Force India deputy boss Bob Fernley has dismissed reports the Silverstone based team could pull out of the controversial Bahrain grand prix.

Two members of the team were allowed to return to Europe this week following a Molotov cocktail attack en route from the Sakhir circuit to the hotel.

There were high-level meetings involving Force India on Thursday, sparking speculation the entire team could follow its frightened members back to the UK.

But Fernley, admitting that security has been ramped up after the incident, is quoted by Express newspaper: “We are definitely taking part, that is decided.”

Bahrain’s information affairs authority also released a statement featuring quotes by Bernie Ecclestone.

“I have no knowledge of any teams planning to withdraw from the race and we are all looking forward to racing in Bahrain,” the F1 chief executive said.

According to Telegraph correspondent Tom Cary, however, another incident like the one involving Force India this week could force F1 to change its decision to go ahead with the race.

“If that happened again and someone was injured then that’s the nightmare scenario for organisers as it might push the teams over the edge,” he said.

Many drivers, like Kimi Raikkonen, have said the situation is normal this weekend in Bahrain, but Cary does not agree.

“Normally there would be PR events in town, you know, ‘meet the fans’ and that sort of thing but certainly as far as I’m aware there aren’t any of those happening,” he said.

World champion Sebastian Vettel said he will be happy when track action begins on Friday.

“I think it’s not a big problem,” the German said when asked about the security situation this weekend, “and I’m happy once we start testing tomorrow because then we worry about the stuff that really matters — tyre temperatures, cars.”

Earlier, Vitaly Petrov’s manager indicated the Russian would only travel to Bahrain if F1 could guarantee his safety.

“If it was dangerous they wouldn’t let us in,” the Caterham driver told The National in Bahrain.

“If they make sure nothing gets thrown onto that track to hurt us, then we’ll be fine. We are here; if it happens, it happens,” added Petrov.

In fact, almost everyone in Bahrain has been reluctant to comment in detail, but there is an obvious feeling of unease.

Peter Sauber told Blick newspaper: “I feel like a guest, and so it is not polite to criticise your host.”

But 1996 world champion Damon Hill allowed himself some criticism of F1, including the sport’s most powerful figures, Bernie Ecclestone and Jean Todt.

He pointed out that FIA president Todt has said “next to nothing” about the Bahrain saga.

“This I find baffling,” Hill wrote in the Guardian. “Surely it is possible to condemn acts of inhumanity without taking a side?”

As for F1 chief executive Ecclestone, who has consistently trivialised the Bahrain issue, Hill noted that “few” in the paddock “dare to publicly disagree” with the imperious 81-year-old.

“Perhaps we should (criticise him), instead of just muttering under our breath, scared of losing our passes,” said Hill.

Hermann Tilke, the German architect who designed the Sakhir circuit, sees the entire saga as a storm in a teacup.

“It is safe in Bahrain,” Tilke, whose company has an office there, told the Kolner Express newspaper. “I’ve never heard about any problems from our people.

“Of course there is some unrest, but it is protests, not civil war. As Bernie Ecclestone has said, we do sports, not politics,” he insisted.

“And if they demonstrate peacefully now, the media will report on it, so both sides benefit.”

After months of evaluations and negotiations in which diverse options have been assessed, Spanish team HRT has finally opted for the facilities of the Complejo Deportivo Madrid Caja Mágica to locate its permanent headquarters.

The team will occupy part of the Caja Mágica facilities and will coexist with the Masters 1000 Madrid Open. HRT F1 Team will be specifically situated in the Indoor Sur and Indoor Central buildings, occupying a total surface of 11,000m2.

In only seven months, the new directors have carried out a restructuring process with the objective of providing the team with stability and viability, besides having a new identity. To reach these targets, a lot of hard work has been focused on three fronts in these last three months: the new car, the renewed operational and technical team and a permanent headquarters which, besides from uniting the whole team in a workspace with F1 standards, will contribute an added value to the team.

With the signing of Pedro de la Rosa this past October a long desired objective was accomplished, which was none other than to incorporate a Spanish driver. The recent addition of Narain Karthikeyan completes a driver line-up packed with experience, which is of great value in this new chapter for the team.

The renewal of the technical team started once the 2011 season was over and the new team members have been working ever since at the temporary logistical base in Paterna, Valencia, until the definitive relocation to the permanent headquarters is carried out. The chosen venue had to meet very specific and ambitious requirements.

And the Complejo Deportivo Madrid Caja Mágica meets the requirements that HRT Formula 1 Team considers indispensable for this new chapter. It is a versatile and sustainable space that will take in the different departments that make up the team besides being an area open to fans, sponsors, suppliers and collaborators.

Remodeling and adaptation of the space will begin immediately and it is calculated that in under a month the first workers will be able to move in. The technical and operational sectors of the team won’t do so until Formula 1 returns to Europe but the headquarters is expected to be fully operational for May. The Technical Design Office is anticipated to move in progressively as of early June, thus completing a programme which is calculated to generate more than a hundred jobs with different degrees of specialization.

The headquarters won’t only be a technological and R&D centre, but also a way of getting closer to the public, sponsors, suppliers and collaborators with accessible areas such as a future museum, guided tours or a conference area, whilst also becoming a formation centre.

Electric mobility and sustainability are fundamental aspects for HRT and something it shares with the Complejo Deportivo Caja Mágica. The team is a pioneer in the Formula 1 world after integrating alternative energies to petrol in its mobility plan and using electric bicycles to move around both at Grands Prix and away from them.

The Complejo Deportivo Madrid Caja Mágica is a multifunctional centre designed by the architect Dominique Perrault. It is located in the Parque Lineal del Manzanares, in a space of 17 hectares which includes large garden areas. The design and distribution of this space enables the celebration of all kinds of events, not only sporting ones, such as presentations, spectacles and conventions.

Saúl Ruiz de Marcos, HRT F1 Team CEO: “For us it is fundamental to have a headquarters that, apart from uniting the team and ending with the dispersion, is beneficial from a logistical and industrial point of view. But that also enables us to maintain a closer relationship with our fans, suppliers and sponsors. Madrid and the Caja Mágica facilities fit perfectly with the standards we were looking for. In the last few months we have assessed different options, looked at their pros and cons, and we feel that the decision to establish our permanent headquarters in Madrid was the best one. I want to thank Madrid Espacios y Congresos for the interest they have shown in this going ahead and I’m sure that this relationship will be very beneficial for everyone”.

Luis Pérez-Sala, Team Principal of HRT F1 Team: “We’ve been working hard for months and establishing our permanent headquarters was very important. Finding a space in which we could all work together was vital, in order to optimize work and generate a good team feeling, a sense of belonging. When the adaptation of the facilities is completed and every department starts working under the same roof in a few months, we will only have one step left to take, which is to have the design department in Madrid too. All this implies not only becoming a place to feel identified with and carry out activities for the team, its sponsors, suppliers and fans, but also an important reference in technology and R&D in the centre of Madrid”.

There remains a chance Imola might return to the formula one calendar. The famous Italian circuit last hosted the San Marino grand prix in 2006, when delayed renovations and an increase in the race sanctioning fee moved Bernie Ecclestone to admit: “I’m sorry, but we have lost Imola.” Since then, there have been changes, including the complete rebuild of the pits, pitlane and paddock overseen by F1 track architect Hermann Tilke. But Imola, officially called the Autodromo Enzo e Dino Ferrari, was granted a 1T rating, making it usable by formula one only for testing. It now emerges, however, that the track has received the top ’1′ FIA homologation rating after a recent inspection by Charlie Whiting. “We are proud of the objective reached,” said circuit chief Walter Sciacca, “which is a clear sign that we are working in the right direction. “With this approval we are in a position to once again host a formula one grand prix. So we don’t limit ourselves; if we experience the right economic conditions, we are ready to face any challenge.”

Help from Germany ensured that Korea’s new F1 circuit is able to host its inaugural grand prix this weekend.

That is the claim of Hermann Tilke, the architect of the circuit but retained only as an ‘advisor’ to the actual construction of the venue in Yeongam.

When it became clear that the Koreans were struggling to complete the facility, Tilke stepped in, reportedly providing workers and machinery, primarily to get the track surface in racing condition.

“In the end we sent workers over from Germany, otherwise it probably wouldn’t have worked,” he is quoted by Auto Bild Motorsport.

Tilke insists that fears the track surface will break up this weekend are unfounded.

“We have used a special formula — one that dries quickly and is ready immediately,” said the German, who said the only problem encountered by the drivers will be low levels of initial grip due to the bitumen sitting above the asphalt.

But Tilke admitted that, earlier, he did have “some doubts” that the circuit would be ready, according to France’s L’Equipe.

“It was necessary to analyse the problems and find solutions,” he said.  “We (Tilke GmbH) helped, but the construction companies in Korea worked hard.

“Overall, everything should be fine, but there might be some shortcomings here and there.”

Indeed, on Thursday as the F1 paddock filled up, many of the sport’s travellers moaned about plumbing and late media shuttles to the circuit, whilst highlighting the circuit’s imperfections.

“F1 has raced in a parking lot in Las Vegas, a desert in Bahrain and a swamp in Shanghai.

“But never on a building site in the middle of nowhere,” said Bild newspaper, as 1500 Korean soldiers hurriedly screwed in seats in the grandstands whilst workers painted dirt track verges green.

“We can hardly expect to be perfect from the outset,” said an event spokesman.

The good news is that organisers are expecting a healthy crowd – perhaps 90,000 on Sunday – for the track action, although it is understood this number of tickets has not yet been sold.

“We don’t expect too much on our first attempt at this event,” acknowledged the spokesman.  “We hope interest in F1 (in Korea) will increase after this.”

Hermann Tilke on Wednesday sounded confident the newly laid track surface at Yeongam will survive this weekend’s inaugural Korean grand prix.

With the top layer so recently laid and oils still seeping to the surface, it is feared this event could be a repeat of Spa in 1985, when the F1 cars had to go home because the track broke up.

But Tilke, the architect who designed the 5.6km layout, said he is not worried about the strength of the surface.

Instead, he predicted it will be a challenge for the drivers.

“It will probably have little grip in the beginning.  But they are the best drivers in the world and must cope with it,” the German, whose company provided machinery and expertise for the laying of the asphalt, told DPA news agency.

“It will be very slippery in the beginning.  But the track will become faster by the seconds until Sunday,” he added.

Also sounding bullish on Wednesday was McLaren’s chief engineer Phil Prew, who had worried about the state of the brand new asphalt before arriving in Korea.

“I walked the circuit this morning and the track surface didn’t look too bad,” he told reporters during a teleconference.

“It wasn’t particularly greasy underfoot and it looked – from what you can tell – smooth, well-laid and consistent all the way around,” added Prew.

Hermann Tilke on Sunday backed reports that Korea will be ready to host its inaugural formula one race in October.

Earlier at Spa-Francorchamps, F1 chief executive Bernie Ecclestone played down the rumours about lagging construction at Yeongam, as photos depicting asphalt finally being laid did the rounds in the paddock.

“Korea will be ready,” F1′s regular track architect Tilke is quoted by Williams’ official website.

“I’ve read some negative stories in the press and I can tell you that we’ll be there on 24 October.  The weather has delayed construction a bit, but we’re on schedule to get everything finished on time,” added the German.

“I like it when the walls are close to the track and if you can not afford any mistakes, because that is challenging and makes driving more fun,” said Kubica. “Even in the Macau Formula 3 I especially liked or in Formula 1 Monaco. The only street circuit, which I do not like is Singapore. Why am I not there, the track may, but I can not say for sure.”

The discussion is now about to go in the direction the formula 1, for among the fans, the discontent with Bernie Ecclestone’s house and court architect Hermann Tilke increasing. The German has built in recent years superb facilities such as Shanghai, Abu Dhabi, but is criticized for its routes have no character. Many fans believe that the idea of safety is partly already taken too seriously.

But: “That just is not that,” said Kubica. “I’m a fan of street circuits, but also a fan of security, because I had here a serious accident. It depends on the balance between risk and safety. The formula one has become, thanks to the FIA and thanks to the team much more secure. If I would indeed like this happens an accident ten years ago, today I would not be sitting here, maybe more. ”

In discussion forums time and again the argument that run-off should not be paved, as this driving mistake will be punished only lightly. We used to cut the chicane in from Montreal, was quick views of the front wing off, now it is hardly out of the wind shadow of the man in front. But the tarmac run-off areas have their advantages.
Rosberg against gravel beds

“In turn eight in Istanbul, many people took off,” says Nico Rosberg. ‘If there is a gravel and would have had to close the track standing wall, there would have been serious accidents. The risk is mainly that the car in the gravel into place and somersaults. That would be dangerous, so I think it is a good development, in such a tarmac run-off to have curves. ”

Felipe Massa puts it even more plainly: “Turn Eight in Monaco would not be very nice,” the Ferrari driver. The drivers love the one hand the great challenges such as Spa-Francorchamps Suzuka or most are, but at the same time conscious of the fact that the formula is an extremely dangerous and the security therefore must not be left out of sight. Lewis Hamilton is among those who see the rather loose.

“My intention is only to the asphalt between the white lines,” the McLaren star. “The FIA makes this line around a great job in terms of security, so we need to focus not. The most important thing is how cool the track – and that is between the white lines.” Hamilton also insists that it is “a fine line” between safety and danger aspect.

There were high hopes of a remarkable racing car on January 31^st when the Renault R30 was unveiled, with a front wing that resembles very much the 2009 version, even though Alonso had pinpointed that that was precisely one of the main problems of the 2009 car.

Nevertheless, next day the car that made its debut in the racetrack and the characteristics of the front wing of three stacked elements was totally different.  Specifically, it’s very similar to the one that McLaren has.

The changes made on the R30 are very deep and one has to pay much attention.  The rear wing is also new, with a drop in the middle where the sharp fin gives it the aerodynamic support.

The nose’s cone is absolutely different from the rest of the scuderias, contrary to the 2010 trend which is V shaped.  Even though it is still a bit bulky, it lacks the extra protuberance underneath, with the purpose of gaining more resistance.

The wings are a clear evolution and contrary to the other three cars previously launched by Renault, the R30 has huge sidepod air inlets that extend down to the vehicle’s floor.  Instead of rectangular air inlets (more conventional) they are bigger in the high part than in the low one.

There’s no doubt that the team is quite interested in the temperature, because over the engine’s cover are connected heat stickers.  The engine’s exhaust have been moved towards the back and more to the middle of the car.

Specifications

• Chassis: Molded carbon fiber and aluminum honeycomb composite monocoque, manufactured by the Renault F1 Team and designed for maximum strength with minimum weight. RS27-2010 V8 engine installed as a fully-stressed member.
• Front suspension: Carbon fiber top and bottom wishbones operate an inboard rocker via a pushrod system. This is connected to a torsion bar and damper units which are mounted inside the front of the monocoque. Aluminum uprights and OZ machined magnesium wheels.
• Rear suspension: Carbon fiber top and bottom wishbones with pushrod operated torsion bars and transverse-mounted damper units mounted in the top of the gearbox casing. Aluminum uprights and OZ machined magnesium wheels.
• Transmission: Seven-speed semi-automatic titanium gearbox with reverse gear. “Quickshift” system in operation to maximize speed of gearshifts.
• Fuel system: Kevlar-reinforced rubber fuel cell by ATL.
• Cooling system: Separate oil and water radiators located in the car’s sidepods and cooled using airflow from the car’s forward motion.
• Electrical: MES-Microsoft Standard Electronic Control Unit.
• Braking system: Carbon discs and pads (Hitco); calipers and master cylinders by AP Racing.
• Cockpit: Removable driver’s seat made of anatomically formed carbon composite, with six-point harness seat belt by OMP Racing. Steering wheel integrates gear change and clutch paddles, front flap adjuster.

Car dimensions and weight

• Front track: 1450 mm
• Rear track: 1.400 mm
• Overall length: 5050 mm (250 mm more than R29)
• Overall height: 950 mm
• Overall width: 1800 mm
• Overall weight: 620 kg, with driver and cameras

Engine

• Designation: Renault RS27-2010
• Capacity: 2400 cc
• Architecture: 90° V8
• Weight: 95 kg
• Max rpm: 18.000 rpm
• ECU: McLaren Electronics Standard ECU
• Fuel: TOTAL
• Battery: Renault F1 Team