PRESS CONFERENCE

Kamui, so far this season a couple of good races and a couple not so good. What’s been the difference between them?

Kamui KOBAYASHI: Of course it’s definitely the car. We had quite good performance at the start, quite a good start to the season. Unfortunately, we also some races where the strategy was not really going well. It’s not let’s a bad thing for my season. I had a great start but I think we have to work hard especially on the long runs.

Yesterday, Fernando talked about drivers having more respect for one another. Do you think that’s the case? Should drivers leave more space for each other?

KK: Maybe. I don’t know. It’s always difficult to say.

You’re quite an aggressive overtaker

KK: Yeah, but for me I’m doing something quite normal. It’s not special. I’m just doing my job. Maybe it looks aggressive but I never crash with anyone. I never crash and stop the car. There may be contact but it’s always quite OK. Maybe it looks aggressive but it’s not aggressive in fact.

And of course, you’ve been on the receiving end as we remember from Spa last year.

KK: Spa last year? Where? Ah, with Lewis, you mean? That’s what I mean that was just an accident you know. I didn’t expect both cars to make contact because there was no point. I didn’t expect Lewis to come across and I just stayed on my line. It was just sudden, you know. There was no way to avoid that. That was something special though, it’s not really a racing accident and not aggressive stuff from me, so…

Nico, on paper you’ve been beaten by your team-mate so far this year. How are you feeling about it?

Nico HULKENBERG: Well, the first four races have been quite tough to be honest. I would have liked to take more than two points out of the first four races. We have been quite unfortunate in some races, such as Melbourne, where we had a first-corner incident and there was very little I could do and then a clutch failure issues in Bahrain. These were two races where we potentially could have finished in the points. But I’m looking forward, I’m bedding in well with the team. I think the team is doing a good job in putting everything together and if we get a bit more luck then I think it will be good.

How do you feel about team development? Are the developments coming at a reasonable rate as far as you’re concerned?

NH: Yes, definitely. We bring some new parts, probably like every other team, here and we have to wait and see where the new parts put us but obviously we’re hoping it’s a step forward. I think it is a step forward but just how big a step we’ll see over the next two days.

Pedro, we see a new team that has recently moved to new premises and taken on a lot of new staff. What sort of role do you see yourself playing in the development of Hispania Racing Team?

Pedro DE LA ROSA: As you’ve said, everything is new. We’re establishing ourselves; restructuring the team; we are growing. But really I’m not playing any different role than any other race driver would do. I’m part of the team; I’m a race driver; I’m experienced. If they need my advice on anything, I am there. But I’m not playing any special role other than driving as fast as I can and giving good feedback about the car.

You spent so long at McLaren are you not trying to put some of those influences on the team?

PDLR: Gradually I will. That’s the aim and that’s what I’m here for as well. But so far the team has been extremely busy trying to move into our new premises in Madrid, establish a structure, a ‘basement’ as I say, and after that we will grow gradually and that’s when I think my input will be, if possible, more beneficial. But so far the objective has been clear. We have to establish ourselves, we have to put he ground for building more floors on top of us but so far I’ve been very discreet and not in a very important position.

And where do hope the team will be at the end of the year?

PDLR: I have no idea really. We are improving race by race. We have made the car a lot quicker. Don’t forget at the first grand prix we did not qualify and gradually we have been closing the gap to pole position. That’s what we have to aim for: race by race, closing the gap, making sure that our car is a little bit quicker than it was at the previous grand prix. After that, at the end of the year, we will see. We don’t have to set ourselves any targets other than making the team more competitive race by race.

Kimi, you were plainly a little frustrated that you could have won at Bahrain but didn’t. Is that a true appraisal of your feelings about Bahrain?

Kimi RAIKKONEN: Yeah, I think once you get so close, you’re not happy with second. If you’re 20 seconds behind then it doesn’t really matter but we had a chance but at least for the team it was a good weekend.

You’re a two-time winner here, both from pole position. Do you think a win is possible here? You’ve said you team will be winners at some stage.

KR: Well, the rules are different, so you don’t have to be on pole now to win. We’ll try. I don’t know how it will go. It’s very difficult to say before the weekend starts. The teams are very close. So if everything goes smoothly then we can be up there. But small difficulties in some areas and you’re suddenly much further back. We try to do everything right and then see what happens.

You didn’t test at Mugello as apparently the team hadn’t brought major modification, but for this race have you at least brought modifications that will at least see you maintain where you were at the opening rounds?

KR: We should have some new parts and we’ll see what happens.

Fernando, another winner here in 2006. How did you feel the Ferrari was in testing? Did you feel it was a lot different?

Fernando ALONSO: No, not really. We didn’t have any big improvements in the car, so what we tested were different set-ups and things we missed from winter testing. It’s been quite difficult for us with a lot of problems on the car and not many laps. The Mugello test was to complete what we had left from winter but in terms of improvements, we had minimum changes on the car so it felt the same?

Did that set-up research, as it were, make you feel more comfortable with the car, more competitive?

FA: Well, we’ll see. Obviously we had some ideas in terms of setup and some different possibilities that we were not introducing in the first four races because we didn’t have the opportunity to test them. So, it was good in Mugello: some of them were positive; some of them were negative so it’s good to know. As much information as you have is better preparation for the next grand prix. Obviously we arrive more prepared now than how we arrived in Australia with only three tests in the winter. But to make the car faster I think in terms of setup you cannot find much. If you want to be running at the front it’s more aerodynamic parts and updates in the car. Hopefully they come but we need to wait.

You know this circuit pretty well, you had a very good start to the race last year – do you think we’re going to see more overtaking on the circuit now, what with more KERS and a longer DRS as well?

FA: I think it will be similar to last year, to be honest. I saw some numbers of previous races here. On average like four or five overtaking manoeuvres in the last nine years and last year there were 57 – so it was a big change. The race this year will be similar to last year because of the degradation, the DRS and the KERS. With all the possibilities that we have now, as we had last year, for sure we will see some more overtaking. This changes also a little bit the philosophy of this circuit. As Kimi said, pole position was 60 per cent of the victories, now pole position is obviously the best starting position but it’s not crucial anymore because with this year’s tyres it’s less important.

Sebastian, you broke the mould last year by winning from second on the grid, where you’ve started for the last three years but you won last year from there. This is such a performance track, is this a track where you’re really looking for an indicator for the rest of the first half of the season? If you’re competitive here you will be elsewhere?

Sebastian VETTEL: Well, I think if you are competitive here I think it means that you have been previously. It’s a track that we usually know quite a lot from winter testing, we have some data to compare to, so it’s very familiar. But it doesn’t mean if you are competitive here you are competitive everywhere. Equally, if you are not competitive here it doesn’t mean you will never be competitive. I think it’s similar to other tracks. Really, if you think which sector you’re talking about, which speed range of the cars. I think you have sectors on every track where you could get an indication. As I said, I think it’s the fact that we know a lot about this track, we have a lot of data to compare against, to see if we did a step forward compared to the winter and how big the step was. Surely then you have to consider different temperatures: it’s a different time of year so it’s also difficult to compare black and white – but yeah as a rule of thumb probably this circuit does give you an idea because simply you have all the corners you find somewhere else, you have tight chicanes like in the last sector, hard braking for the hairpin, fast corners like in the first sector. You have a bit of everything.

And yet everyone has been here, everyone knows exactly what sort of setup they would require. Is it perhaps one of the toughest races in that respect?

SV: Yeah it is. But as I said as well, you race here in May, it’s quite different if you look at the temperatures compared to February or March, so yeah, it does have a big change on the setup, so whatever you might have found out over the winter in testing, it might not work in the same way or the same style it did during testing. Also, you need to consider that the cars you launch are quite different to the cars you race at the first race, and then, you know, you race around May or June later in the season. So, yeah, it’s a bit wishy-washy because of that – but overall it’s a track we know fairly well from a driving point of view as we’ve done a lot of laps here. We should know our way around here.

Questions from the floor:

(Alex Popov – RTR TV) Question for Pedro and Fernando, about the Spanish Grand Prix in general because here and there we read about the difficult situation in Valencia, the difficult situation in Barcelona and now we have two grand prix but in the worst situation we will finish with no grand prix at all. Your thoughts about it.

PDLR: I’ve said a lot already since the first time we were told that Spain would have two grands prix, that it was a historical moment and a unique situation and we should be very, very proud of it. I still say the same answer: we still have two grands prix in Spain this year, and we should, all of us, be very proud, very happy and maximise this moment and then wait for the future to tell us what will happen – which is completely out of our hands, you know? This is all I can say. I’m very happy to be here, this is a Spanish Grand Prix, but also a Spanish Grand Prix with a Spanish driver in a Spanish team – so let’s forget about what might happen in the future because, as I said, I have absolutely no control over it.

(Mike Doodson – Honorary) Gentlemen, Michael Schumacher persistently criticises the Pirelli tyres, or at least the policy of Pirelli. To us and the fans it’s clear that Pirelli has been a major ingredient in the improvement of the quality of the racing this year and last year. Do any of you share Michael’s concerns about the tyres or do you think he’s just making excuses for not winning?

FA: I think Seb should answer, being German.

SV: Yeah? I think, y’know, we get a completely different impression inside the car than you might get outside the car. So, you’re always talking of two different worlds. I think for us quality of racing, if you compare racing today, you have to, I think, look after your tyres a lot more than probably you had to three, four, five years ago. For us, if you take, for instance, 2009 where we were allowed to refuel, we had new tyres and the tyres lasted longer, in that they didn’t see that much degradation. It’s a different quality inside the car because you can push nearly every lap similar to qualifying, whereas now I think the racing is different: we fuel the cars up, they are much heavier, and if you have a heavier car there’s more stress for the tyres, so it puts the whole thing in a different window. If you put a new set of tyres on with 20 laps to go, or 15 laps to go, which is, let’s say, the stint length, earlier, a couple of years ago, it’s a different world for the tyres. The tyres do see more degradation and then we start to slide and then one guy slides more than the other because he puts his tyres on two laps earlier. It creates a different type of racing, more overtaking, which I imagine is seen as better quality from the outside, simply because things happen. I think it depends what you really want. We have more overtaking. Fernando is good with numbers, so like Fernando said earlier. I think the races today – over the last two years since we have changed a couple of things – has become much better. Also for us. I had a race here where I was following – how many laps is the race, 66? – I think I was following Felipe [Massa] for 60 laps out of that and I couldn’t pass. Nowadays you know that your chance will come in the race and that’s changing the position inside the car as well.

Fernando…

FA: I don’t know. I agree with Seb but I don’t agree that Michael has continually criticised Pirelli. Michael said one thing and what has been written in the press has maybe exaggerated what he said. I read what he said and I don’t see any big problem with that.

Q: (Livio Oricchio – O Estado de Sao Paulo) Fernando, you have a very different car from this race. Let’s suppose this car does not correspondent to that criteria…

FA: We’ll see, we’ll see after the race, because we don’t know what car we have. Obviously we have new parts, but everybody has new parts. Because it’s Ferrari, there are quite a lot of expectations every race we go to. It seems like only Ferrari is bringing new parts. We have a step forward, we believe, on what we had in Bahrain, but we also know that it’s not the last step we have to do. It’s a continuous work, that we need to start here in Barcelona, making a step forward and try to improve our qualifying position and our race pace, but in Monaco we have to bring new parts. In Canada (we have to) bring new parts. So we will not bring a new car to every race as it seems that we brought here in Barcelona.

Q: (Livio Oricchio – O Estado de Sao Paulo) But just to finish the question: if the car does not correspond…

FA: I answer you on Sunday.

Q: (Livio Oricchio – O Estado de Sao Paulo) Yes, but just to finish: considering your car has completely new ideas, a revolutionary car, do you think this could be the end of the season for Ferrari and you will start thinking about next year’s car?

FA: I don’t think so. I don’t think so. We need to see how the car works here and if it works fine, it will be a good step, the first step of many that we have to do during the next couple of races. If the step is not good enough, because the others improved the same or more than us so we remain in the same position, we need to work harder, for Monaco and for Canada, and bring more new parts in a more aggressive approach or whatever, because the championship is long and we will never give up in May, after four races.

Q: (Livio Orricchio – O Estado de Sao Paulo) Do you think the basis of this car could be used for next year’s car?

FA: I think so. Yes.

Q: (Gary Meenaghan – The National) For all of you: if you look at the drivers in 1992, there were only two non-European countries represented. If you look at the same field twenty years later, this year, there are seven non-European countries represented. Is there a chance that in a few more years, the majority of the drivers will come from outside Europe and how do you think that will impact the sport?

KK: It’s difficult to stay. For drivers I think it’s very difficult, everywhere, Asia especially. I don’t know for the future, but at the moment I don’t know how many Europeans there are now? 17. We have to see. It’s very important for a programme for the development of drivers. I think that this programme is quite weak everywhere. I think for the future, they definitely have to work a lot. It’s very difficult to find how young drivers come to Formula One. I don’t know how it can be changed for the future but I definitely think we have to work on programmes for driver development.

Q: A huge German presence on the grid at the moment, Nico. Can you see that being maintained by a young driver programme in Germany?

NH: Which young driver programme? Is there one? I don’t know. We don’t keep track of that statistic. I think it will always be a good mixture between European and non-European drivers in the future.

Q: (Andy Benson – BBC Sport) To anyone, but Fernando and Sebastian particularly: following the rulings in the two Nico Rosberg incidents in Bahrain – one of which Fernando was involved in – are you clear in terms of what’s allowed and what isn’t when it comes to defending your position?

FA: Yes.

Q: (Andy Benson – BBC Sport) Has your understanding changed between before Bahrain to now?

FA: No, maybe I did…

SV: Fernando made it pretty clear. He said ‘you have to leave the space. All the time you have to leave the space!’

FA: Yes. Yes.

SV: It was clear, no?

FA: As I did last year with Sebastian. In Monza.

Q: (Andy Benson – BBC Sport) That isn’t what happened in Bahrain.

SV: He just thought my car was slimmer.

FA: But you passed. You passed.

SV: I think the rule is clear. You can argue. I think there were two incidents with Nico in Bahrain, one with Fernando and I think Fernando made his point clear afterwards. And with Lewis, and I think Lewis got past, so I think you can talk for hours now, but if you saw the situation in Bahrain, it’s exceptional, because you have a kind of asphalt run-off. Yes, it’s pretty dirty but we always try to go on the limit, the one who is overtaking, the one who is defending. Surely sometimes you need to respect that the guy is there and you need to leave the space. I think if it would have been grass, it would have been a different story. You wouldn’t go there in the first place. In Fernando’s case I think he would have made the same point.

Q: (Carlos Miguel- La Gaceta) Fernando and Pedro, if a fan of Formula One in Spain is thinking about coming here on Sunday, what are your goals for the race? What can you offer to the people?

PdelaR: Well, from our point of view, you know our goal is to fight and to improve from where we left it in Bahrain and that’s all we can offer, we can promise. We cannot promise victories – we leave that for Fernando – but we will promise, wherever we finish, we will do it with the pride of being here and doing a serious job, giving it all, and maximising what we have.

FA: Same thing. And giving 100 percent. We cannot promise anything. This is not a mathematical problem, it’s a sport, we all try to do our best so we will work hard, we will take care of every detail this weekend as we do normally, trying to do a serious job and hopefully finishing in the best position possible, but you cannot promise anything.

Q: (Alan Baldwin – Reuters) Leaving aside whether or not it’s a home race for you guys, how much of a difference does it actually make for you to be back in Europe again? Kimi, you don’t actually like the travelling very much out of Europe, do you?

KR: Yeah but I I arrived in China on the Thursday morning, so arriving for a European race on the Thursday morning is no different really.

PdelaR: I’m biased answering this question because it’s back to Europe, but especially it’s back to Spain, so for us, it’s a Grand Prix that arrives a little bit too early in our development programme, as far as I’m concerned. We have been improving since Australia but we probably need more Grands Prix to offer a more competitive show to our fans. That’s the only downside, but nevertheless, we are here, we are in Spain. It’s our home ground and we are very happy to be here. I’m looking forward to it. I used to live ten minutes away from the track and this is something that – when you grow up – you can always listen to the engines, so the Formula One cars, when you wake up every morning during the weekends – for me it’s a very special event, absolutely.

Q: Kamui, not so easy commuting from Japan.

KK: For sure. I’m used to being here a lot of times. I came to Europe 17 years ago and I’ve been here to Barcelona a lot of times. After long trips being back in Europe in Formula One is always great and it’s always great to see the motorhomes in Barcelona. This is always great and it’s always good to be back in Europe for Formula One.

SV: I think for all of us we’re happy to race in Europe. Surely we have races overseas which we enjoy. For instance, we all love going to Australia. Yes, it’s a long trip but once we are there I think we all enjoy being there and it’s the same here. In the end, I don’t think it makes a difference how long you travel. Yes, it is more convenient if you are only an hour, an hour and a half or two hours on the plane rather than twelve and then another twelve. As I said, I think every country we go to, there is a strong culture for motor sport. We hope for a lot of excitement and for a lot of people to come. It makes us feel very special when we are on the grid, to see that the grandstand is packed and usually around here are a lot of fans, cheering, especially for Fernando and the Spanish drivers, but it’s the same when we go to Silverstone, they’re cheering for their drivers. I think we can be very happy everywhere we go, and hopefully put on a great show so that the people enjoy it as well and they come back next year.

Q: (Alex Popov – RTR TV) Gentlemen, after testing at Mugello, Vitaly Petrov criticised the circuit, because he expressed concern about its safety, so do you think he was wrong to express his concern like this? He was criticised by other drivers, because he expressed concern. Is he wrong?

FA: I think everyone will have his opinion. I’m not someone to say that Vitaly is right or wrong. It’s more maybe the safety commission’s job or whatever. Personally, everyone will have their opinion, as I said. I like Mugello, I like the layout, I like the feelings, the emotions that you have driving there. As I said after the test, driving one lap in Mugello is like driving one hundred at another circuit, for adrenalin and how much you enjoy the lap. We were in Italy, with a lot of Ferrari support. I enjoy those three days testing so much, but in terms of how safe the track was or not, I don’t have the information to give an answer.

NH: Personally I enjoyed Mugello very much. I think it’s a very different circuit to all the others that we go to. You always feel like you’re flying there, a lot of fourth, fifth, sixth gear action which is great to have. Like Fernando said, whether you feel safe or not is a very personal thing. I think it was OK.

KK: That’s a great circuit. There are a lot of very safe circuits like Abu Dhabi without gravel, but this circuit had gravel and if we made a mistake we ended up in the gravel which is good for drivers and good for training and testing. The test was something we had to try and in the race, of course we have to stay on the track and it’s difficult to take a lot of risks but during testing we can take more risks to improve our driving. It’s great for me.

SV: Well, the first time I heard that he was saying something about safety at Mugello. I think we all loved the track because it’s different – like Nico said, there’s a lot of high speed corners. Sure, if the speeds are high, there is higher risk. There is obviously quite a lot of run-off but surely here and there you would like to have more. As long as nothing happens, everything is fine; if something happens… it’s always easy to say something after there’s an incident and say this and that. I think it was not as if we felt we were scared. We left the garage feeling safe. I think if we would race there one day, potentially yes or no, then surely here or there you can argue to make improvements for safety, but I think they did everything they could on the day.

Q: (Vanessa Ruiz – Radio Estado ESPN) Nico mentioned that Mugello is different from every other track that you guys race on in the year so does this very fact make it less useful to have tested there instead of somewhere else?

KK: Difficult. I think maybe it’s not really useful for mechanical stuff but definitely useful for aero development at least, because we can test the aero on the straights. Difficult to see the stability in the corner. Basically I think this was a good test.

SV: I agree. I think it was good to test some parts of the car, not for some others, but like all the other circuits. When we test in Jerez, test in Barcelona, we try different things. I remember in the old days testing in Paul Ricard. Some days we test on the 50s lap circuit because we were testing for Monaco Grand Prix: different tyres and different parts, so every test is welcome for different areas of the car, but it’s good. For people who don’t like Mugello there is a very easy solution.

AUSTIN, Texas — February 13, 2012— Circuit of The Americas is the newest member of the Green Sports Alliance, a non-profit organization made up of more than 40 professional and collegiate sports teams and nearly 90 sports venues with a mission to help sports teams, venues and leagues enhance their environmental performance. Circuit of The Americas will be the first Formula One™ racing facility to become a member of the Alliance.
“Circuit of The Americas and the City of Austin have taken a bold stand with their sustainability plan for the sports and entertainment complex,” said Martin Tull, executive director of the Green Sports Alliance. “We welcome Circuit of The Americas into the Alliance and look forward to working with them.”
The Green Sports Alliance is a unique coalition of sports teams and venues, professional sport leagues, the Natural Resources Defense Council, and the Bonneville Environmental Foundation, working with the U.S. Environmental Protection Agency and other environmental and green building experts.
“I applaud the Circuit’s commitment to setting a standard for sustainability in North American motorsports,” said Lucia Athens, chief sustainability officer for the City of Austin. “Joining forces with the Green Sports Alliance will increase their green horsepower and put Austin on the map yet again for its leadership and innovation. The Green Sports Alliance has been providing expert technical assistance to many of the sports leagues, and can now assist motorsports in achieving greener results.”
Members in the Green Sports Alliance share best practices to improve the environmental performance of their venues, saving millions of dollars through energy and water conservation, waste reduction, recycling and composting. By tracking environmental performance, sports facilities learn how they compare to their counterparts and how to maximize sustainability efforts. Alliance members have reported reductions as high as 30 percent in energy usage, 60 percent in natural gas use and more than 20 percent in water use.
“We are excited to be collaborating with the best minds in sustainable facility management,” said Edgar Farrera, sustainability director at Circuit of The Americas. “We look forward to developing new approaches to environmentally sustainable operations at our facility and sharing what we learn with organizations and companies around the world.”
About the Green Sports Alliance
The Green Sports Alliance is a non-profit organization with a mission to help sports teams, venues and leagues enhance their environmental performance. Less than a year since its public launch, the Alliance is made up of representatives from over 40 teams from 13 leagues and 90 sports venues, the Natural Resources Defense Council, Environmental Protection Agency, Bonneville Environmental Foundation and many other organizations.
Its second annual conference, the Green Sports Alliance Summit, will be held on Sept. 5-7, 2012 and will bring together hundreds of facility operators, team executives, league officials,
environmental experts and corporate partners to discuss innovations in environmental performance.
For more information about the Green Sports Alliance visit: www.greensportsalliance.org.
About Circuit of The Americas
Circuit of The Americas will be a world-class destination for performance, education and business. It will be the first purpose-built Grand Prix facility in the United States designed for any and all classes of racing, from motor power to human power, and be the U.S. home to the 2012 FORMULA 1 UNITED STATES GRAND PRIX™ Nov. 16-18 and V8 SUPERCARS.
The Circuit of The Americas’ master plan features a variety of permanent structures designed for business, education, entertainment and race use. Its signature element will be a 3.4-mile circuit track with capacity for 120,000 fans. Other support buildings will include a medical facility, a conference center, a banquet hall as well as an expansive outdoor live music space. Future proposed amenities include a driving/riding experience, a motorsports driving club, kart track, grand plaza event center and tower, and a trackside recreational vehicle park.

Mark Webber has rubbished attempts to pre-empt the outcome of the five-driver race to the 2010 title.

With three races to go, the Australian driver has a comfortable 14 point lead, and a complicated formula devised by a doctor of physics at the UK’s Reading University has tipped Webber to still be in front at the chequered flag in Abu Dhabi.

Meanwhile, a Spanish newspaper this week used another probability formula to calculate the percentage changes of the five world championship protagonists

And even the more mathematically-challenged statisticians have surmised that another win and a couple more podiums will be enough for Webber to guarantee his first title.

But the 34-year-old said in Korea: “It’s ridiculous to start calculating things because a lot of things can happen.

“As you say, I win the next two races, it’s all over anyway. Just keep doing our best, that’s the most important thing,” added Webber.

Rubens Barrichello, meanwhile, echoed a widespread view in the paddock that Webber would be a very popular champion.

“For some reason, I’m with (supporting) Webber,” the Brazilian said on Thursday.

“I think since Silverstone, when he spoke his mind and strengthened his position in the team, probably many people think the same,” he revealed.

Sebastian Vettel roared the joy from his body as he had won in the qualification for the Grand Prix of Germany in pole position – to thin two thousandths of a second ahead of Fernando Alonso in a Ferrari. Impressively, however, was the lead over team-mate Mark Webber, who was fourth in 0.556 seconds behind.

“It will be interesting to calculate how big the distance of two thousandths of seconds,” the Red Bull driver. “The whole unit over Fernando was very strong. Ferrari is generally very competitive,” says Vettel, who feels vindicated in his prediction after free practice on Friday.

“It was very exciting. In the second qualifying round, I knew that we have a round, get it right. It was close, and therefore makes it a little more pressure to lose the ideal point of the tires and feel that you time, forfeit. My last lap was not 100 percent perfect. I went here and there something about the limit, but in the end it was enough to keep almost anything to get ahead and to the poles. ”

Of course it is to be allowed to go for the driver from Heppenheim of particular importance, at his home race at the very front in the race: “I am extremely happy. I will be at home for the first time on pole, but the main challenge to come tomorrow. We have here a very strong car and a very tough fight against the red cars. ”

After three pole positions in a row and lost starting duel at Silverstone hopes Vettel, that this time all goes well, “I think the clean side of the track as opposed to Silverstone this is worth something. Fernando and were I the last race surprised by the poor adhesion on the clean side. This should be good for us. ”

“We have a very strong car, it goes against the Ferrari to be very close. We usually have a decent speed in the race. It’s a long race, anything is possible. We start looking for a good job today of the best position, but the The goal is the next day. Today there is apart from the fact that you go to bed with a good feeling, nothing. “

Red Bull can avoid the alleged detriment of engine performance been good. But team boss Christian Horner is not sure whether this can succeed again in 2011. His team will also start next year with Renault engines. “According to studies, we have three percent less power,” Horner says to ‘Autosport’ to compare the engines of Renault and Mercedes top of the class.

“These are about 30-35 hp, which may account for duchaus four tenths per lap. As long as we have not rehearsed on independent test facilities, we can not say exactly,” said Horner. He added: “We hear Ross Brawn often talk about weight, focus or efficiency of cooling. The more power you, the more heat is also generated. You have to see it holistically. When can the aerodynamic rules little room, then the motor an important factor. ”
Horner himself is now sorry to have to bring the subject motor alignment always on the table. “In the regulations it is not clearly defined, that is the problem.” The Red Bull team boss wants to know his words understood nich as criticism of Renault. “We have a great relationship with Renault. Unfortunately, the product is frozen in the development, at the same time remains of course the deficit.”

“Mercedes has made clear that they will serve no other team, so we must find other ways for the coming season to establish a healthy balance,” said Horner. “It is not good if one engine is significantly superior to all others.” The Renault engine but also have advantages: “It is compact, a good machine – just like the Ferrari. But lack of PS-figures can not be offset by other things.”

The competition between the development departments of the Grand Prix teams will be played with the same intensity as the position of duels on the track. Indeed, the pressure to succeed, under the working Formula 1 specialists in recent years grown more and more: Who wants to stay competitive and at the top, must evolve continuously. The cars are compared to the season opener in Bahrain has become consistently faster by about one second.

“The racing teams have realized that the incessant development is during the season just as important as the conceptual design of the next car,” said James Allison, Technical Director at Renault. “Today we hold for our R30 to each Grand Prix, a new package ready parts, whose size is roughly equivalent to those improvements we have introduced in the past, every third or fourth race.”
“We are there but no exception. Every team that wants to stay at the top, must rise to this challenge. This means for our colleagues in the workshops that they have to work so hard, and at such a high time pressure than ever before . The new front wing, which will celebrate its debut in Valencia, provides an ideal example of this: He is already the eighth variant, which comes this year for use – in the ninth race of the season! ”

But where does this escalation? A major factor provided by the new technical regulations, which came at the beginning of last year in force, so is still relatively young, always – and therefore much room for improvement, provides the enabling virtually every week important development steps. This applies in particular to the aerodynamics. Furthermore: Since modifications of the engine are not allowed to search for possibilities for improvement focused almost exclusively on the chassis of the cars.
“As further develop all vehicles on the grid with incredibly high speed, always, we need to bring any improvement found immediately able to use in order to remain competitive,” says Allison. “Previously, we have combined the optimization of a package, which is then flowed into a stage of evolution of the car. This we can not allow today. Each Grand Prix that you wait means lost performance.”

“The heavy workload meets each individual,” said Allison. “The workshop is constantly under the high pressure, constantly develop and produce new parts and need. We are therefore constantly faced with the difficult task of finding a healthy balance between major stages of development and reasonable workload.”

It seems almost an irony of fate that this once again increased rates of development associated with the prohibition of testing during the season goes. But while earlier, thousands of miles on the Grand Prix circuit in Barcelona have been scrubbed to run the team today in the central simulation computer at full speed to check for new parts and votes for their usefulness.
“Thanks to this advanced tools we can use the advantage that we bring some modifications on the track, set with an accuracy that is different from the real output by less than 0.5 percent,” said Allison. “For mechanical parts, we rely on computer simulations, whose results are then verified on test stands. With special durability testing arrangements, we can expose those individual components of loads and forces that occur in the context of a Grand Prix.”

Besides the incessant improvement of the current Grand Prix racer to run the latest from the beginning of summer and work on for next year seater. “We stand every time a difficult compromise on how much we already want to invest in the future without losing its competitiveness in the current season,” says Allison.

It is a balancing act between being a team needs two strong drivers who drive each other to the limit in order to develop the full potential of the car. On the other hand, an excessive stable rivalry affect extremely destructive, as the Red-Bull-collision between Mark Webber and Sebastian Vettel showed in Istanbul.

Curiously, it was said before the season benefit that Red Bull from the stable driver pairing and it will be at McLaren with two world champions in the team only a matter of time before the great crash between Jenson Button and Lewis Hamilton is. But it can not be said – that proved the two in Turkey, as she fought a tough, but risked no collision.
Jenson Button believes that a competitive situation Ohata has a fertilizing effect: If one were to make Sebastian Vettel is now the number one, “would be detrimental to both.” A prime example is called the world champion his own team: “I know one hundred percent that we will be treated equally. And by that I mean not in terms of material, but how people behave in a team.”

An interesting statement, especially since it was precisely in this respect prior years at McLaren massive potential for conflict. 2007, the then-McLaren team boss Ron Dennis confirmed any cases that Fernando Alonso, the same material as team’s Lewis Hamilton get, but the proud Spaniard felt particularly reprehensible human left in the lurch.

A situation that is Jenson Button in a team match with Lewis Hamilton a stranger, “My mechanic want me to win, and his wish that he wins. This internal struggle is really exciting, but it does not go too far. So it should be – and It works well for us. ” The fact that the Briton at McLaren after seven races so relaxed look to the future, can go quite well on his cap. Alex Wurz had predicted before the season: “Put it in the first six races Jenson not enough to beat Lewis Hamilton, then his time is up.” That he is now in the World Cup standings ahead of his teammate, would probably hardly anyone expected.

World Cup chances are even buttons for more than a third of the season completely intact. We amount at the end of a title duel with Lewis Hamilton? The 30-year-old dismisses: “You can not safely say that this may be between Lewis and myself will decide so much happen. If they had with Red Bull after the race in Monaco said, they would have expected to walk, because the distance was so great. In Turkey, we have shown that we are equally fast if not faster, although we have to improve in qualifying. ”
Button expects Material Battle for World Cup crown

Also at the Grand Prix of Canada, the McLaren drivers are to assess strong – the Circuit Gilles Villeneuve is contrary to the equipped with the F-bay system silver cars. It also knows Button: “We should be here soon. The course is very fast, but that is no place that forgives even the smallest error, because the concrete walls are so close. That is why this weekend, always unpredictable.”
(MotorSportsTotal)

Danica Patrick who finished 6th in the ARCA 200-mile race last Saturday, February 6^th,  will participate Saturday’s Camping World 300 NASCAR Nationwide Series race.

Beyond Daytona, Patrick’s 2010 campaign is confirmed starting with the Feb. 20 race at Auto Club Speedway and the Feb. 27 race at Las Vegas Motor Speedway. Following Vegas, Patrick will take a four-month hiatus to focus on her IndyCar Series responsibilities before returning to drive June 26 at New Hampshire Motor Speedway

ARCA stock cars are almost identical to Nationwide Series cars. Patrick’s ARCA start Saturday was the first race in a stock car for the Roscoe, Ill., driver, who in 2008 became the first woman to win an IndyCar event.

Her participation in the Camping World race was contingent on her performance on the high-banked Daytona track. Patrick veered off track after contact with a car driven by former Formula 1 driver Nelson Piquet, Jr., and slid sideways through the grass into Turn 1.

Her car sustained minor damage when it struck the 31-degree banking of the corner, but she rallied from the back of the pack and ran as high as 5th before the checkered flag waved.

JR Motorsports will still field two cars for the Nationwide Series season opener. Due to sponsorship reallocation for the upcoming season, Dale Earnhardt Jr. will drive the No. 88 Chevrolet in place of Kelly Bires in what is the first of two scheduled races for the JRM co-owner. Bires will return to the seat of the No. 88 Chevy the following week at Auto Club Speedway and could be called upon to drive the No. 7 Chevrolet at Daytona should Patrick not compete in that event.

“We want to give Danica the best opportunity to compete at Daytona, and that includes making sure she is 100 percent comfortable in that driver’s seat,” said Kelley Earnhardt, JRM co-owner and general manager.

The USF1 official pilot, the Argentinean, José María “pechito” López yesterday flew from the Córdoba Airport to Charlotte, Carolina del Norte, to visit for second time the USF1 headquarters.

As has been reported from Argentina, José María López will stay a few hours with the team and later will fly to Austria.  This is the pilot’s second visit to the United States of America, even though it will be the first as member of the US ‘scuderia,’ and will allow a dialogue with his team-mates, as well as to learn the details regarding the construction and assembly of the Type1.

“Pechito” will hang out with the new team for several hours this Saturday and later, in the evening, travel again, this time to Austria to continue his physical training in Erwin Gollner High Performance Center.

The work plan will begin February 7^th to the 14^th, returning to the USA on Monday 15^th and then, wait until the works on his single-seater end, so to tackle the first test, yet to be confirmed.

“Days are passing by and the possibility to be behind the steering wheel of the F-1 car is getting closer.  I’m flying to Charlotte to visit the people from the team, talk with them, and see how advanced is the construction of the car.  Later, I’ll fly to Austria, to continue my physical training beside;” the pilot from Cordoba, Argentina stated.

“These days in Cordoba with my family and friends were great for me.  To be a bit more relaxed and knowing the everything was closed.”  “2009 was very intense.  I almost didn’t have any time to rest, but now I’m 100 percent available for the team to start with the work,” he expressed.

Today, Tuesday, Jenson Button celebrated his 30^th birthday with his mind set on winning the Formula 1 title again, before the first meeting with Lewis Hamilton since both champions became team-mates in McLaren.

“There is the interesting piece of information that says that 70 percent of pilots who win the world championship cannot make it the next season.  I will try to be in the other 30 percent that wins again, and I’m mentally prepared.  I’m working on that,” Button said.

Button is aware that his greatest rival will be by his side, his team mate Hamilton.  “It’s understandable that the team wants Lewis; it must.  Lewis is a world champion who has been with them for three years, and he has performed remarkably well,” he stated.

The existent champion recognizes he has to adapt to his new team mates and engineers.  “When tests begin, we have to work together and share everything.  The clue for us will be to be ready in the first race.  Communication is essential when you integrate into a new team.  You can be the best engineer or pilot in the world, but if you don’t bond it’s impossible to work,” Button added.

The long-awaited time of having Fernando Alonso answer questions in a press conference as Ferrari member has arrived today.  The man from Asturias has high hopes of ending his sport career in the Italian team, and did not hesitate to describe the Italian racing team as a “unique” team in Formula One.  “It’s almost impossible to find the motivation to race in another team after racing in Ferrari, because you’ll never find the same atmosphere or the same sensation.  It’s a legendary team.  Now, that I have reached one of my goals I’m happy,” he added.
“I’ve felt comfortable since the very first day.  The team has received me like a family member.  I think that Ferrari is something unique in the Formula One.  You all have dreamt of driving non-racing Ferrari cars and I’m not an exception.  I’m sure this is going to be my last team.  I want to finish this career with good taste in my mouth,” he said during his first press conference as Ferrari pilot.
For Alonso, the team’s atmosphere is “friendly” and in the factory “one breaths passion for races.”  As is well known by those who know Alonso, this things are vital for him, so he has not hesitated to admit that the “way of working” has surprised him.”  ”I was used to working with people who sent emails to someone who was only a few feet away, he declared.
“I work a 110 percent for the team, but if the team does not do the same, things are not well,” he asserted.
Nevertheless, Fernando was cautious and believes that its almost impossible to emulate the seven titles of the ‘Kaiser’.  “There is much equality in Formula 1, and rules are very strict.  Currently, the competition is in two or three tenths.  This is why winning five World Championships in a row or four, as Michael did, is something very difficult to repeat,” he stated.
As has been usual for me during the last year, I avoid talking about his stage in McLaren-Mercedes and his presumed rivalry with Lewis Hamilton. “I lost a lot of time talking about that.  I never asked to be the number one, but I don’t want to be number two, and that’s something that happened a few times in 2007″, he said when asked.
He did want to make clear that his relationship with his new mate, Felipe Massa, is “very good,” despite of the Germany incident.  ”In 2007, we were participating in a race, we’re competitive, but that belongs to the past.”
Getting back to his current status as Ferrari pilot, he’s convinced that he’s “more prepared” than ever to face the challenge of being a Ferrari pilot.  “Now, I’m more prepared for this challenge, that is not easy because Ferrari is known worldwide and a lot is expected of me “, he concluded.

Ferrari formula one racing is the best in the formula one world. Ferrari fans around the world watch Formula one every week. What makes Formula one so special? It’s hard to say. But Formula one gains more and more interest in public.
Scuderia Ferrari is a division of the Ferrari automobile company, which is concerned with racing. Scuderia means “stable” in Italian and Ferrari is after the name of Enzo Ferrari, the founder of the brand. Scuderia was formed in the year 1929 and consisted of 40 racecar drivers including Enzo at that time.
Ferrari achieved great success in the Le Mans Races. The team made its debut into Formula One at the Italian Grand Prix with the model 125F1. Since then the team has been involved in the Formula One Racing and is one of the best racing teams in Formula One history.
Few of the finest drivers such as Niki Lauda, Phil Hill, Lorenzo Bandini and Michele Alboreto have contributed towards the success of the Ferrari Formula One team over the years. Felipe Massa and Kimi Raikkonen are the current contracted drivers for the team. Both the drivers have been signed for three years contract after the retirement of “Michael Schumacher”. Michael Schumacher was the one of the best race drivers in the history of world racing.
Marlboro was a major sponsor for the Ferrari team since 1984. They backed the team till 2005, but had to withdraw, as tobacco sponsorship was made illegal in the European Union. Acer was one of the sponsors for the company till late 2008. Acer also sold laptops with Ferrari badges. Vodafone was also one of the sponsors till 2005, however they too withdrew in favor of the McLaren team.
Many others played the part of sponsors for the Ferrari racing team. FIAT is a major sponsor of the team including others such as Bridgestone, AMD, and Martini. Ferrari also saw sponsorship from the Gulf, such as Mubadla, an investment company of Abu Dhabi and Etihad Airways.
The Ferrari racing team has achieved great success over the years particularly in the Formula One racing championships. The team and its drivers have won the “Mille Miglia”‘ 8 times, the “Targa Florio” 7 times and the “24 Hour Le Mans”, 9 times. Formula One achievements for the team are still marked distinctly.
Most Constructors Championship: 15, Most Drivers Championship: 15, Most wins (all time): 208, Most wins (season): 15, Most podiums (all): 617, Most podiums (season): 29, Most points (all): 4,887.27, Most points (season): 262, Most pole positions (all): 201, Most pole positions (season): 262, Most fastest laps (season): 262, Most fastest laps (all): 215, Highest winning percentage: 26%
The Ferrari team also managed to lead over Ford as the most successful F1 engine manufacturer with 182 wins compared to Ford’s 176 wins.
With years of hardship and trial, the Ferrari team still continues to dominate the Formula One racing world with its unmatchable endurance. The team has witnessed a massive fan following over the years. Italian fans for the team are known as “tifosi”. Recently, the Ferrari Formula one team saw its first win of the year 2008 at the Malaysian Grand Prix.

One question almost every investor asks at some point is whether it is possible to achieve above market returns by selecting a diversified group of stocks according to some formula, rather than having to evaluate each stock from every angle.

There are obvious advantages to such a formulaic approach. For the individual, the amount of time and effort spent caring for his investments would be reduced, leaving more time for him to spend on more enjoyable and fulfilling tasks. For the institution, large sums of money could be deployed without having to rely upon the investing acumen of a single talented stock picker. Many of the proposed systems also offer the advantage of matching the inflow of investable funds with investment opportunities. An investor who follows no formula, and evaluates each stock from every angle, may often find himself holding cash. Historically, this has been a problem for some excellent stock pickers. So, there are real advantages to favoring a formulaic approach to investing if such an approach would yield returns similar to the returns a complete stock by stock analysis would yield.

Many investment writers have proposed at least one such formulaic approach during their lifetime. The most promising formulaic approaches have been articulated by three men: Benjamin Graham, David Dreman, and Joel Greenblatt. As each of these approaches appeals to logic and common sense, they are not unique to these three men. But, these are the three names with which these approaches are usually most closely associated; so, there is little need to draw upon sources beyond theirs.

Benjamin Graham wrote three books of consequence: “Security Analysis”, “The Intelligent Investor”, and “The Interpretation of Financial Statements”. Within each book, he hints at various workable approaches both in stocks and bonds; however, he is most explicit in his best known work, “The Intelligent Investor”. There, Graham discusses the purchase of shares for less than two – thirds of their net current asset value. The belief that this method would yield above market returns is supported on both empirical and logical grounds.

In fact, it currently enjoys far too much support to be practicable. Public companies rarely trade below their net current asset values. This is unlikely to change in the future. Buyout firms, unconventional money managers, and vulture investors now check such excessive bouts of public pessimism by taking large or controlling stakes in troubled companies. As a result, the investing public is less likely to indulge its pessimism as feverishly as it once did; for, many cheap stocks now have the silver lining of being takeover targets. As Graham’s net current asset value method is neither workable at present, nor is likely to prove workable in the future, we must set it aside.

David Dreman is known as a contrarian investor. In his case, it is an appropriate label, because of his keen interest in behavioral finance. However, in most cases the line separating the value investor from the contrarian investor is fuzzy at best. Dreman’s contrarian investing strategies are derived from three measures: price to earnings, price to cash flow, and price to book value. Of these measures, the price to earnings ratio is by far the most conspicuous. It is quoted nearly everywhere the share price is quoted. When inverted, the price to earnings ratio becomes the earnings yield. To put this another way, a stock’s earnings yield is “e” over “p”. Dreman describes the strategy of buying stocks trading at low prices relative to their earnings as the low P/E approach; but, he could have just as easily called it the high earnings yield approach.

Whatever you call it, this approach has proved effective in the past. A diversified group of low P/E stocks has usually outperformed both a diversified group of high P/E stocks and the market as a whole.

This fact suggests that investors have a very hard time quantifying the future prospects of most public companies. While they may be able to make correct qualitative comparisons between businesses, they have trouble assigning a price to these qualitative differences. This does not come as a surprise to anyone with much knowledge of human judgment (and misjudgment). I am sure there is some technical term for this deficiency, but I know it only as “checklist syndrome”. Within any mental model, one must both describe the variables and assign weights to these variables. Humans tend to have little difficulty describing the variables – that is, creating the checklist. However, they rarely have any clue as to the weight that ought to be given to each variable.

This is why you will sometimes hear analysts say something like: the factor that tipped the balance in favor of online sales this holiday season was high gas prices (yes, this is an actual paraphrase; but, I won’t attribute it, because publicly attaching such an inane argument to anyone’s name is just cruel). It is true that avoiding paying high prices at the pump is a possible motivating factor in a shopper’s decision to make online Christmas purchases. However, it is an immaterial factor. It is a mere pebble on the scales. This is the same kind of thinking that places far too much value on a stock’s future earnings growth and far too little value on a stock’s current earnings.

The other two contrarian methods: the low price to cash flow approach and the low price to book value approach work for the same reasons. They exploit the natural human tendency to see a false equality in the factors, and to run down a checklist. For instance, a stock that has a triple digit price to cash flow ratio, but is in all other respects an extraordinary business, will be judged favorably by a checklist approach. However, if great weight is assigned to present cash flows relative to the stock price, the stock will be judged unfavorably. This also illustrates the second strength of the three contrarian methods.

They heavily weight the known factors. Of course, they do not heavily weight all known factors. They only consider three easily quantifiable known factors. An excellent brand, a growing industry, a superb management team, etc. may also be known factors. However, they are not precisely quantifiable. I would argue that while these factors may not be quantifiable they are calculable; that is to say, while no exact value may be assigned to them, they are useful data that ought to be considered when evaluating an investment.

There is the possibility of a middle ground here. These three contrarian methods may be used as a screen. Then, the investor may apply his own active judgment to winnow the qualifying stocks down to a final portfolio. Personally, I do not believe this is an acceptable compromise. These three methods do not adequately model the diversity of great investments. Therefore, they must either exclude some of the best stocks or include too many of the worst stocks. It is wise to place great weight upon each of these measures; however, it is foolish disqualify any stock because of a single criterion (which is exactly what such a screen does).

Finally, there is Joel Greenblatt’s “magic formula”. This is the most interesting formulaic approach to investing, both because it does not subject stocks to any true/false tests and because it is a composite of the two most important readily quantifiable measures a stock has: earnings yield and return on capital. As you will recall, earnings yield is simply the inverse of the P/E ratio; so, a stock with a high earnings yield is simply a low P/E stock. Return on capital may be thought of as the number of pennies earned for each dollar invested in the business. The exact formula that Greenblatt uses is described in “The Little Book That Beats the Market”. However, the formula used is rather unimportant. Over large groups of stocks (which is what Greenblatt suggests the magic formula be used on) any differences between the various return on capital formulae will not have much affect on the performance of the portfolios constructed.

Greenblatt claims his magic formula may be used in two different ways: as an automated portfolio generation tool or as a screen. For an investor like you (that is, one with sufficient curiosity and commitment to frequent a site such as this) the latter use is the more appropriate one. The magic formula will serve you well as a screen. I would argue, however, that you needn’t limit yourself to stocks screened by the magic formula, if you have full confidence in your judgment regarding some other stock.

These four formulaic approaches (the three from Dreman and the one from Greenblatt) will likely yield returns greater than or equal to the returns you would obtain from an index fund. Therefore, you would do better to invest in your own basket of qualifying stocks than in the prefabricated market basket. If you want to be a passive investor, or believe yourself incapable of being an active investor, these formulaic approaches are your best bet.

In fact, if I were approached by an institution making long – term investments and using only a very small percentage of the fund for operating expenses, I would recommend an automated process derived from these four approaches. I would also recommend that 100% of the fund’s investable assets be put into equities, but that is a discussion for another day (in fact, it’s a discussion for Tuesday; my next podcast is devoted to the dangers of diversification). If, however, you believe you have what it takes to be an active investor, and that is truly what you wish to be, then, I would suggest you do not use these approaches for anything more than helping you generate some useful ideas.

If you choose this path, you need to be clear about what being an active investor entails. Read this next part very carefully (it is correct even though it may not appear to be): I have never found a screen that generates more than one buy order per hundred stocks returned. Even after I have narrowed the list of possible stocks down by a cursory review of the industry and the business itself, I have never found a method that can consistently generate more than one buy order per twenty – five annual reports read.

Here, I am citing my best past experiences. In my experience, most screens result in less than one buy order per three hundred stocks returned, and I usually read more like fifty to a hundred annual reports per buy order at a minimum. You may choose to invest in far more stocks than I do. Perhaps instead of limiting yourself to your five to twelve best ideas as I do, you might want to put money into your best twenty – five to thirty ideas. Do the math, and you’ll see that is still quite a bit of homework.

That’s why remaining a passive investor is the best bet for most people. The time and effort demanded of the active investor is simply too taxing. They have more important, more enjoyable things to do. If that’s true for you, the four formulaic approaches outlined above should guide you to above market returns.

According to a multitude of fans and media members, Dale Earnhardt, Jr. encountered a travesty of a season while driving for Hendrick Motorsports in 2008. Apparently, he was supposed to jump into a Hendrick Motorsports prepared car and post Jimmie Johnson-like stats. When the 2008 season began last February at Daytona, Earnhardt, Jr. captured the Bud Shootout and one of the Gatorade 125 races, increasing his expectations even more.

As the season progressed, Earnhardt, Jr. enjoyed several solid showings throughout the first half of the year. He nearly won a number of races, most notably at Richmond in May when he was spun by Kyle Busch with just a handful of laps remaining. In fact, for the first quarter of the season, Earnhardt, Jr. was arguably the top performing Hendrick Motorsports driver despite the fact that he was shut out of victory lane.

The first win finally occurred at the 2-mile speedway in Brooklyn, Michigan. Earnhardt, Jr. ran among the top five and ten for most of the race, but it was superior fuel mileage that earned him his first and only victory of the season.

Earnhardt, Jr. spent most of the first half of the season among the top three in the Sprint Cup championship standings.

Following his victory at Michigan, Earnhardt, Jr.’s performance began to wane a little. He would only score one top ten finish in the preceding ten races; nevertheless, he still easily qualified for the ten raceChase for the Championship.

His championship pursuit was far from spectacular, as he scored only three top ten finishes in the final ten races and finished last among all twelve drivers in the Chase for the Championship in the standings. Certainly, it was not an ideal way to begin his career at Hendrick Motorsports; however, was it a disaster?

It seems as if Dale Earnhardt, Jr. has topped everyone’s list as the most disappointing driver of the 2008 Sprint Cup campaign. He could have done a lot worse.

Firstly, let us take a glimpse at some hard facts. Earnhardt, Jr. finished twelfth in the championship standings, better than Kurt Busch, Ryan Newman, Kasey Kahne, Bobby Labonte, Juan Pablo Montoya, Martin Truex, Jr., Jamie McMurray, and other familiar stars.

He scored ten top five finishes. Only six drivers in the entire Sprint Cup series scored more top five finishes. Under the traditional championship format, Earnhardt, Jr. would have placed seventh in the final standings, higher than Jeff Gordon, Tony Stewart, and Matt Kenseth.

He completed 98.6 percent of the laps he races, which is a personal career high. His average running position was 11.6, fourth among all drivers.

Most significantly, Earnhardt, Jr. won a race, something that Jeff Gordon, Kevin Harvick, Matt Kenseth, and twenty-two other full-time drivers could not accomplish.

A true measure of a driver’s performance is the driver ratings. Driver rating’s are an intricate formula consisting of wins, finishes, top fifteen finishes, average running position while on the lead lap, average speed under green flag conditions, fastest laps, most laps led, and lead lap finishes. Basically, the driver’s with the highest rating are the ones that are frequently running near the front of the pack.

Earnhardt, Jr. finished the season with a driver rating of 99.0, which was fourth among all Sprint Cup drivers. Only Carl Edwards, Jimmie Johnson, and Kyle Busch produced a better driver rating than Earnhardt, Jr, whose rating was higher than Jeff Gordon, Greg Biffle, Kevin Harvick, and Tony Stewart.

So fans, was Dale Earnhardt, Jr. really that awful?

He is the most popular driver in NASCAR, and that comes with monumental exposure. Additionally, he is the son of seven-time champion Dale Earnhardt, Sr, which that alone adds insurmountable pressure. Honestly, it does not matter how well Dale Earnhardt, Jr. performs, he will always fall short of expectations, because people expect his performance to match is popularity, which is utterly impossible. He is a victim of his own name and fame.