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Dates for 2008 F1 Championship

The 2008 Formula One Championship races will take place on the following dates (some are still provisional) :

Monaco Grand Prix

March 16, 2008 — Australian Formula 1 Grand Prix
Albert Park Circuit, Melbourne, Australia

March 23, 2008 — Malaysian Formula 1 Grand Prix
Sepang International Circuit – SIC, near Kuala Lumpur, Malaysia

April 6, 2008 — Bahrain Formula 1 Grand Prix
Bahrain International Circuit – BIC, Sakhir, Bahrain

April 27, 2008 — Spanish Formula 1 Grand Prix
Circuit Catalunya – CircuitCat – Montmelo near Barcelona, Spain

May 11, 2008 – Turkish Formula 1 Grand Prix
Istanbul Park Circuit, Kurtkoy, Turkey

May 25, 2008 – Monaco Formula 1 Grand Prix
Monaco F1 Street Circuit, Monte Carlo Monaco

June 8, 2008 – Canadian Formula 1 Grand Prix
Circuit Gilles-Villeneuve, Montreal, Quebec Canada

June 22, 2008 – French Formula 1 Grand Prix
Circuit Magny-Cours Nevers, France

July 6, 2008 – British Formula 1 Grand Prix
Silverstone Circuit, Northants, near Northampton, UK

July 20, 2008 – German Formula 1 Grand Prix – Grosse Pries
Hockenheimring Circuit, Germany

August 3, 2008 – Hungarian Formula 1 Grand Prix – Grosse Pries
Hungaroring Circuit, Mogyorod, near Budapest, Hungary

August 24, 2008 – European Formula 1 Grand Prix
Valencia Harbourside Street Circuit, Valencia Spain
(note this race is to be held by the harbor in town. This is not the Valencia Ricardo Tormo Circuit).

September 7, 2008 – Belgian Formula 1 Grand Prix
Spa Francorchamps Circuit, Spa, Belgium

September 14, 2008 – Italian Formula 1 Grand Prix
Autodromo Internationale di Monza, near Milan, Italy.

September 28, 2008 – Singapore F1 Grand Prix
Singapore Street Circuit Downtown Singapore. Race to be held under lights!

October 12, 2008 – Japanese F1 Grand Prix
Fuji Circuit Near Tokyo

October 19, 2008 – Japanese F1 Grand Prix
Shanghai International Circuit, Shanghai China

November 2, 2008 – Brazilian F1 Grand Prix
Interlagos Circuit Carlos Pace, Sao Paulo Brazil

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Undertaking in Barcelona

Did the new chicane make a difference to overtaking at the Spanish GP? You know it did not. But the modification to the track will sit there and grin at us from now on, having ruined a couple of fast corners without giving us anything in return. Track alterations stay, whether they achieve the desired result or not – after all, it is more important that the track designer save face than that the racing be improved at all.


So Barcelona remains the track where you overtake in the first few hundred yards or not at all. Alonso made his bid for the lead, failed and that was the end of any real fight at the front. Technically, Fernando was a little ahead at the corner and by the unwritten rules was entitled to claim the line in theory. But Massa was already committed and had nowhere to go, even had he wanted to after being criticized in the early races for not being aggressive enough. The slight bump that sent Alonso into the gravel was the risk he took and both drivers were lucky not to have suffered worse – a racing incident, indeed.

Thereafter things settled into the usual pattern of waiting for the driver ahead to run into trouble. Kimi Raikkonen duly obliged, electrical problems putting him out early and allowing Alonso back into third. Perhaps only Chris Amon can truly understand the thoughts that must be going through Kimi’s head as he wonders whether his bad luck has followed him to the ultra-reliable Ferrari team.

If we were only interested in the lead, Barcelona would have been boring indeed. But there was plenty to interest, mostly in the form of progress by some and disaster for others. David Coulthard had a great race in the Red Bull RB3, showing that it is becoming a force at last, and Super Aguri scored a point, admittedly thanks to Renault having a problem with their (French-made) fueling rig.

BMW were a little less convincing this time out, Robert Kubica coming in fourth but Heidfeld being on the receiving end of some blundering pitwork that saw a wheelnut deserting to the Toyota team. A little more Germanic efficiency required, methinks (and a rap on the knuckles for the lollipop man, no doubt).

Talking of Toyota, they joined Toro Rosso in having a truly (Trulli) dismal weekend, both cars retiring before lap 44. Not even Ralf’s optimism and Jarno’s amazing effort in putting the car into sixth in qualifying could save them this time. I have more sympathy for Scott Speed, however, who looked set to prove all his critics wrong with a tenth fastest time in practice and then a leap from last to 14th in the race, only to have a tire explode. After being robbed of the chance for a decent grid spot by engine failure in qualifying, it was Raikkonen-like luck indeed.

The interest was all in what might be coming in the future of this season. Yes, we have a battle royal for the title that should continue for a while at least, but we also have a few teams that look to be getting it together at last. Red Bull are beginning to threaten BMW’s third fastest spot and Renault are improving faster than Fisichella had predicted. Williams are a bit unpredictable but quicker than Toyota at least, while Toro Rosso show signs of real improvement. Things are tight in the midfield and could become even tighter.

And now we look ahead to Monaco, traditionally the circuit where driving skill counts for more than aerodynamics. Hamilton is confident, having raced in the principality before, Fernando and Kimi know it only too well; can this be the circuit where Massa finally convinces me?

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Yesterday’s Hero – John Surtees

The other day I was taking a rare break from the computer and happened to catch the MotoGP race in Shanghai. My son is an avid motorbike racing fan and I’ve picked up a bit of knowledge from him, so the names were not completely unknown to me. Rossi is the man, of course, and the Ducatis are incredibly fast this year – that much I knew.

It was a good, exciting race but what struck me most were the interviews at the end. The riders are so young! Fresh-faced innocents playing truant from school, it seemed. Okay, maybe it’s the old fogy syndrome kicking in (everyone looks young to me these days) but it does bring home the fact that you have to be a bit insane to race bikes. And the insanity of the young is the belief that they cannot die.


John Surtees in the Ferrari 158, 1964

It might have been that I was young at the time too, but John Surtees never looked young to me. His long list of bike racing championships prove that he had the necessary streak of madness, however. Which makes his success in converting to four wheels in 1960 all the more remarkable – few bikers live up to expectations when attempting that and Rossi probably made the right decision in sticking with MotoGP rather than taking a Ferrari drive.

John is famous mainly through being the only man to be a world champion on both two wheels and four but he actually has some claim to being as quick as Jim Clark. While Jim stuck with the design skills of Colin Chapman and so always had a competitive car, John raced for a series of constructors, some good and some not so good. Yet John was always in the hunt, often extracting more from his car than it wanted to give.

In fact, Surtees was a man ahead of his time; as well as being a fast driver, he was also interested in tinkering with the car to improve it. He was, indeed, the prototype of the modern driver, being able to sense what parts of the car needed tweaking and working with the engineers to perfect it. It was entirely natural that he should progress to building his own cars in the seventies, but not before he had supplied Honda with their first ever F1 win (Mexico, 1968).

The sixties is a decade that has gone down in history as belonging to Jim Clark; quite rightly so, since he had more success than any other driver of his era. But there was one that he raced against who should stand shoulder to shoulder with him in our memories. And that man is John Surtees.

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Joining the Club – Super Aguri

Against all expectations, Super Aguri survived their first year rather well, developing an ancient Arrows chassis into something like a modern GP car and finishing the last race of 2006 in tenth place. This season they have a development of last year’s Honda, a car that won in Hungary, and have taken a leap forward in performance as a result.


Anthony Davidson in the Super Aguri SA07

The big question is: can they maintain the pace of development and consolidate their position in the midfield? Although they are currently embarrassing their parent team, Honda, I feel that sooner or later the car will reach the limit of possible tweaks and adjustments and will begin to slip towards the back of the grid again. This is not to suggest that there is anything wrong with the team (indeed, they have done wonders so far); they are working with last year’s product, that’s all.

Super Aguri provide us with a glimpse of the customer teams that are likely in the future, much more so than Toro Rosso which is more like a B team to Red Bull. They are enthusiastic, dedicated and ecstatic over each small success that comes their way. And they have shown that it is not absolutely necessary to have the latest equipment to compete in F1. They might never win races but points are not completely out of the question.

The team’s choice of drivers is not bad, too. Takuma Sato is no slouch and, on occasions can be very fast indeed. And Anthony Davidson is talented and quick. Although he has taken time to get into his stride, he out-qualified Sato in Bahrain and may be about to show us how good he really is.

Treated as something of a joke last year, Super Aguri have earned their spurs and it is hard not to wish them well. If nothing else, they reflect the overwhelming enthusiasm of the Japanese for motor racing, F1 in particular.

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