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#820 2009 Abu Dhabi Grand Prix

2021-12-26 00:00

Osservatore Sportivo

#2009, Fulvio Conti, Translated by Giulia Montemurro,

#820 2009 Abu Dhabi Grand Prix

He will be granted the honour of arms, but many today will breathe a sigh of relief. Regardless of the outcome, in Paris, around lunchtime, the Mosley

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He will be granted the honour of arms, but many today will breathe a sigh of relief. Regardless of the outcome, in Paris, around lunchtime, the Mosley era will come to a close. He is the most controversial president the FIA has ever had, undoubtedly commendable for the progress made in motorsport (especially in Formula 1) in terms of safety. Still, he has been overwhelmed in recent times by an incredible series of scandals, both personal (the infamous sadomasochistic scandal) and political. The storm in Singapore hit Renault, a prolonged war with the teams, threats of secession with the creation of an alternative World Championship by major constructors, a justice system often managed in eccentric ways, seemingly detached from any legal logic, even turning into revenge, as seen in the expulsion of the adversary Briatore. Mosley is leaving after eighteen years of absolute rule, four terms, and endless controversies. However, the name of his successor remains uncertain, although Jean Todt, who remained on Ferrari's Board of Directors until last March, appears to be slightly favoured. Many believe the 63-year-old Frenchman, endorsed by Mosley (who has indicated him as the ideal successor) and Ecclestone, may be the new president. But his rival, Ari Vatanen, a 57-year-old Finn and former Rally World Champion, is seen as making a strong comeback. The outcome may depend heavily on the secret vote, which could lead many nations, vocally concerned about Mosley and Ecclestone, to break away from the old line and support the project of an executive who has consistently advocated a complete break from the old patterns, independent judicial bodies from the Federation, transparent management, a necessary code of ethics after the immorality of recent times. Vatanen aims for a new approach and emphasizes his intention to sideline politics and bring major events back to Africa. Todt's proposed approach is softer but still represents a break from the past, focused on concord, commitment, and loyalty. It seems that if the Frenchman is elected, changes will be slower, while the takeover by his adversary would likely be more disruptive. The Paris Assembly will consist of 162 Automobile Clubs, but there will be 221 votes because some countries (like Italy) have multiple bodies. Enrico Gelpi, President of Aci, will vote for Todt and is expected to become one of his deputies. To win in the first round, an absolute majority will be required, and a relative majority will suffice afterward. As expected, on Friday, October 23, 2009, Jean Todt was elected as the new president of the FIA. 

 

"I'm not of the opinion that everything must change"

 

Is the first sentence of President Jean Todt. Across the world, millions of fans feel shivers of fear upon hearing this. However, Luca Montezemolo, Ferrari's President, who is the first to call Todt after the election, and who had even sent a very kind text message to his former employee the day before, doesn't appear to have felt these shivers. Montezemolo's stance is very clear: focus on the qualities of the man. He is tough, determined, and shrewd, not someone who can be manipulated. Montezemolo explains, 

 

"I am sure that the FIA will renew itself and re-establish an open climate of dialogue and constructive collaboration with the teams and with the FOTA, thus guaranteeing regulatory stability for the entire environment".

 

In short, Montezemolo hopes for reform, not a revolution. However, Todt has already brought him many satisfactions in his lifetime: as Ferrari's sporting director, the team won six Constructors' Championships (from 1999 to 2004) and five Drivers' Championships (all with Schumacher from 2000 to 2004). Is Montezemolo's optimism excessive, or is it a healthy dose of realism? We will find out from Todt's first decisions, such as who he chooses to represent him in the critical F1 Commission, a body crucial to the life of the Formula 1 circus. Some have mentioned Schumacher's name, but Alan Donnelly, one of Mosley's capable men, is also in the running.

 

"If Todt doesn't get rid of the old guard and all the people who worked with Mosley, he won't succeed. I hope I'm wrong, but I fear there won't be any real change".

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Says Ari Vatanen, Todt's opponent, who appears lucid but somewhat naive for Formula 1. A clear warning that almost rhymes with the Englishman's joy. After sixteen years, old Max leaves his kingdom just as he wanted it.

 

"I'm very pleased, I leave the FIA in good hands. I haven't given any instructions to Todt. If he needs advice, I'll give it to him".

 

While awaiting the development of future assets, there is still a Grand Prix to be held to conclude the World Championship. On Friday, October 30, 2009, Lewis Hamilton and McLaren dominate, but nobody seems to notice. The free practices were already dull before, back when Button hadn't won the championship yet, let alone today. The evening in Abu Dhabi transforms the paddock by the harbor into a humid pool where an unnatural calm reigns. The usually boisterous stars of the circus are all holed up in their motorhomes, and you can almost hear them scheming, plotting, and strategizing for the next season. The silence is suddenly broken around 7:00 p.m. when Luca Montezemolo, slightly flushed but as energetic as ever, enters the scene. He sends a clear message:

 

"That's enough now".

 

The recipients are many: his own team (who can't afford to make mistakes in 2010), the competitors (who should prepare for a fiery season), and, most importantly, Jean Todt (who must depart from the ways of Mosley's administration). Montezemolo would have gladly avoided putting his face next to Ferrari's disastrous season once again, but the sponsors (of which there are many in the Emirates) didn't allow it. So he couldn't avoid it.

 

"I'm sorry to see a Ferrari like this, non-competitive. So, I'm really happy that this year is over. But I don't like continuing to make a fool of ourselves".

 

How was it possible to have such a year?

 

"Well, those who made the regulations so unclear certainly did us a favor in creating confusion. We interpreted them one way, and others the opposite. There were cars of one type and cars of another racing together. Then we understood how the regulations should be interpreted, which were, in the best case, poorly made, and we went on to develop the car. At that point, Felipe's accident happened at the worst time, just when we could try to recover. Kimi did his best. The only victory we owe to him".

 

But it wasn't enough.

 

"Maybe it was written that it had to go this way this year. But now, I've asked all my collaborators for the utmost focus on next year's car".

 

In 2010, you can't afford to make mistakes.

 

"Until Sunday, we are still the Constructors' World Champions, and we must regain it next year. We'll have a fit Massa and a champion like Alonso".

 

Does Todt's arrival at the helm of the Federation allow for more optimism?

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"I'm sure it does. Also, because doing worse than this is impossible, at least in terms of confusion. From now on, we rely on clarity and stability, and a different atmosphere. I'm convinced this will happen with Todt. We will offer our maximum cooperation. But enough with everything that has happened until today because I don't like it anymore".

 

In Formula 1, where minds are elsewhere - among the newly planted but already withered palm trees and the petrodollars of the sheiks who deal with the teams - there is still someone, fortunately, with the desire to compete in this twilight of the season. It's Lewis Hamilton. Probably the best driver in circulation today. The pole position he effortlessly secured on Saturday, October 31, 2009, is merely a logical consequence of a technical and psychophysical superiority that currently appears indisputable. Certainly, the car, incredibly improved since the beginning of the year, is a great help, but it's not everything. The nearly 0.7-second gap between his performance and Vettel's (whose Red Bull is no slower than the McLaren) speaks volumes. The grace of the British driver, the reigning champion until Sunday night, is one of the worst pieces of news that could have struck Ferrari, which needs to recover one point on McLaren to secure 3rd place in the constructor's standings. It's even worse news than the last-place starting position of a resigned Giancarlo Fisichella. While others are vying for a place among the top ranks, he proceeds at a road movie pace. Fisichella looks to the future with a slightly critical view of the present and the past:

 

"I'm looking for a team, maybe Force India, that will let me race again. And anyway, I've always done better than those who came before me (referring to Badoer, editor's note)".

 

It's partly the fault of the car if he achieved so little, but it's also his fault: Raikkonen goes twice as fast. The Finn will start 11th, but he's also ironic and nervous:

 

"It's better this way; I'll be on the clean side of the track and will manage the strategy as I like. In any case, I often went fast this year: me, not the car".

 

On Sunday, November 1, 2009, at the start of the Abu Dhabi Grand Prix, the drivers from the front rows maintain their positions, while Rubens Barrichello slightly collides with Mark Webber's car, causing minor damage to the front wing. Despite the damage, the Brazilian driver doesn't need to replace it. The leading drivers all race with a two-stop strategy, while others will make only one stop. After the first pit stop, Lewis Hamilton experiences a problem with the right rear brake and is forced to retire. Meanwhile, Jenson Button overtakes his teammate Rubens Barrichello. With the second set of tires, Sebastian Vettel manages to maintain a higher pace than his teammate Mark Webber and pulls away. After the single pit stop, Heikki Kovalainen manages to overtake Kimi Räikkönen. However, despite the different strategies, the two Finns remain out of the points, leaving the situation unchanged in the battle for third place in the constructors' championship. Before his single pit stop, debutant Kamui Kobayashi spices up the race with an overtake on the World Champion, Jenson Button. The latter, after the second pit stop, manages to catch up with Mark Webber, sparking a fierce battle for the second step of the podium. Despite numerous attacks during the final lap, the Australian driver manages to retain the second position, giving Red Bull its fourth double podium of the season. Kamui Kobayashi secures his first career points with a sixth-place finish. For Ferrari, this was supposed to be a new home Grand Prix. The festival of red, the triumph of the Maranello team breaking into the Emirates. But instead, Abu Dhabi turned into a nightmare, the symbol of defeat, the perfect synthesis of a season lived (with the notable exception of the Belgian Grand Prix) on the brink between defeat and surrender. The team managed to lose even when there was nothing left to lose, and in fact, there was no longer an opponent on the field after Lewis Hamilton's exit on lap 19, offering a golden opportunity. 

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All that was needed was for one of the two drivers to bring home two points (seventh place), and Ferrari would have secured a podium in the Constructors' World Championship. But it wasn't meant to be. Neither Kimi Raikkonen nor Giancarlo Fisichella managed to do anything unless you want to consider Fisichella's last lap overtake of Grosjean, someone who goes back to work at the bank every Tuesday and somehow ended up driving the Renault that belonged to Piquet Jr. Zero points, then. And third place for McLaren. Fortunately, it must be added. Because it would have been an undeserved reward. The McLaren team worked infinitely better than the competition and eventually found itself as the third force, with Hamilton able to compete on par with Sebastian Vettel's Red Bull and Brawn. Something that never happened to Ferrari. In the shadow of the world's largest team, under the astonished eyes of Enzino Ferrari (Drake's great-grandson who dreams of racing in the 24 Hours of Le Mans), and despite the supervision of a group of men present at the pit lane, composed of Schumacher, Massa, Badoer, Gené, and Enzino himself, Scuderia Ferrari presented the world with its worst image, ending up being outperformed not only by Vettel and Button but also by Kobayashi (sixth at the finish, in only his second race for Toyota) and Buemi (eighth with Toro Rosso). A mixed spectacle of defeat and confusion continued after the race when Luca Badoer and Giancarlo Fisichella engaged in another chapter of their rivalry. They are friends, but for some time now, here and there, they have let slip a few too many words on official and unofficial occasions.

 

"I went faster than him".

 

Or:

 

"So, it wasn't my fault...".

 

Words and thoughts that, as the ship sinks, or rather, when the ship is already a wreck, produce the effect of squeaks from the galley. So, in the end, as the attendants turn off the lights at Yas Marina, in the humid desert air, only clumps of decadent melancholy remain. While Giancarlo Fisichella holds his press conference, a guy in jeans and a red cap with a visor like a skater strolls away from the paddock. And Kimi Räikkönen, perhaps the only one who tried a few times this year. It was his last race, and the closing line of the year is rightfully his. And he hisses it in perfect Kimi style:

 

"It ended badly, yes. But we already knew that".

 

Thus ends a cursed season, which even after its end continues to be talked about, but not for on-track performances: 1.000.000 euros as compensation for image damage. But most importantly, the annulment of the FIA's ban decision against him is what Flavio Briatore is seeking through civil justice, with his appeal to the High Court of Paris. Briatore's attack on Max Mosley, the former president of the FIA, and the World Council that decided to ban him from F1 is harsh and detailed. It is based on a petition already received by the Parisian court, which will rule on Tuesday, November 24, in which the Italian manager talks about abuse of power by the FIA, blatant irregularities in the conduct of the process, with violations of the fair trial rules set out in the European Convention on Human Rights, and a justice system in which it is impossible to defend oneself. But most importantly, this is the strong point of his accusation, a sentence already decided before the trial, at a table, and simply ratified by the World Council at the meeting held on Monday, September 21, 2009. Flavio Briatore has no doubts:

 

"Appearing at the trial and trying to defend myself would have been useless because the conviction had already been issued".

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An example with a name and surname to prove it. The former team principal of Renault states in the petition:

 

"To understand how scandalous the decision of the World Council was, it is enough to quote a comment, never denied, by Ben Sulayem, the representative of the United Arab Emirates and vice president of the FIA. He said: we all agreed beforehand, and everyone was happy with the decision made. It was my duty to protect the investments made by Abu Dhabi for F1, a huge event that needed the teams. Everyone wanted to see Renault; it's the result everyone desired".

 

For the Singapore crash-gate, the French team couldn't pay, only Briatore could. By the way, Ben Sulayem is the same person who worked vigorously in favor of Mosley during the red-light scandal that had risked ousting the FIA president from his throne, a rescue operation that allowed him to become a kind of right-hand man to the president. Briatore (who doesn't spare Ecclestone either in the petition) hopes that the Parisian court will overturn the verdict. The FIA, now chaired by Jean Todt, responds by stating that his ban was decided by an overwhelming majority. It wasn't a personal vendetta by Mosley but a sentence desired by almost the entire World Council. They also add:

 

"There is an unexplained leakage of information from Briatore's defense memorandum, which we condemn".

 

Meanwhile, on Sunday, November 15, 2009, at the Valencia circuit, the red Ferrari California, in an attempt to get closer to the stands, leaves the track and sinks into the sand. Montezemolo frantically presses the accelerator to try to pull it out of trouble, with Massa and Alonso in the back seat, embarrassed. They advise the president not to insist because the more he accelerates, the more the car sinks. The audience laughs as if at a circus, the TV broadcast cuts away pitifully, and the smiles fade from the faces of the organizers of the Ferrari World Finals, the final event of all the championships reserved for the Maranello factory cars, which, for the first time, is hosted at the Valencia circuit. The important thing is to focus. Ignore the presence of Fernando Alonso and try to consider the day as the final act of the past season rather than the first of the next. Only by doing so - while waiting for the tow truck to finish its work with the California - can one surrender to the natural comedy of the scene and, above all, listen to the promises without anxiety. The most important of which comes from a very sweaty Fernando Alonso - he can't wear the official jersey yet due to sponsorship reasons, and since he showed up in a black polo, he was forced to wear a red sweater despite the 26 °C in Valencia - to his new audience (17.280 people, according to official data with a bit of optimism).

 

"I'm happy to be here; the world of Ferrari has impressed me a lot. I hope that next year, with Felipe and the team, we will be able to achieve great things. Our fans all over the world will be proud of our work and professionalism".

 

That's exactly what Montezemolo wishes, who, when interviewed, becomes almost brutal:

 

"I know: this year we have two Latin drivers. It's a bit of an anomaly, but I've already made it clear to them: they work for Ferrari and not for themselves. There are plenty of teams where you can race for yourself. Not in Ferrari. Here, you race for a team and a flag. And so it will be".

 

Having said that, the rest is honey:

 

"We needed new blood, fresh air. And Alonso is all that. We needed to take a step forward in the dialogue with the team and the technicians, and I think he's the right choice. He joins us at a crucial moment in his career, somewhat like it was for Schumacher. He wants to win after two gray years and finds a team that is more or less in the same condition. I think together with Massa, Alonso is the best driver in the world".

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From here, the conversation drifts elsewhere and can be summarized in a series of official statements:

 

"I'm not running for re-election as head of the FOTA. The third car is a necessity; Formula 1 thrives on great drivers and great cars. Let's reintroduce testing; we are the only sport where training is prohibited".

 

And, above all:

 

"We need to work to bring back the interest of the audience to F1".

 

While Montezemolo speaks, the very last act of the season takes place: the final parade of the F1 cars. Massa and Fisichella (in the F60) and Badoer and Genè (in the F2008) perform together on the track. If you want to give a symbolic interpretation to the news, this is the key moment of the day, the moment when 2009 gives way to 2010. After a handful of laps, Fisichella's car ends up in an oil slick and goes into a spin. Engine off, game over. But just as everyone in the pits, in the stands, and in the press room shakes their heads, Felipe Massa's car races down the straight. The Brazilian hadn't driven an F1 car since the day of the accident in Budapest. And he goes very fast. His engineer is almost moved on the radio, continually shouting for him to push, to accelerate. And he does. In the end, more than an exhibition, his will be a test: 18 very fast laps, at the end of which he bursts with joy:

 

"I couldn't wait. Now I want to work like crazy and be the best driver next year, on the best car, in the best team".

 

But the Maranello team will have to be careful about the official return of Mercedes to Formula 1. The last time the German factory competed in Formula 1 under its own brand was 55 years ago. It raced for only two seasons in 1954 and 1955, winning 9 out of 12 races and two Drivers' World Championships with Juan Manuel Fangio. Before that, it had dominated the international scene, winning practically everything there was to win in the predecessor of Formula 1, Formula Grand Prix. In 1955, at Le Mans, a 300 SLR went off the track and killed 80 spectators. A tragedy that convinced the Stuttgart company to withdraw from motorsport. Fifty-five years later, Mercedes is ready to make a comeback. And to do so in a big way, starting from where it left off, at the top of the world. On Monday, November 16, 2009, it announced that it had taken control of Brawn GP and had every intention of continuing to win. Good news for Formula 1, which, after the bloody exit of Honda, BMW, Toyota, ING, Royal Bank of Scotland, and Bridgestone, gains at least one generous new player with a name loaded with charm. But less exciting news for Ferrari, which, sentenced to win, finds itself facing another top competitor, in addition to the already strong McLaren and Red Bull. Mercedes has acquired 75.1% of Brawn GP. 45.1% directly through Daimler (the parent company of Mercedes) and the remaining 30% from an Arab fund close to Aabar Investments. The remaining share of the company will remain firmly in the hands of Ross Brawn, who will continue to hold the title of team principal. So, the Mercedes are back, a legend born in 1934 at the German Grand Prix when Baron von Brauchitsch suggested removing the white paint (common to German cars) from the single-seaters to lighten them by that kilogram needed to meet the weight limit. Or, to be more precise, the legend of Mercedes doubles. Because at the same time as the change of ownership of the World Champion team, an agreement is announced between Mercedes and McLaren, which allows the English team to continue to use the name, colors, and, above all, the engines of the German factory. At least until 2015. From 2011, however, Mercedes will exit from the ownership, selling its 40% to Ron Dennis. This arrangement satisfies everyone: Mercedes, which can finally rely on its own team; McLaren, which can continue to be a leading force in F1 and focus on building road cars (Ron Dennis' long-standing dream) without internal obstacles; and, above all, Ross Brawn, who now becomes the most successful and wealthiest engineer in Formula 1. The final driver lineup is still to be clarified. Out of the four available seats between McLaren and Mercedes, only one is certain: Lewis Hamilton's. The other three are huge question marks. 

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It's likely that Mercedes wants to have at least one German driver, with Rosberg and Heidfeld (in that order) being the favorites. But to win, champions are needed, and Raikkonen also has excellent chances. Much to Ferrari's delight. Therefore, Nico Rosberg is the first driver hired by Mercedes for the 2010 season. For the second seat, names like Nick Heidfeld and even Michael Schumacher are being considered. But, as mentioned, for every piece that enters, Formula 1 loses four or five. After the sponsors (ING and Royal Bank of Scotland), after the major manufacturers (Honda, Toyota, and BMW), and after the suppliers (Bridgestone), Formula 1, losing its pieces, risks leaving the drivers behind, or rather, the champions. Kimi Raikkonen's manager announces that he won't be there in 2010. It's probably just a strategic move to secure a better contract (with Mercedes). But still, it's a bad sign. Until last year, no driver would have dreamed of questioning Formula 1's supremacy over other categories. A sabbatical year, his manager called it. But in reality, the Finnish driver has simply decided to go racing somewhere else, in a category that he finds more enjoyable: Rallying. And he's doing it at the expense of Ferrari (whose severance pay will continue to fill his bank account until 2011). During the last depressing season, every time Kimi heard the magical word, his eyes lit up with an unexpected intelligence, and he, famous for his displayed apathy, suddenly became alert, almost likable. He even said it explicitly sometimes: 

 

"Next year? I'll do something, maybe I'll go rallying".

 

In any case, he implied, why stay in F1? Not for the competition, which is less fun; not for the money, as in times of crisis, another team willing to pay him like Ferrari (always talked about as 30.000.000 per season) can't be found anywhere; not least for glamour or fame, which never held any appeal for him. With the red suit left behind in the desert of Abu Dhabi, Raikkonen could afford to tell his manager: we'll stay in Formula 1, but on our terms. That is, in a competitive team, McLaren (Mercedes wasn't there yet), and with a comfortable contract. Otherwise, nothing. Kimi asked the Brits for a lot: 17.000.000 euros, the ability to manage his image without being obligated to go back and forth between Stuttgart and Woking for promotional reasons, and above all, the freedom to indulge in his antics in the world of Rallying whenever he wanted. McLaren thought about it for a while, then turned to Jenson Button, who settled for half of what the Finn asked for. Kimi's future is still up in the air. Unless Mercedes, with which negotiations were well underway until a few hours before the manager's surprise announcement, decides to reshuffle, make a strong push for him, and offer him the contract that McLaren had refused. However, in the meantime, the Sauber team could also be saved. BMW, which had announced its intention to withdraw from the sport, reaches an agreement with Peter Sauber for the change of ownership. Sauber agrees to repurchase the company but makes this dependent on the team's admission to the 2010 World Championship. An admission that seems apparent. In September, the FIA had stated that, in the event of the withdrawal of one of the fourteen already admitted teams, Sauber would automatically take its place. 

 

However, Toyota, another team that has announced its farewell to racing, has not formally vacated its spot yet, and some suspect that the Japanese might want to sell the team and remain in F1 as consultants. The Sauber rescue is great news for Formula 1, already invigorated by the entry of Mercedes and the courting of the Volkswagen Group, which is reportedly interested in becoming an engine supplier from 2012. Max Mosley's prophecy is about to come true. The Formula 1 of his dreams, the one without the hated manufacturers and with only two big players (Ferrari-McLaren) surrounded by many threatening outsiders, could become a reality within a few days. Just as foreseen by the diabolical former president of the FIA, after Honda, BMW, and Toyota, Renault is on the verge of bidding farewell to Formula 1. It must be said that if this were to happen, Max Mosley would be one of the main culprits. In the last year, the French team has spent more time in court than on the track, damaging its image significantly. They found themselves in court for the first time over the diffuser case, the second time for a tire that came off in Valencia, and the third time for Nelson Piquet Jr.'s infamous deliberate crash. It is worth noting that especially the first appearance in court was heavy for Renault. The possibility of using the diffusers handed Button a championship that would otherwise have been won by Sebastian Vettel's Red Bull (powered by Renault). The French daily L'Equipe reports that the exit of Renault from Formula 1 is imminent, with the team set to race in 2010 under the name of Prodrive. 

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But some argue that the leak was strategically released. Internally, the French team is engaged in a fierce battle within the FOTA to gain the possibility of adjusting its engines to those of its competitors, bypassing the freezing regulations imposed since 2007. It's a sort of ultimatum: allow us to be genuinely competitive, or we leave Formula 1. If this is the case, the French team will be regularly on the grid in 2010, along with Sauber, which has been accepted by the FIA and will run with Ferrari engines. Otherwise, it's Formula Mosley. One thing is certain: the future of Formula 1 is highly uncertain at this moment. But one thing everyone in Germany is convinced of: the big comeback is certain. After all, a German national team cannot do without its best man, the exceptional Michael Schumacher, the cannibalistic driver who has won more than anyone else in the history of Formula 1, with seven World Championships and 91 Grand Prix victories. And if the car is German, the Mercedes that bought Brawn GP, if one driver is German, Nico Rosberg, born into the sport as the son of Finnish driver Keke but a German by birth and language, and if the other one must also be German (Nick Heidfeld has long been rumored, though not officially announced), then there's no way the glory of Germany's motorsports, the invincible Michael Schumacher, can be left out. It doesn't matter that Schumacher will turn 41, or that he hasn't raced in F1 since the end of 2006. Michael Schumacher must return and emulate in his second life as a driver the grandeur of his first. 

 

The German magazine Focus is sure that an agreement for 2010 between Mercedes and Schumacher is already in place, and an announcement will be made shortly. Discussions about salary figures can be debated, but the basic concept is not up for discussion. Mercedes remains silent, the driver doesn't speak, but everyone knows and can't wait to see him back behind the wheel: not in one of the many races he takes part in for fun, but in the Formula 1 World Championship, the one that was his rich and triumphant profession for fifteen years. Everyone knows, and the silence (Mercedes doesn't reveal the name of the second driver, and Schumacher enjoys keeping the possibility of a return alive) doesn't help unravel the mystery. Even on Saturday, December 12, 2009, from the driver's spokesperson, Sabine Kehm, a firm 'no comment' is heard, which doesn't mean he will return, but it doesn't mean you should rule it out either. The savvy manager, Willi Weber, has been talking about an appealing idea for weeks, one that needs to be considered (meaning monetized), but clarifying that the neck pains have disappeared, and there shouldn't be any physical obstacles. The same Focus, which considers Mercedes' hiring of Schumacher a done deal, makes the agreement conditional on a thorough medical examination by the FIA, considering it, however, a formality. Nor is Ferrari an obstacle for Germany. According to the German press, the driver has already met with Montezemolo and obtained the green light. If it's a fabrication, Ferrari certainly isn't saying so. During a Christmas lunch with the team, Montezemolo avoided the topic. The president preferred to talk about his team:

 

"Coming off a dreadful 2009, but ready to make a comeback with Alonso and Massa, a fantastic pairing".

 

As for the rest of the F1 world, the consensus on seeing him back on the track is unanimous.

 

"It would be fantastic".

 

Says Bernie Ecclestone, and that's what everyone thinks. Ross Brawn, who is responsible for the technical side of Mercedes and has won a lot with Michael Schumacher at Benetton and Ferrari, believes in it especially. The duo is accustomed to triumphs, and a few white hairs on the driver's head won't deny them that.

 

"The contract that binds Schumacher to Ferrari is not binding".

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Says Montezemolo a few days later. But Michael Schumacher must meet with the team to free himself from the consultancy contract that runs until December 2012. At first glance, this might seem like a step back, given that there was earlier talk of approval already granted by Maranello. But it doesn't change the substance: according to the German press (while Schumacher remains silent), there will be a second career. If it depends on Ferrari, a response that amounts to a green light will be given on Monday, December 14, 2009. First, Montezemolo says:

 

"I have never met him".

 

But then he says:

 

"It's clear that if he were to take a different path, our agreement would no longer be valid. You cannot be a consultant for Ferrari and a driver for one of our competitors".

 

In other words, if he truly yearns to drive again, we (out of gratitude for his great past, emphasized in Maranello) won't do anything to hinder his desire. At one point, he even called him. Or at least he says (with Montezemolo, you always have to be careful about irony) that he dialed his cell phone number. But Michael Schumacher didn't answer. However, his ears will surely have been ringing, because during the Christmas greetings dinner on Friday, December 18, 2009, the Ferrari president mentioned him frequently. He talks about him, the real one:

 

"The driver who has won so much with us, who pledged eternal loyalty to Ferrari, and who was delighted to extend his consultancy contract until 2012 at Monza".

 

And of his twin:

 

"A 41-year-old man who is itching to return to racing, and whom we couldn't offer anything to, because a third car is not allowed, and the other two are driven by a very strong pair, Alonso and Massa, the best in Formula 1, two I'm not afraid of anything, neither McLaren, despite Button and the phenomenon Hamilton, nor of that twin who told me he wants to become our opponent. Now, his brother, honestly, was very strong. Who knows how his twin will be. I think he can do well, but if we have a competitive car, there's nothing to worry about. The important thing is for Ferrari to get out of the dreadful 2009, comparable in the last thirteen years, in terms of disappointment, only to 2005. These are the only two seasons in which we won only one race, unforgettable moments. Because, otherwise, we have either triumphed or fought for the title until the last race. And that's what will happen in 2010".

 

Twin. The most used word of the long evening. Todt has also become a twin, once responsible for Ferrari and now president of the FIA:

 

"He has an important challenge ahead. To revitalize Formula 1, we need a revolution, more spectacle, more overtaking, stable rules, legal certainty, safeguarded competitiveness and technology, lower costs, and, above all, higher revenues to prevent other major manufacturers from fleeing. The FIA, by regaining its power, has the opportunity to set it in motion and guide it".

 

And Valentino Rossi is also a twin:

 

"The real one should start winning something with motorcycles first, and then maybe his twin can take our third car, if we can field it, in 2011".

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There's also the twin Raikkonen:

 

"The one who won the World Championship with us on his debut, then decided to go rallying and sent his twin to drive our car. I'm not disappointed in Kimi as a driver. The problem was working with the team, the difficulty in communication. Champions, like Senna, Prost, the real Schumacher, not the twin, Alonso, have always been great team players. He isn't".

 

Then he talks about Alonso, the real one:

 

"We've been following him for three years. He lost the first sprint, Todt preferred Raikkonen, now I couldn't say no to Domenicali again. We managed to bring him in a year early, and I thank Banco Santander for their help, both in negotiations with him and in the sabbatical year requested by Raikkonen".

 

But Raikkonen hints that he didn't appreciate it.

 

"I didn't leave Ferrari over racing or results, but for money".

 

Implicit: Alonso was Spanish, and the new sponsor liked that better. Closed chapter. The open wound is another. And it calls into question the twin par excellence, Michael Schumacher. Luca Montezemolo's skill in using playful words cannot hide his disappointment with what is considered a betrayal.

 

“I'm the one who rekindled his desire when I offered him to replace Massa at the end of July. He was skeptical, but I convinced him in ten minutes. Unfortunately, neck pains, revealed by that test we did in anger with the unsporting Williams, forced him to surrender. Now he says he feels healed, to Mercedes' delight. We'll see how he performs, even as a brand ambassador. Image figures must be credible. You can't sponsor a product and then casually switch to a competitor”.

 

It certainly won't be a twin Fernando Alonso:

 

"We signed him to win; he's hungry, fast, excels in developing the car, and works well with the team".

 

Nor Massa:

 

"He will come back stronger than before".

 

And he certainly doesn't wish to find himself facing Max Mosley's twin.

 

"His recent actions, like the Briatore ruling, are the result of madness. With him, we were truly on the verge of saying goodbye to F1".

 

And he hopes that Bernie Ecclestone can free himself from his twin.

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"Because I've known him since 1973, and he used to be passionate and capable. Now, but it must be his twin, he only thinks about money. With those investment funds to which he has already sold F1 three times without caring about the teams. Forgetting that we are the ones who go racing. And that from 2013, when the Concorde Agreement expires, we could do it on our own".

 

Felipe Massa, let's get some order. Who do you fear the most for 2010?

 

"McLaren and Red Bull are the ones I expect the most from. But even the former Brawn GP can do very well. It's the team that won the World Championship, and now that it's been acquired by Mercedes, it can become a top team, a big one capable of reasserting itself year after year".

 

"And if Schumacher arrives...

 

"They can achieve great things. However, I expect more from McLaren and Red Bull. The British are very strong, and with Hamilton and Button, they have put together a truly competitive team. Red Bull was the best team in the second half of the last championship".

 

What can Schumacher bring to a team like Mercedes, which is in full growth mode?

 

"At this moment, not much. It's been a long time since he last raced, and many things have changed in the meantime...".

 

How will it feel to see him in a silver car?

 

"It will be very strange. But everyone must do what they think is best for their life. I care a lot about Michael, and if he's happy, then I'm happy too. Then, once on the track, he will be a rival like any other. And he will have to be beaten".

 

You are very close to Barrichello; have you heard from him?

 

"Yes, of course".

 

Are you happy that Schumacher is coming back? You risk, once again, seeing the German succeed where you failed: coming out of retirement and winning...

 

"We haven't talked about it. Rubens is happy to go to Williams".

 

But how do you explain that Schumacher changed his mind in six months?

 

"Michael had a serious accident. He did a test here in Fiorano, and it didn't go well. I remember he called me and said his neck hurt. And in some corners, he had vision problems. Then he went for tests, and they told him that there were still some things out of place. After five months, those things got back in place".

 

Wasn't he scared? The F1 he would find was completely different from the one he left. And his car was undriveable.

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"In fact, the cars that were racing when Schumi left were something else. They had more grip, more stability, more aerodynamic load".

 

So, he was afraid of facing too many difficulties...

 

"I don't know. I don't think so. I think all drivers have to learn quickly. And he is a good driver who knows how to learn. Of course, now, if he returns, it will be a big change for him compared to the experiences he had".

 

Enzo Ferrari always used to say: as soon as a driver becomes a father, he becomes a second slower per lap.

 

"He was wrong. Schumacher has won many world championships and has two children. Felipinho was born on November 20th last year. A few days later, I went to a kart race and won".

 

What really changes after the birth of a child?

 

"On the track, nothing."

 

Do you mean that when you brake at the last meter or take a corner at 300 km/h, you're carefree like before?

 

"When you brake, when you take a corner, you don't remember that you're a dad. When you get in the car, you think about being as fast as possible, doing the best you can; then you return to the pit, get out of the car, and come back to yourself, remember who you are. Only then do you return to being a dad. I just got out of the car, and the first thing I did was pick up my phone; there was an SMS from my wife saying: everything is fine. Outside the track, everything changes. Before, you were just a guy; now you're a father. But in the car, you just have to push".

 

Let's talk about the accident.

 

"It didn't change anything. It's not part of my life. I remember I was in qualifying in Hungary and woke up three days later in Budapest. That's it".

 

You've always said: I have two goals, a child and a world title.

 

"Yes, and now I'm missing only one".

 

Beyond words, do you have anything concrete to offer to a Ferrari fan who is disappointed with the just-ended year? Something to justify a bit of optimism?

 

"I follow the developments of our car but not those of the others. So, I can say that the numbers are good, and the team is excellent".

 

Speaking of which, have you heard from Alonso recently?

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"He sent me an SMS for the birth of Felipinho".

 

He has often been in the factory in Maranello...

 

"I was in Brazil".

 

Do you know how the work went? Did you share information and feelings?

 

"I know that he is very close to the team for development, to provide suggestions".

 

In the United Arab Emirates, it rains for one week a year. But one day of rain is enough to flood roads designed to be used only in good weather. If that day precedes the most important appointment of the year for the Mercedes top management, the one in which they take stock of what has been and outline strategies for the future, it causes some apprehension.

 

"But don't worry, for today we have arranged a day of good weather...".

 

He jokes, on Sunday, December 20, 2009, Dieter Zetsche, the president of Daimler AG. The location is Abu Dhabi, specifically the Yas Marina Circuit, where the last Formula 1 Grand Prix took place. Perhaps because in the coming season, Mercedes will be directly involved with Nico Rosberg:

 

"Racing is in our DNA; the first Mercedes was a racing car. We wanted to get directly involved, and it was possible with Brawn".

 

Of course, McLaren was a tougher nut to crack:

 

"They are a great team, and they will continue to be so since we will continue to provide them with our engines".

 

But why, at a time like this, when BMW, the historical rival of Mercedes, is retiring from the sport, is Mercedes relaunching into racing?

 

"Do you have any idea how many Formula 1 fans, and hence potential Mercedes customers, there are in fertile markets like India, China, and Brazil?"

 

The answer is rhetorical, and the key words are always the same: volumes and profits:

 

"By 2015, we want to sell 1,500,000 vehicles".

 

Apparently, building cars is still a business, despite everything:

 

"For us, it's an opportunity, but less so for others. I see it as a challenge when the incentives in various European countries run out. Given the type of cars we produce, we haven't benefited from them at all". 

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And adds:

 

"However, the reality is that we have always shaped the history of the automobile. For example, until recently, it was thought that Japan was miles ahead in eco-friendly technologies, but now we are proving the opposite. European companies, and German companies in particular, will be the champions of reducing harmful emissions".

 

Dieter Zetsche seems to be a president who goes against the tide. Even when it comes to dismantling a widely shared thesis that envisions a future with only a few major manufacturers sharing the four-wheeled pie, considered a strategy that perhaps can work for groups that produce large volumes:

 

"But it remains to be proven whether it is valid for premium companies like Mercedes".

 

But what reality is Stuttgart in today, and how does it want to face the immediate future? It becomes clear when the conversation turns to new technologies:

 

"We allocated 5% of the 100 billion euros in revenue from 2008 to research and development. No one else invests so much in the future. The average CO2 emissions of our vehicles have gone from 230 g/km in 1995 to the current 160 g/km. This year we presented 58 BlueEfficiency models, and there are another 79 planned for 2010. We have hybrid and electric cars ready for mass production, and hydrogen is a reality for us".

 

But since you can't do everything on your own, and globalization has its own laws, here's a possible strategic partner for the development of small engines and, above all, for Smart:

 

"In the first months of next year, we will let you know who it is...".

 

And for Mercedes?

 

"We're not even talking about it".

 

Yet, the giants are organizing themselves: Volkswagen buys Suzuki to secure a place in the Indian market, and it even allows itself the luxury of merging with Porsche, forming an iron axis with Audi.

 

"We are positioned very well in emerging markets. In China, we grew by 60%, and in India, we are the leader in the premium segment. Recent acquisitions don't change anything for us because they were already using synergies before. And it must also be said that Volkswagen paid too high a price for Porsche, and it will continue to be perceived as a separate brand, rather than part of a group".

 

Two days later, on Tuesday, December 22, 2009, Michael Schumacher signs with Mercedes. In 2010, the German driver will race with Stuttgart's factory cars and will form, together with Nico Rosberg, what many have already dubbed the German national motorsport team (in contrast to the English national team, Hamilton and Button at McLaren, and the Latin multinational team, Alonso and Massa at Ferrari). 

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The terms of the contract that now ties Schumacher to Mercedes are expected to be for a single year and a fee of 7.000.000 euros (though some strongly doubt this figure, claiming that it is at least doubled, if not tripled).

 

"Schumacher has disappointed me".

 

Meanwhile, Luca Montezemolo tells the French journalists of L'Equipe, perhaps foreseeing that the love story with his former protege was officially coming to an end.

 

"Nevertheless, we will always remain friends".

 

Words already filled with nostalgia from the president, who at the same time wanted to welcome the new. And the new, today in Maranello, is Fernando Alonso.

 

"Together with Massa, he will form the best pairing in Formula 1".

 

Certainly, an enthusiasm that is reciprocated.

 

"I am coming to Ferrari at the best moment in my career".

 

Says Fernando Alonso at the end of a charity race organized in Oviedo by Cajastur, one of his sponsors. 

 

"I can't wait to start. I am joining the best team in the world, Ferrari. I realize that I am more mature, and everything is going well".

 

In Maranello, the men managed by Stefano Domenicali are making progress in developing the new car. And on Tuesday, they take a decisive step by inaugurating the new simulator. Every detail is top secret. The provided data only gives a vague idea: Ferrari mentions a processor with over 60 GB of RAM capable of processing 5 GB of data per day, a Dolby Surround 7.1 sound system with 3500 watts, and over 10 km of cables. The driver has five displays for a visual angle of over 180°. After the disappointment of Ferrari fans, who, rightly or wrongly, felt betrayed, Michael Schumacher must now face the anger of Mercedes workers who felt offended by his return. The issue is straightforward: the workers at the Stuttgart-based behemoth, who were already opposed to the acquisition of Brawn GP, have decided to express their dissent over an operation that will cost, according to official data, 7.000.000 euros per season for the next three years. Unfortunately, this move coincides with the announced decision of the group to relocate part of the production of the C-Class: from December, the sedan will no longer be entirely manufactured in Germany but partially in America to reduce costs. Uwe Werner, chairman of the workers' committee at Mercedes, explains:

 

"For many colleagues, what is happening is unimaginable. The staff would have understood if Mercedes had decided to leave the Formula 1 market".

 

Instead, they now find themselves facing a company that has chosen to move in the opposite direction.

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"The value of Schumacher's signing, with the media attention it has already received, is already 100 times higher than the 7.000.000 euros a year it cost us".

 

Explains Mercedes' director of motorsport, Norbert Haug, who also reveals that he tried to lure the German driver away from Ferrari in 1995 and 2005.

 

"All of this will help us sell more cars and attract the attention of many people to the qualities of the brand".

 

Words that seem to have found some confirmation in what happened on Christmas day when the company that manages the Hockenheim circuit had to recall an employee from her vacation to help manage the overwhelming increase in ticket requests for next year's race in July. However, the workers are not interested.

 

"They sold it to us as an investment for the future, but it's madness".

 

They say, supporting their theory with a study conducted by Ferdinand Dudenhöffer of the University of Duisburg-Essen, according to which the commitment to F1 will increase costs for the group, costs that are not proportional to the group's potential revenues. According to the expert's opinion, from now on, every vehicle will have to be sold for 200 or 300 euros more to finance the commitment to F1. On the domestic front, things are going better for Michael. His wife Corinna, whose insistence was one of the main reasons for his retirement three years ago, explains in a statement that she shares her husband's choice:

 

"Michael needs challenges. That's how he is, and I can understand his decision. To be honest, I think it's fantastic even though it's turning our family upside down. When he told me that Ross (Brawn) had called, I immediately realized that he had found his passion again. Michael's love for racing is enormous. Without this boundless passion, all this would not have been possible. It is this very passion that has made Michael the man he is today".

 

It remains to be seen what kind of man he will be when, sooner or later, he will have to say enough again.


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