88GreenVN
Next Exit Left
- Joined
- Jun 12, 2006
- Messages
- 6,795
- Reaction score
- 136
- Points
- 63
- Age
- 60
- Location
- Surprise, Arizona
- Members Ride
- Dodge Ram Van 1500 5.2 V8
Here here ^^^ what pub said
Welcome to Just Commodores, a site specifically designed for all people who share the same passion as yourself.
Mark Webber
- Thread starter Immortality
- Start date
- Joined
- Apr 15, 2006
- Messages
- 22,593
- Reaction score
- 20,386
- Points
- 113
- Location
- Sth Auck, NZ
- Members Ride
- HSV VS Senator, VX Calais II L67
Pub, mate. well said. he got where he got completely on his own driving merits this time round. (some good grammer there ehh)
gslrallysport
Active Member
- Joined
- Jul 12, 2006
- Messages
- 2,207
- Reaction score
- 19
- Points
- 38
- Location
- Brisbane
- Members Ride
- VZ AWD One Tonner
Pub's on the money! 
Anyone who knocks Webber on merit is just jealous... I actually think he drove a better race than Vetel given the spray he had to deal with, and multiple overtaking moves he did without drama.
Yes, I know Vetel was also behind some spray for some points in the race, but he didn't need to overtake anywhere near as much because he was so far clear in front, and most of the time just sat behind till the car in front pitted.
When they were both in the clear, they were trading times, but for me Webber cool head behind other cars, and well executed overtaking moves when he had to has him winner for me in that race.
On the flip side Vetel only got himself into that clear air position because of what is probably the best qualifying performance of all time (big call I know!).
In an F1 era when 2 secs is covering the whole field, and pole is decided by hundredths, he came out in both Q2 and Q3 with only 1 lap to perform in each, and both times put in a perfect lap, the second time to take pole. That's shear class...
Anyone who knocks Webber on merit is just jealous... I actually think he drove a better race than Vetel given the spray he had to deal with, and multiple overtaking moves he did without drama.
Yes, I know Vetel was also behind some spray for some points in the race, but he didn't need to overtake anywhere near as much because he was so far clear in front, and most of the time just sat behind till the car in front pitted.
When they were both in the clear, they were trading times, but for me Webber cool head behind other cars, and well executed overtaking moves when he had to has him winner for me in that race.
On the flip side Vetel only got himself into that clear air position because of what is probably the best qualifying performance of all time (big call I know!).
In an F1 era when 2 secs is covering the whole field, and pole is decided by hundredths, he came out in both Q2 and Q3 with only 1 lap to perform in each, and both times put in a perfect lap, the second time to take pole. That's shear class...
88GreenVN
Next Exit Left
- Joined
- Jun 12, 2006
- Messages
- 6,795
- Reaction score
- 136
- Points
- 63
- Age
- 60
- Location
- Surprise, Arizona
- Members Ride
- Dodge Ram Van 1500 5.2 V8
I think Vettel is the first team mate Mark Webber has had that can push him in all aspects of driving the F1 car. And it looks like the Red Bull is a fast car this year with Adrian Newie (spelling) in the design seat. The real jugement will be around mid year when Mark's leg is fully recovered.
fabz
I Can Do Science Me
- Joined
- Jul 10, 2005
- Messages
- 912
- Reaction score
- 10
- Points
- 0
- Age
- 41
- Location
- In My Car!!
- Members Ride
- Blown V6 VT commodore 5 speed
All through that race all i could think was "i wonder when webbers car will break down" haha but it didnt! So good on Webber and vettel, awesome driving and looks like its all coming together finally. Vettel had a massive lead and still kept pushing, to me thats what a real race car driver should be!
88GreenVN
Next Exit Left
- Joined
- Jun 12, 2006
- Messages
- 6,795
- Reaction score
- 136
- Points
- 63
- Age
- 60
- Location
- Surprise, Arizona
- Members Ride
- Dodge Ram Van 1500 5.2 V8
The post race interview Vettel said he had a few moments in the last few laps and had to work hard to focus on 1 corner at a time. So easy to stack it like Sutil did with 5 laps to go.
This is shaping to be the best F1 season in a long time - things have really been mixed up.
- Joined
- Apr 15, 2006
- Messages
- 22,593
- Reaction score
- 20,386
- Points
- 113
- Location
- Sth Auck, NZ
- Members Ride
- HSV VS Senator, VX Calais II L67
too true, should get real interesting when the likes of Merc and Ferrari finish playing catch-up
88GreenVN
Next Exit Left
- Joined
- Jun 12, 2006
- Messages
- 6,795
- Reaction score
- 136
- Points
- 63
- Age
- 60
- Location
- Surprise, Arizona
- Members Ride
- Dodge Ram Van 1500 5.2 V8
BAHRAIN GRAND PRIXVIEW
21 April 2009 | 11:24pm
Tuesday, 21 April 2009
A couple of days after our one-two finish in China, we quizzed Red Bull Racing's chief technical officer, Adrian Newey on the significance of this maiden victory.
Adrian, a couple of days later, how does it feel?
AN: Waking up on a Monday morning with a one-two always puts a smile on your face.
The result is a great confidence boost for everyone at the factory - knowing we can put a
car on the grid that can finish first and second, and do so from the front, not inheriting the
result because of others having problems. It really is a great reward for all the hard work
put in, not just by ourselves, but also by Renault and all our other technical partners.
Where did you watch the race?
AN: I watched it in my kitchen at home, part of the time with my wife Marigold. But she
found it too stressful watching with me and went off to another room, later my daughter
joined me. Within a few minutes of the finish our neighbours came round and, despite the
early hour, we had a celebratory drink. It would have been nice to have been in China, but I'm just very pleased for everyone that we got the result we deserved.
With technical problems earlier in the weekend, were you worried the cars might not
get to the flag?
AN: We were reasonably confident that we'd fixed what appeared to be a problem with a
batch of drive shaft parts. But, you cannot take reliability for granted, so the last half hour
of the race seemed to last forever!
How has the RB5 evolved since the start of the season?
AN: We had an aero-update, consisting of a new diffuser and modified front wing for the
final pre-Melbourne test, which brought a reasonable step in performance. Then, for China we had further new parts that brought a small performance gain. In dry qualifying, we were behind the Brawns in Melbourne and Malaysia, but much closer in China, looking at fuel-corrected lap times. Our set-up in China was pretty similar to that in Malaysia, so the rest of the performance might be circuit specific, when you are looking at gaps of just a few tenths, as has been the case between McLaren and Ferrari for example in past years.
The China result came without a double-diffuser, so is this issue less important than people think?
AN: There is no doubt that a double-diffuser does give performance. How much performance depends on how you interpret the regulations and how you adapt it to suit
your own car, so that some teams will get more out of it than others. It is worth doing for
everyone on the grid. Our challenge is to adapt one to work on our car.
When will the RB5 appear with a double diffuser?
AN: As has been speculated, given the design of RB5, it's not the easiest task getting it to
fit the car and while we work on this one item, we also need to keep working on the general development of the car, to ensure we don't fall behind in other areas. The unique
feature of the Red Bull cars is the pullrod rear suspension, which is a good solution when
you don't have a double-diffuser. But getting it to work with the diffuser will be more difficult. We won't have a double-diffuser before Monaco.
Looking at the first three races, what has struck you about them?
AN: The most obvious change is just how different the grid order is compared to the last few seasons. The big teams like Ferrari, BMW and McLaren are currently on the back foot, but they won't stay there of course. I think that's refreshing and healthy for Formula One. It creates more interest, seeing different teams and drivers at the front.
If this weekend in Bahrain is completely dry, can we expect to see the current series
leaders back out in front?
AN: It's difficult to know, as circuit specific advantages come into play. From our point of view, we don't really know yet what the different strengths and weaknesses of our own car are, compared to those of our competitors at individual tracks.
You mentioned the big teams will fight back. With their greater resources, do you expect them to come steaming past you?
AN: I hope not! With a big regulation change like this, it is an opportunity for teams that have fewer resources, but are intelligent in the way they think about the implication of the
regulations and how to implement them, to come up with clever design and a good car. When the regulations are stable for a while then teams with more resources have a greater ability to evaluate more options and so have an advantage. That's not to say a smaller team couldn't keep its advantage and rules for the future are aimed at restricting development still further in order to reduce the 'arms race' that has characterised F1 over the past few years.
How does this win compare to other significant victories in your career?
AN: The first point to make is that this is not our first win, Red Bull Technology had a winning car design last year, operated very well by Scuderia Toro Rosso to win in Monza. Emotionally, for everyone here in Milton Keynes, it's been extremely pleasing. I was already very excited and happy after Monza last year and this one in China was special because we managed to get a one-two finish and do pretty much the same in qualifying. The other element that makes this win special is that there's been a big regulation change and we have shown that, as a team we have understood that set of rule changes, producing a car that is reasonably well adapted to them right from the start. It makes it extremely satisfying because, with the new rules, we have been working on our own as a group for almost nine months, without really knowing what other teams are doing and not knowing where your product is going to rate when compared to them, as all the reference points and base lines have changed.
But now you have to rethink the design of RB5 to take into account the Paris decision
about the diffuser. Do you feel it's a shame you have to take a metaphorical hacksaw to
your original concept for the car?
AN: It will certainly involve a lot of work! The challenge now is to try and integrate the new diffuser into the rest of the car. But I don't regard it as a shame, I see it as another challenge. Unfortunately, it will involve some more late nights! That's Formula One: you can't afford to sit around and feel sorry for yourself, you just have to get on with it
21 April 2009 | 11:24pm
Tuesday, 21 April 2009
A couple of days after our one-two finish in China, we quizzed Red Bull Racing's chief technical officer, Adrian Newey on the significance of this maiden victory.
Adrian, a couple of days later, how does it feel?
AN: Waking up on a Monday morning with a one-two always puts a smile on your face.
The result is a great confidence boost for everyone at the factory - knowing we can put a
car on the grid that can finish first and second, and do so from the front, not inheriting the
result because of others having problems. It really is a great reward for all the hard work
put in, not just by ourselves, but also by Renault and all our other technical partners.
Where did you watch the race?
AN: I watched it in my kitchen at home, part of the time with my wife Marigold. But she
found it too stressful watching with me and went off to another room, later my daughter
joined me. Within a few minutes of the finish our neighbours came round and, despite the
early hour, we had a celebratory drink. It would have been nice to have been in China, but I'm just very pleased for everyone that we got the result we deserved.
With technical problems earlier in the weekend, were you worried the cars might not
get to the flag?
AN: We were reasonably confident that we'd fixed what appeared to be a problem with a
batch of drive shaft parts. But, you cannot take reliability for granted, so the last half hour
of the race seemed to last forever!
How has the RB5 evolved since the start of the season?
AN: We had an aero-update, consisting of a new diffuser and modified front wing for the
final pre-Melbourne test, which brought a reasonable step in performance. Then, for China we had further new parts that brought a small performance gain. In dry qualifying, we were behind the Brawns in Melbourne and Malaysia, but much closer in China, looking at fuel-corrected lap times. Our set-up in China was pretty similar to that in Malaysia, so the rest of the performance might be circuit specific, when you are looking at gaps of just a few tenths, as has been the case between McLaren and Ferrari for example in past years.
The China result came without a double-diffuser, so is this issue less important than people think?
AN: There is no doubt that a double-diffuser does give performance. How much performance depends on how you interpret the regulations and how you adapt it to suit
your own car, so that some teams will get more out of it than others. It is worth doing for
everyone on the grid. Our challenge is to adapt one to work on our car.
When will the RB5 appear with a double diffuser?
AN: As has been speculated, given the design of RB5, it's not the easiest task getting it to
fit the car and while we work on this one item, we also need to keep working on the general development of the car, to ensure we don't fall behind in other areas. The unique
feature of the Red Bull cars is the pullrod rear suspension, which is a good solution when
you don't have a double-diffuser. But getting it to work with the diffuser will be more difficult. We won't have a double-diffuser before Monaco.
Looking at the first three races, what has struck you about them?
AN: The most obvious change is just how different the grid order is compared to the last few seasons. The big teams like Ferrari, BMW and McLaren are currently on the back foot, but they won't stay there of course. I think that's refreshing and healthy for Formula One. It creates more interest, seeing different teams and drivers at the front.
If this weekend in Bahrain is completely dry, can we expect to see the current series
leaders back out in front?
AN: It's difficult to know, as circuit specific advantages come into play. From our point of view, we don't really know yet what the different strengths and weaknesses of our own car are, compared to those of our competitors at individual tracks.
You mentioned the big teams will fight back. With their greater resources, do you expect them to come steaming past you?
AN: I hope not! With a big regulation change like this, it is an opportunity for teams that have fewer resources, but are intelligent in the way they think about the implication of the
regulations and how to implement them, to come up with clever design and a good car. When the regulations are stable for a while then teams with more resources have a greater ability to evaluate more options and so have an advantage. That's not to say a smaller team couldn't keep its advantage and rules for the future are aimed at restricting development still further in order to reduce the 'arms race' that has characterised F1 over the past few years.
How does this win compare to other significant victories in your career?
AN: The first point to make is that this is not our first win, Red Bull Technology had a winning car design last year, operated very well by Scuderia Toro Rosso to win in Monza. Emotionally, for everyone here in Milton Keynes, it's been extremely pleasing. I was already very excited and happy after Monza last year and this one in China was special because we managed to get a one-two finish and do pretty much the same in qualifying. The other element that makes this win special is that there's been a big regulation change and we have shown that, as a team we have understood that set of rule changes, producing a car that is reasonably well adapted to them right from the start. It makes it extremely satisfying because, with the new rules, we have been working on our own as a group for almost nine months, without really knowing what other teams are doing and not knowing where your product is going to rate when compared to them, as all the reference points and base lines have changed.
But now you have to rethink the design of RB5 to take into account the Paris decision
about the diffuser. Do you feel it's a shame you have to take a metaphorical hacksaw to
your original concept for the car?
AN: It will certainly involve a lot of work! The challenge now is to try and integrate the new diffuser into the rest of the car. But I don't regard it as a shame, I see it as another challenge. Unfortunately, it will involve some more late nights! That's Formula One: you can't afford to sit around and feel sorry for yourself, you just have to get on with it