation of a garage at the wrong end of the pit lane this year, but within McLaren right now there is no looking back. Everything is totally focused on one task, and one task only: winning. The team’s philosophy has always been to win every race; that’s the way to win championships.

In recent testing the MP4-23 set the pace, giving rise to optimism that Hamilton and his new team mate Heikki Kovalainen will be able to take the fight to Ferrari once more. Whether they have the necessary technical savvy, and the strength of character to get on with one another, remain but two of the fascinating aspects of this team’s battle for redemption.

Cranfield Partners with Williams F1
A unique partnership has been announced between the Centre for Customised Executive Development at Cranfield School of Management and the Formula One tTeam, at Williams F1.

The partnership brings together Cranfield’s expertise in management development with Williams F1’s experience of delivering sustained performance in the most competitive of environments, Formula One1 motorsport. Organisations seeking innovative development for their executives can access a range of customised workshops that harness the combined expertise of boththe partners.

Mark Jenkins is Professor of Business Strategy at Cranfield School of Management, and co-author of Performance at the Limit – Business Lessons from Formula 1 Motor Racing and has been instrumental in developing the partnership with Williams. Mark, who has researched performance in Formula One1 motorsport for several years, said, “Formula One1 provides a uniquepowerful example where performance is achieved by unique combinations of people, finance and technologies. It Success in Formula 1 encapsulates many of the challenges faced by today’s organisations and their executives: challenges such as delivering high performance through team-work, accelerating speed to market, sustaining competitive advantage and enhancing innovation and creativity.”

Bill Shedden, Director of Cranfield’s Centre for Customised Executive Development, said, “This partnership between a School of Management and a business that operates under intense, and very public, competitive pressure generates new perspectives for developing executives in the key areas of leadership, innovation and high-performance. It is a collaboration that adds an exciting new dimension to the range of learning experiences we can offer our clients.”

”We’ve long known that the ways in which we manufacture and market our primary product, Formula One racing cars, incorporates processes that have applicability to other businesses”, says Frank Williams, Managing Director of Williams F1. “Through this partnership with Cranfield School of Management we hope to formalise and commercialise our knowledge and add genuine value to the companies and organisations that participate in the Cranfield programme.”.

Cranfield School of Management is a world-class university management school, renowned for its strong links with industry and business. It is committed to providing practical management solutions through a range of activities, including: postgraduate degree programmes, management development, research and consultancy. The Cranfield Centre for Customised Executive Development partners with over 60 corporate and public sector clients each year to improve individual and organisational performance. It is one of the largest providers of customised executive development in Europe.

Australian Grand Prix Preview
Formula One roars back into action this weekend for the start of the 2008 FIA World Championship at Melbourne’s picturesque Albert Park circuit in Victoria, Australia. The AT&T Williams team will return to the race track with Nico Rosberg, who will be entering his third season as a race driver having agreed a long term contract with the team over the winter. Kazuki Nakajima will line up alongside Rosberg and will be making his Formula One season debut following promotion from his role as the team’s 2007 test driver and a successful campaign in GP2 last year.

The new driver line-up will be piloting AT&T Williams’ 2008 championship contender, the FW30. Spring-boarding off the FW29’s engineering principles, the FW30 is a clear progression of a thoroughly tested platform and has proved to be consistent over 30 car days and 10,435 kilometres of testing over the winter. Its true test, however, will only come once the flag drops for Sunday’s race.

Nico Rosberg
I travelled out to Australia early for a driver day in Sydney with RBS; it’s now an annual event and is always one of the best sponsor trips. Looking ahead to the race, I’m looking forward to getting to Melbourne and getting the season underway, and there’s a good chance that we will be stronger at Albert Park this year than we were last year.

Saturday’s qualifying results will provide the moment of truth for all of the teams and will reveal testing bluffs and low fuel runs. I believe that we will have a solid race this weekend and will look to bring home some points. Reliability-wise, it will be challenging to achieve our target of 100% this season, but we’re in good shape.

Kazuki Nakajima
It’s amazing that the first race of the season is finally here and I’m obviously really excited to get my debut year in Formula One underway. We’ve been working hard over winter testing and done a lot of good preparation work so the team is looking forward to racing again.

Because Melbourne is a street circuit, it will be quite slippery when we do our initial runs, but it should have settled down by Saturday. The track is a good combination of slow and medium speed corners, with some fast ones thrown in as well. It’s also looking like it will be a hot race, which will suit the car. I feel like I’ve been testing for quite a long time now, so it’ll be good to actually race!

Sam Michael, Technical Director, Williams F1
Heading off to the first race of the year is always an exciting time for everyone. There is a great buzz among the teams before the racing starts again because it allows us to see where our performance lies relative to each other. From the last race in 2007 to the first race in 2008 testing provides some indication, but not the solid reference point that racing offers.

With regards to the track, Melbourne is a low grip street circuit so special attention is required when it comes to the mechanical set-up of the car to get the best out of the Bridgestone tyres. Nico and Kazuki are both well prepared going into the season ahead, as is the car, which has covered thousands of kilometres on the test track over the winter to ensure strong race reliability

Albert Park, Melbourne
The 5.303km Albert Park track is one of the few street circuits on the calendar and therefore used by everyday road traffic when Formula One isn’t in town. As a result, drivers are faced with minimal grip levels during the race weekend’s opening sessions, combined with the recent ban on traction control, the circuit’s limited run-off areas may claim some unprecedented victims over the weekend before grip levels improve as the cars lay rubber.

On track, Albert Park blends a testing mix of short straights (on which the drivers will reach speeds in excess of 300km/h and spend 70% of the lap at full throttle), interspersed with 16 slow and medium speed corners, which will demand nearly 3,500 gear changes during the race.

Torque to power the cars out of the corners, a balanced set-up, a robust gearbox and stability under braking are therefore all essential components to achieve a successful lap during qualifying and a strong result at the Australian Grand Prix.

Interview with Nico Rosberg
You’re entering your third year as a race driver with the team this season, what are your objectives?
First of all, the goal is for the team to progress as a whole and take a step forward from 2007. Because we’ve worked together for a while now, we all know each other better so we need to take that and use it to our advantage. From a Championship perspective, to move up in the overall Constructors’ standings is one of our main priorities.

You’ve covered considerable mileage in the FW30 over winter testing. What improvements have been made over the FW29?
The aero department has done a really fantastic job with the FW30. That’s not to disregard everyone else within the team that has been working hard on it, but the aero on the car is a real step forward. We also already have a lot of developments which are scheduled for deployment over the year. People think that we can’t be as good as the manufacturer teams, but that’s not the case and we can compete with them.

With the team seemingly making progress year on year, is there a possibility you’ll be fighting for a Championship in the next two to three years?
It’s difficult to answer that categorically, but we’re definitely on the right track. The team has recruited some strong people over the past few years to consolidate the existing structure and that has helped us to make some good progress. The new rules which will come in next year will also wipe the slate clean which should give us a big chance to enter that realm.

You have a new team mate in Kazuki Nakajima this year, how are you two getting on?
I get on really well with him. He’s a really nice guy, and he’s also quick which is good for the team.

2008 is an important year for Williams as it celebrates 500 GPs, 30 years and 50,000 raced laps. Is being part of a team with such a strong heritage important to you?
It’s amazing for the team to be celebrating all these milestones in one year! The team has moved on so much over the years though so I don’t really think about it too much, but it’s still cool to be a part of it.

Aside from testing, what preparations have you made over the winter to prepare yourself for the season ahead?
I’ve been training really hard, perhaps several hours a day. I think people underestimate how much work you have to do to prepare for a season. Alongside my training regime, I’ve also spent lots of time with family and friends over the winter which is important.

There are two new races on the calendar this season in Valencia and Singapore. How do you prepare for new tracks and, in particular, for a night race?
It’s always hard, and particularly with these two because they’re street tracks as well, but we’ll be doing a lot of preparation work on the simulator in the next few months. It probably takes only twenty laps to get into a new track and then it’s all about learning where you can make up more time.

Finally, your predictions for the year ahead in terms of the rest of the field?
It’ll be Ferrari and McLaren at the front again, then probably BMW behind them. We should be closer to the BMWs this year, but it will be really close with us and the rest of the midfielders.

Interview with Kazuki Nakajima
2008 marks your debut season as a Formula One driver, you must be excited?
I’m really excited! I’ve done a lot of work over the winter with my engineers and it’s all gone well. The car also feels good so I’m positive. Having already raced in the Brazilian Grand Prix last year, I feel a bit more relaxed going into the season because I’ve experienced a race weekend before and know exactly what is expected of me.

What are your objectives for the year ahead?
As it’s my debut season, it’s difficult to talk about results but obviously I want to do my best in every race. It’s my first year in Formula One so it won’t be easy to get everything right first time, so my objective is to make good progress and enjoy the races.

What preparations have you undertaken over the winter to ensure you are fully prepared?
I’ve been working really hard over the winter, particularly on my training, focussing on cardio work and improving my neck strength. I’ve also been working out in some hotter climates to prepare myself for places like Malaysia. I’ve spent a lot of time with my engineers, at the track and at the factory, to make sure I get my consistency right. Improving my English has also been a priority!

How much work has it taken to get to Formula One?
Everyone knows it’s really difficult to get into Formula One. I raced in GP2 last year and then in F3 the year before that. I just made sure I did my best in GP2, and performing well in those races helped. Doing a good job when I raced for the team in Brazil last year probably worked in my favour too.

Like Nico and Keke, your father was also an F1 driver. How much of a role has he played in your career?
Firstly, I have to say that it’s primarily because of him that I ever had an interest in racing. If he hadn’t been a driver, I probably would have been doing something else now. So from that point of view, he’s been fundamental. On a practical level, he’s now always there to offer advice, but he hasn’t been hovering over my shoulder!

Williams will celebrate a number of landmarks this year, notably 500 GPs. What does it mean to you to make your career debut with a team with such a strong heritage in the sport?
Williams is a great team with a long and successful history. For me, it’s really special to be making my debut with them because I can learn so much from their experience. It’s also like one big family. Everyone loves what they do and has just one aim and that is to race, so as a driver it’s one of the best teams to be with.

You were the team’s test driver in 2007 so had experience of the FW29. Is the FW30 an improvement?
It’s definitely a step forward. When I drove the FW30 for the first time in Valencia at the start of January, I could tell the difference from the FW29 straight away and my initial feelings were really positive. We also have some updates planned for Melbourne which should also take us further forward.

What are your expectations for the team this year?
It’s really difficult to predict. One thing is clear and that is that Ferrari and McLaren are still ahead of us, but the midfield is really close so it’s going to be a big fight among those teams and we’re in that group. One thing’s for sure: it’s going to be a great season so, if we do well, it will be well deserved.

Fernando Alonso: “If an opportunity presents itself, I am ready to seize it.”

You rejoined the team in January to prepare for the 2008 season. How did you find your first few weeks of work with the team?
They have been very busy! All has gone well in terms of my arrival and it felt a bit like coming home. I already know everybody; I know the way the team works and I was able to start working well with the team immediately, right from the first test.
As with any new car we worked hard on the reliability and then started working on the development towards the end of February with the arrival of the latest parts. I did nearly fifteen days of testing between January and February so that I could arrive in Australia as ready as I can be for the new season.

Do you think that the team has succeeded in overcoming the problems of 2007 and will you be ready to fight at the front of the field at the beginning of the season?
The team was far behind in 2007 and it would have been impossible to overcome that gap this winter. The other teams have also progressed and so it will certainly take a little time to reach a higher level, but I am convinced that we have the potential to get there. The team has shown in the past that they know how to produce a winning car; we just need to continue our efforts and to make sure we don’t lose ground.

After winter testing, which teams do you expect to be strongest at the start of the championship?
It’s difficult to say with certainty before the first session in Melbourne. All the teams have worked on different programmes during winter testing and so we cannot really predict how things will be. I think that Ferrari will be the team to beat during the first few races – they were strong during 2007 and seem to have performed well over the winter. The first race will be the first real chance to see how the teams compare with each other, and we will then have a better idea of our competitiveness.

Do you expect a difficult first race in Albert Park?
The first race will not be easy, but I am looking forward to it and the beginning of the championship. Many challenges await the ING Renault F1 Team, but we have worked hard these last few months and it is now time for the racing to begin. I know that a win or a podium in Australia will be difficult, but you never know what can happen during the race. It may rain; the race may take place on a drying track and you can have the chance to spring a surprise. If an opportunity presents itself, I am ready to seize it.


Nelson Piquet: “I want to approach this first race calmly, one step at a time.”

Nelson, you are only a few days away from you first race in Formula 1. What is your state of mind at the moment?
These last few weeks have been busy with testing and I have been concentrating on my work and preparation so that I am ready for Melbourne. But I still don’t feel like a race driver yet because I have only been doing testing, just like I was last year as the third driver for the ING Renault F1 Team. I think that when I arrive at the track and start working with my engineers I will begin to realise what I am about to do.

You have covered a lot of laps this winter. How did it feel to get behind the wheel of the R28?
Yes, I have done lots of running this winter, which was essential for my physical and technical preparation. I feel I have progressed a lot during testing and I feel at ease in the R28. We still need to work hard to improve our performance, but the whole team is determined, and there is a good feeling in the team. Everyone is giving their maximum to take the team forwards and I am doing the same.

What are you expecting from your first Grand Prix?
It is a new circuit for me and I hope that I can find my feet quickly. I feel I have done everything in order to be ready, but the only way to get fully prepared is to do laps on the circuit. Only then can you really have an idea of the layout of the track, how to use the cubs and the best lines. I need to work well with my engineers to set up my car and then I need to get the best of it. I’m very competitive and I would like to score points in my first race, but I recognise that these things can take time. Above all, I want to approach this first race calmly, one step at a time.

You completed numerous race simulations as part of your preparation during the last test. Do you feel you are ready to contest a race?
I had the opportunity to do many laps this winter, so today I am physically prepared, although I have my doubts as to whether the Malaysian Grand Prix will be as easy! As a team we have gone through the different procedures that I will have to deal with during races, because racing is different to testing and I know that I will face new pressures. I think that I am ready, and above all I am looking forward to the start of the season. I have worked all my life to get here, and it is a great feeling to be starting my first race in Melbourne. I’m conscious that I have a lot to prove this year, but I’m determined to do my best.


Bob Bell: “Melbourne will be a good indicator of how we’re going to fare for the early part of the season.”

Bob, the team has completed a busy testing programme this winter. How did that go?
I think we are happy with how things went overall and we achieved pretty much everything that we needed to in terms of preparing for Melbourne. On the performance side it’s hard to know exactly where we stand; it’s going to be very close between a big group of teams. But we had a successful winter in terms of getting on top of the car and learning how to set it up, so we know we’re extracting the most from our package. There were no obvious handling problems with the car, and certainly none of the problems that we had last year. We’re also pretty comfortable with the reliability of the cars, which is what so much of winter testing is about. But from now it’s a matter of entering into a development race against all the other teams to develop the car and to do all we can to make sure we are improving faster than everybody else.

What about the mood in the team now that Fernando is back?
I think there is a renewed optimism this year and Fernando coming back has really buoyed the whole team. He really is a great source of motivation for everybody. The wonderful thing about Fernando is that he’s a real fighter and he will always get the best out of the equipment on the day. You know that every race you enter with Fernando behind the wheel there is a chance that he will bring back a trophy because that’s the sort of driver he is. And so it fills everyone with real enthusiasm to be going into the first race with Fernando back in the team.

The team fields another rookie this year in Nelson Piquet. How has he adapted to the role of race driver?
Nelson has worked hard over the winter and his performances during testing have shown that he has already reached a high standard, and so I think he is as ready as he ever will be for his first race. He is working well with the engineers, who have done a good job of getting him ready for the season, and he has shown good pace. Now it’s a question of showing that pace in a race as opposed to on the test track because a race obviously has different pressures and there is a lot more things for a driver to think about. It will be interesting to see how he copes with that, but I’m sure he will do a good job.

You have said before that the R27 was too conservative. So how has the team approached 2008?
We have pushed very hard in all areas, and particularly on the aerodynamics. The reality of modern F1 is that the quality of the aero package determines a car’s success – and this has been our primary focus. The front end too has come in for particular attention, notably the front wing and the front suspension. The suspension architecture is now much more akin to what is deemed ‘fashionable’: the zero keel solution offered us no real benefit for a number of years, but it has opened up potential for us this year in order to extract maximum performance from the tyres.

Tell us about Albert Park from a technical standpoint. Is it a circuit that will play to the strengths of the R28?
I don’t think it will be disadvantageous to the R28, put it that way. It’s a track that has traditionally required a car with a good change of direction and good braking characteristics, and this should suit the R28. But it can be a bit bumpy in places and I think we’ve possibly got some work to do with getting the car to work well on the bumps and the curbs. The other thing about Albert Park is that it’s all about driver confidence, and so a good set-up is essential. I think that is something we can achieve with the R28: we can set it up to give the drivers what they want. It’s not going to be disadvantageous to us in any particular way, and I would expect it to be a good indicator of how we’re going to fare for the early part of the season.

Last year the team struggled to adapt the car to Bridgestone tyres. Has the team resolved those issues?
The relationship with Bridgestone has always been good, and even when we were struggling to get the best out of the tyres they were an excellent partner to work with. But it’s true to say that we are in much better shape this year with our understanding of the tyres and we now have a car that is better at exploiting the characteristics of the tyres. So I’m not really concerned about the tyre utilisation; we know that we can set the car up to get the best out of them.

The team has enjoyed great success in Melbourne with two wins in the last three years. What is a realistic objective for this weekend?
We want to be fighting for a podium – that will be our clear objective for the season, and that’s what we’re aiming for in Melbourne. Exactly how things will shake out is anybody’s guess, but we will be doing everything we can to try and achieve that. Albert Park is a circuit that Fernando knows well, and he’s been successful there in the past, winning with the team in 2006. It’s a new circuit for Nelson, and so our main focus is to make sure that he is as well prepared as he can be. It’s probably the most difficult circuit for a driver to learn because it’s so technical and one of those places where drivers find it difficult to get their lines absolutely right.

Formula 1 enters an era of standardised electronics with no driver aids. What impact, if any, do you expect this to have on the spectacle?
The driving may be a bit more interesting to watch and the cars may move around a little bit more, but I don’t think it will fundamentally alter the pecking order among the drivers. It may catch out the unwary, particularly in wet conditions, but I don’t think it’s going to make a huge difference. The public won’t be able to point a finger at the sport and say “that’s a result of the new electronic systems”. But the introduction of standardised electronics was not about trying to alter the spectacle; it was about levelling the regulatory playing field and containing costs. Overall I don’t think the spectacle of Formula 1 will change as a result.

The competition among the teams is close this year. How do you see the pecking order at the moment?
All we can go on is what we have seen in winter testing, and so we are fairly sure that Ferrari are the frontrunners with McLaren probably a little bit behind them. After that there seems to be a gaggle of teams that are all very close to each another, possibly slightly behind McLaren or maybe just with them. So it’s very difficult to call where we think we will finish in Melbourne, but we do go there with high expectations.


Melbourne: Tech File

Melbourne’s Albert Park is a stop-start mixture of temporary street course and a purpose-built track. This means the circuit includes an interesting variety of corners with unusual geometry and constantly evolving track surface. A relatively featureless circuit, it is often described as having a ‘point and squirt’ layout that provides a difficult technical challenge with a number of heavy braking zones and range of tricky low-speed corners.

Aerodynamics
Melbourne is on a par with the aerodynamic demands of Silverstone or Sepang and therefore requires a medium to high downforce set-up. There are a few critical high-speed corners but nothing especially demanding. The high downforce set-up helps the drivers get good traction out of the slower corners, which is important for carrying good exit speed onto the straights.

Suspension
Melbourne has a number of chicanes where a responsive car with a good change of direction is critical, nowhere more so than in the high-speed challenge of turns 11 and 12. The suspension therefore has to be relatively stiff to achieve this, but at the same time the car needs to be soft enough to use the curbs and have good stability under braking. An optimum set-up therefore demands a compromise, dovetailing hard and soft settings accordingly.

Brakes
Albert Park is one of the most demanding circuits on brakes with six major braking zones demanding stops from over 300 kph. It is not the severity of the braking, but the frequency that makes an efficient brake cooling solution a constant concern during the race. The track surface can be bumpy in the braking zones, but nothing too significant and a soft enough car should be able to ride the bumps without locking up under braking. Braking is complicated further this year by the absence of driver aids, namely the sophisticated engine braking systems that have been outlawed with the adoption of standardised electronics.

Tyres
The temporary nature of the circuit means the track is ‘green’ and dusty for the first day of running and gradually evolves during the weekend as rubber is laid down on the racing line. Tyre demands therefore vary significantly across the weekend with the drivers trying to avoid too much graining during the early sessions when the grip levels are lowest. The team will use the medium and soft option tyres this weekend, as was the case for last year’s race, so there are unlikely to be any surprises.

Engine Performance
Melbourne offers a good test for engines with the latest generation V8s operating at full throttle for 66% of the lap. However, the secret of a good lap time depends not on peak power, but on good torque to help launch the car out of the slow corners that connect the succession of straights. This is particularly true of turns 14, 15 and 16, which are all low-speed corners where the car tends to understeer making it difficult to get on the power early. A well balanced car with good torque will therefore find time in this last sequence of corners. Engines must still last for two consecutive races, but engine use remains unrestricted during the Friday practice sessions.

Strategy
Melbourne has traditionally been a two-stop race and is likely to remain so this year. The main strategic change for 2008 prevents the top ten cars refuelling after the third part of qualifying (Q3). This is designed to remove the unnecessary fuel-burn phase of qualifying and is likely to see the front running teams running shorter first stints in the race. But those teams in the lower reaches of the top ten will need to be wary of the threat from eleventh place onwards, where no fuel restrictions apply, allowing the second half of the grid to choose their optimum fuel load.

Pat Symonds Corner Analysis: Turns 11 and 12

Melbourne is a challenging circuit in that most of the sixteen corners are really quite different. Each one presents a different sort of challenge, but it is the fast fourth gear open chicane that forms Turns 11 and 12 which is the most demanding of them all.

From the perspective of overall lap time, T11 and T12 are not the most important corners on the lap, but they are still significant and it is perhaps more true to say that while you cannot make up a huge amount of time in this sequence, it is extremely easy to make a mistake that will cost a lot.

The drivers approach T11 at over 300 kph, with their line of sight on the approach ‘tunnelled’ by concrete walls. It is not until the driver is on top of T11 that the approach to T12 becomes visible. Braking for T11 is not particularly hard, as the driver only needs to lose around 85 kph to get on line for the apex of T11. He hits the brakes relatively lightly, slowing progressively so as not to upset the car’s balance on corner entry. In this time (around ¾ of a second) he also completes two downshifts.

Having hit the apex, he opens the throttle very progressively, reaching full throttle for just a couple of tenths before lifting to part throttle for T12. There is always the tendency for a little oversteer in the middle of T12, and it is often necessary to adjust the car again before accelerating out of the turn.

Of the two corners, the second part is obviously more important, but a mistake in either corner will penalise straightline speed on the long run to T13…and possible cost a position in race conditions. Therefore, it is important to keep T11 extremely tidy, so that the driver is not off-line and can drive as straight a line as possible from the apex of T11 to the turn-in of T12.

Although the corners look quite open from the outside, and may seem relatively undramatic, it should be remembered that as the apex speeds are between 210 and 220 kph, the car is achieving over 4g lateral acceleration owing to the high levels of downforce available at these speeds.

Renault at the Australian Grand Prix

The Australian Grand Prix did not become part of the Formula 1 World Championship until 1985, when the honour of hosting the first F1 race ‘Down Under’ went to the city of Adelaide. It was there that F1 made its Australian ‘home’ for the next ten years, with the race enjoying a traditional end-of-season date until 1995.

During this time Renault powered cars excelled on the demanding street course. Ayrton Senna set the standard by taking pole position for the inaugural Australian Grand Prix in 1985 at the wheel of his Lotus-Renault, while in the race Renault-powered cars remained at the sharp end, coming home in second, third and fourth places respectively.

Four years later, and with Renault V10 engines now powering the Williams team, Thierry Boutsen swept to victory in the 1989 Australian Grand Prix, securing Renault’s first victory in Australia, backed up by teammate Riccardo Patrese in third.

The partnership with Williams saw the Williams-Renault package emerge as the dominant force in the early 1990s, but further success on the streets of Adelaide evaded the team until 1994 when Nigel Mansell returned to Williams-Renault to support their world title assault. Mansell took his final F1 victory and confirmed Williams-Renault as the 1994 world champions.

The following year fellow Englishman Damon Hill added another Williams-Renault victory to the list with one of the most commanding victories in the history of the Australian Grand Prix – two laps clear of the rest of the field.

By 1996 the location of the race had shifted to Melbourne, this time as the season opener. The Williams-Renault alliance was still demonstrating its technical prowess, allowing Damon Hill to claim victory on the streets of Melbourne ahead of rookie teammate Jacques Villeneuve.

Since returning to the sport as a constructor in 2002, Renault has found just as much success in Australia. A 2004 podium for Fernando Alonso confirmed the team’s progress, and by 2005 Renault had emerged as the team to beat. The team began its title assault in style with Giancarlo Fisichella taking pole and his first victory for the team in Melbourne, with Fernando Alonso confirming the potential of Renault in third.

The team retained its competitive advantage for 2006 as Fernando Alonso took his victory in Australia to lay the foundations for his and the team’s consecutive world titles.

The team suffered a ‘reality check’ last year and could not repeat its feats of the previous couple of years. Heikki Kovalainen moved up to the race team to partner Giancarlo Fisichella and endured an eventful baptism, eventually finishing tenth, while his Italian teammate drove an assured race to fifth. After a disappointing year, the team arrives in Melbourne determined to bounce back and strengthen Renault’s legacy ‘Down Under’.


Over at Red Bull Racing

Fabrice Lom, the man in charge of maximising the RS27 engine with Red Bull Racing, reflects on winter testing and gives his views on the season ahead…

Fabrice, how did winter testing go for Red Bull Racing?
I think that it went well. We already know the team well as we have been with them for a year and we know their way of working. The first discussions relating to the RB4 project took place well in advance, with the result being a better integration of the engine. Our main preoccupation resulting from 2007 was to improve the level of reliability with the package and our advice has been taken into account during the conception of the new car. The result seems to be a car that is intrinsically more reliable. This winter we have therefore done well and we have covered many kilometres, and I believe we have made good progress.

What have been the main tasks this winter?
As with all the teams, the adoption of the new electronic regulations has kept us busy. We had initially worked on an adapted RB3 to run a car with the new electronics as we wanted to get used to the new settings and adapt to the new way of thinking. This first step went well, and the drivers quickly wanted to start working on the development of the new car. We have made good progress, but we are still far away from where we would wish to be.

In what state of mind do you approach the first race of the season?
I feel that our package this season is a step forward. In 2007 we worked hard but the team was still young and our hopes were simply to be able to finish races. For this season, not finishing would be a real disappointment because we have other ambitions. But it is hard to know the relative level of performance of the other teams. What we do know is that the gaps are very small, and we are in for a very competitive year and I think that the battle to reach Q3 will be intense. We now have to wait for the first race in Melbourne to have a better idea of the main forces in the championship. In any case, we will try our best.


ING Renault F1 Team in numbers

30 – It’s the number of tonnes of equipment sent to each Grand Prix. For Australia this has been transported by sea and by plane.


The key dates for the ING Renault F1 Team

22-23 March Malaysian Grand Prix – Sepang, Malaysia
5-6 April Bahrain Grand Prix – Sakhir, Bahrain
14-16 April Testing – Barcelona, Spain
26-27 April Spanish Grand Prix – Barcelona, Spain
10-11 May Turkish Grand Prix – Istanbul, Turkey
17-18 May ING Renault F1 Team Roadshow – Marseille, France

You rejoined the team in January to prepare for the 2008 season. How did you find your first few weeks of work with the team?
They have been very busy! All has gone well in terms of my arrival and it felt a bit like coming home. I already know everybody; I know the way the team works and I was able to start working well with the team immediately, right from the first test. As with any new car we worked hard on the reliability and then started working on the development towards the end of February with the arrival of the latest parts. I did nearly fifteen days of testing between January and February so that I could arrive in Australia as ready as I can be for the new season.

Do you think that the team has succeeded in overcoming the problems of 2007 and will you be ready to fight at the front of the field at the beginning of the season?
The team was far behind in 2007 and it would have been impossible to overcome that gap this winter. The other teams have also progressed and so it will certainly take a little time to reach a higher level, but I am convinced that we have the potential to get there. The team has shown in the past that they know how to produce a winning car; we just need to continue our efforts and to make sure we don’t lose ground.

After winter testing, which teams do you expect to be strongest at the start of the championship?
It’s difficult to say with certainty before the first session in Melbourne. All the teams have worked on different programmes during winter testing and so we cannot really predict how things will be. I think that Ferrari will be the team to beat during the first few races – they were strong during 2007 and seem to have performed well over the winter. The first race will be the first real chance to see how the teams compare with each other, and we will then have a better idea of our competitiveness.

Do you expect a difficult first race in Albert Park?
The first race will not be easy, but I am looking forward to it and the beginning of the championship. Many challenges await the ING Renault F1 Team, but we have worked hard these last few months and it is now time for the racing to begin. I know that a win or a podium in Australia will be difficult, but you never know what can happen during the race. It may rain; the race may take place on a drying track and you can have the chance to spring a surprise. If an opportunity presents itself, I am ready to seize it.

Nelson, you are only a few days away from you first race in Formula 1. What is your state of mind at the moment?
These last few weeks have been busy with testing and I have been concentrating on my work and preparation so that I am ready for Melbourne. But I still don’t feel like a race driver yet because I have only been doing testing, just like I was last year as the third driver for the ING Renault F1 Team. I think that when I arrive at the track and start working with my engineers I will begin to realise what I am about to do.

You have covered a lot of laps this winter. How did it feel to get behind the wheel of the R28?
Yes, I have done lots of running this winter, which was essential for my physical and technical preparation. I feel I have progressed a lot during testing and I feel at ease in the R28. We still need to work hard to improve our performance, but the whole team is determined, and there is a good feeling in the team. Everyone is giving their maximum to take the team forwards and I am doing the same.

What are you expecting from your first Grand Prix?
It is a new circuit for me and I hope that I can find my feet quickly. I feel I have done everything in order to be ready, but the only way to get fully prepared is to do laps on the circuit. Only then can you really have an idea of the layout of the track, how to use the cubs and the best lines. I need to work well with my engineers to set up my car and then I need to get the best of it. I’m very competitive and I would like to score points in my first race, but I recognise that these things can take time. Above all, I want to approach this first race calmly, one step at a time.

You completed numerous race simulations as part of your preparation during the last test. Do you feel you are ready to contest a race?
I had the opportunity to do many laps this winter, so today I am physically prepared, although I have my doubts as to whether the Malaysian Grand Prix will be as easy! As a team we have gone through the different procedures that I will have to deal with during races, because racing is different to testing and I know that I will face new pressures. I think that I am ready, and above all I am looking forward to the start of the season. I have worked all my life to get here, and it is a great feeling to be starting my first race in Melbourne. I’m conscious that I have a lot to prove this year, but I’m determined to do my best.