Kimi returns

Kimi is back after his 2 year hiatus outside 'his' world...sigh...i now just recalled Japan, 2005!!
Well next year it is 6 world champions on the track. Never before in F1. Must be great. But I don't think Red Bull can be challenged. The momentum is just too strong!! And same about Seb. Only Webber may be in a position to challenge him. Lets see..
Exhausts are banned next year. This might be the only glitch in Red Bull design..but who knows....
Not high expectations from Kimi. Neither from Massa and Michael. Have high expectations from both Mclarens and Fernando!

Alonso confirms divorce

Alonso confirms divorce


Double World Champion Fernando Alonso and Raquel del Rosario have confirmed that they have decided to end their marriage.

The 30-year-old Ferrari driver and del Rosario, lead singer of Spanish pop band El Sueno de Morfeo, tied the knot in 2006 but have now decided to go their separate ways.

A statement issued by the couple on Tuesday said: "After five years of marriage, we have decided to end our relationship as a couple. This has been a very though about [sic] and mutual decision. We are separating from marriage, but never as friends, and there is still a very strong affection and mutual admiration to ensure the happiness of the other.

"With this statement, addressed to all who follow our careers, we wish to bring an end to any speculation. With it, we ask that the media respects our personal lives which, as you know, we have always been keen to protect. With love - Raquel and Fernando"

China 2011

Lewis is driving like a World Champion and today was a perfect demonstration of a driver at the top of his game.

BRAWN

Ferrari passed up on the opportunity to re-employ Ross Brawn after his sabbatical and promoted Stefano Domenicali instead. Ross went off to Honda, won the World Championship with Brawn and is now getting the job done for Mercedes. I wonder if Luca Montezemolo is having regrets...

It Doesn't Get Better Than That
A sensational grand prix, culminating in a sensational victory for Lewis Hamilton. F1 doesn't get any better that that.

If we were being ultra picky then Hamilton's final overtaking manoeuvre, taking him into the lead of the race for the first time, would have occurred on the final lap rather than with four still to go, but the 2011 Chinese GP is an instant entry into the pantheon of all-time great grands prix - a pantheon which, it must be admitted, hasn't been given an update for too long a time.

Sunday's race had everything: sleight of strategy, stunning overtakes, a charge from the back of the grid, and, courtesy of Jenson Button's uninvited bid to become a third Red Bull driver, a humorous dollop of farce. From start to finish, it was an exhilarating spectacle.

No Valid Excuses For Dozy Button

Button claimed he was unsighted and distracted by something in his cockpit, but a F1 driver should be able to find his garage blindfold.

Pirelli Are The Newcomer Of 2011

Fresh tyres are the current king of 2011 and a host of teams - but particularly Ferrari, Renault and Mercedes - must all now be wondering whether they would be better off not running in Qualy Three in order to keep back another set of tyres, or sets, for Sunday's race. The gain achieved from fresh tyres currently far exceeds grid position.

Jerez '011

More of the jigsaw pieces were put into place at Jerez, but we're still a long way away from the final picture. The Valencia test gave us the first indication of what the 2011 season might hold, Jerez has given us a few more clues.


McLaren are slipping behind
If you're going to launch your car late, then you need to put a lot of laps in when it comes to the final few tests. McLaren have had limited running at Jerez and ran out of spare parts for the car. Not the greatest of omens. They'll need to be a lot more together in Barcelona. Last year they had a lacklustre launch and testing phase. So, Groundhog Day for them as well.

Ferrari are looking consistent and assured
Fast becoming the bookies' favourite, Fernando Alonso ran long and strong. Felipe Massa put his oil leak fire behind him and the pair put some great mileage on the car with consistent long runs and some cheeky little sprints not to disappoint the fans.

Sauber are going to start the season in much better shape
...than they did last year. This time round they have sponsorship, a technical director who is aerodynamically savvy, a lead driver who is as fast as Nick Heidfeld and has the experience of an assured 2010 season.



The new Mercedes only goes fast when Michael's in it.
Ah, now the great Schumacher masterplan is revealed. The team spent all 2010 designing and building him a Mercedes that is like a Volkswagen. The new Merc is Herbie Rides Again. The second he gets in it he can run faultlessly for 112 and 114 laps. The second Nico Rosberg steps into the cockpit it doesn't want to leave the garage and develops faults.

• The return of the pay driverCaroline Reid and Christian Sylt

January 5, 2011

Not all F1 drivers are paid millions © Sutton Images

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Mention the words 'F1 driver' to many people and the image that they conjure up is of a man who has it all, courted by leading teams who are willing to lavish millions of dollars on him so he can indulge his love of the high life as he jets around the world enjoying the ultimate luxuries.

But for many drivers on the grid in 2011 it will be quite a different story. Rather than focussing on spending their wages they will instead be scraping together every last penny to support a career at the tail end of the grid, eschewing the high life for three-star hotels and nights in front of the TV. The F1 driver market is undergoing a period of transformation and after half a decade away from the sport, the pay driver is returning.

The 2010 driver line-up was one of stark financial contrasts. According to Formula Money estimates, a total of $130.85m was spent on driver salaries during the season, but a massive 72% of that ended up in the pockets of just five drivers - Fernando Alonso, Lewis Hamilton, Jenson Button, Felipe Massa and Michael Schumacher.

Upon joining Ferrari, Alonso became the first driver to earn a $40m annual salary, making him the highest paid driver in the sport by a long distance. But there was a wide gulf between the rich and the poor in the F1 driver line-up. Despite Alonso's record salary, the season saw several drivers forego salaries and instead bring cash or sponsorship to their teams in exchange for their seats. It was the first time since 2005 that pay drivers were a major force in the sport.

The changing face of Formula One's teams was a significant factor in this change. The smaller new teams who joined in 2010 were often either not willing or not able to pay big money to their drivers, unlike the car manufacturer-backed outfits that they replaced.

HRT milked money from four drivers in 2010 in return for drives © Sutton Images

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The poorest of F1's new teams, HRT, was reportedly expecting to make $16m from its drivers in 2010, but the constant shifting of its line-up indicated that achieving that was far from easy. Virgin signed Andy Soucek as a paying test driver, but he quit the team before the end of the year after paying an estimated $1.4m to the team for a very limited amount of time in the car.

But it wasn't only the new teams that exploited this source of revenues and even an established team like Renault took advantage of the sponsorship opportunities brought to it by signing Russia's Vitaly Petrov. He scored 109 fewer points than his team-mate Robert Kubica during the year, but with Russian sponsors contributing an estimated $5.5m to the team in addition to a reported $10m raised by Petrov's father, his presence brought the team a different kind of assistance.

Renault was quick to emphasise that Petrov's contribution to the team was more than just monetary. Team principal Eric Boullier stressed that "we actually had drivers who could have brought twice the amount Vitaly is bringing with him" while owner Gerard Lopez claimed that although Petrov was not a "paying driver" he admitted that "the sponsors that he brought or that came have been very good sponsors."

This denial that Petrov was a pay driver, despite his sponsorship value, highlights some of the stigma attached to the label. To many it automatically equates to a young driver with little talent and a big wallet, which may be what drove Lopez to insist that Petrov shouldn't be placed in that category. But it also encompasses a second tier of more talented drivers, often from emerging markets, who can bring a team a host of sponsors from their home nations. They may not be personally signing the cheque, but the main attraction of these drivers is often a financial one.

Sergio Perez has used Telmex's millions to buy a seat at Sauber © Sauber

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Several other rookies will be following in Petrov's footsteps in 2011. Mexico's Sergio Perez will bring an estimated $10m from local telecoms company Telmex with him to Sauber, while Williams have dropped promising Nico Hulkenberg in exchange for well-backed Venezuelan Pastor Maldonado. Maldonado was GP2 champion in 2010, so doesn't come without a pedigree, but the fact that he was the best-backed driver on the GP2 grid certainly didn't hamper his progress. With an estimated $3m of personal sponsorship behind him he had a distinct advantage over his rivals. It is believed that his Venezuelan backers will spend around $15m on Williams in 2011, which will be a big boost to the team as it loses an estimated $44m worth of sponsorship deals from RBS, Philips, McGregor and Air Asia.

Like Renault, Williams were also keen to avoid the stigmas of the pay driver label, with team chairman Adam Parr stating that he felt it was "repulsive and irrelevant". He added that "We have never sat a driver in our car who we did not think was ready for F1, deserved to be in F1 and was capable of delivering. The guy has just won the GP2 championship with a rookie team, winning more races than anyone else. The mere fact that we have to talk about this is absurd." However, Maldonado's on-track record does nothing to lessen his financial attractiveness to the team.

One of the main problems with the pay driver label is that it can encourage a public perception that the team is desperate for cash to the extent that it is willing to sacrifice sporting prowess to scrape together a few million dollars more. The reality is not quite so clear-cut for a middle-ranking team like Renault or Williams, which cannot afford to sacrifice performance. If a team has no chance of making it off the back of the grid, it doesn't need to worry about how talented its drivers are, but higher up the grid a few points or podiums brought in by a talented driver can mean millions of dollars more in prize money and sponsorship. A balance between sponsorship and talent has to be found.

For this reason, many of the new breed of pay drivers come with impressive CVs. Petrov, Perez, Maldonado and HRT's Bruno Senna are all GP2 winners - exactly the kind of driver who usually moves up into F1 anyway. Their financial backing serves to make them more attractive than their similarly-qualified rivals and it's not difficult to see why they are being snapped up by teams looking to fill a hole in their budget.

Taki Inoue was just one of several slow pay drivers in the 1990s © Sutton Images

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It's a stark contrast from the 1990s, when pay drivers were figures of fun in F1, epitomised by Japan's Taki Inoue, who never scored a point and once got run over by the medical car. Then there were the rich kids, such as Pedro Diniz, the son of a Brazilian supermarket magnate, who brought with him seemingly infinite cash from brands stocked in the family shops.

The main problem that F1 faces with the return of the pay driver is that if even talented drivers have to bring sponsors to get a foothold in the sport there is a very real chance that a star talent will fail to break into F1 if he doesn't have the budget to match his skill.

But for the drivers that do make it onto the grid they get to showcase their talents in front of F1's power brokers and to become salaried stars themselves later in their career. And despite lingering memories of wealthy failures, it's certainly not impossible for a pay driver to make it to the very top of the podium. After all, seven-times world champion Michael Schumacher paid the Jordan team $150,000 for his first drive back in 1991. He has made that back in salary almost 3,000 times over in the intervening 20 years.

© ESPN EMEA Ltd.

F1 Money

The 2010 F1 season was seen by many fans as the most exciting in years, but although the battle on track caught most of the attention, the crucial off-track battle to emerge top in the financial stakes was full of plenty of twists and turns of its own.

Red Bull emerged triumphant off the track as well as on it and ended the season with more than just two championships to celebrate. Although the energy drinks giant poured an estimated US$240m into Red Bull Racing and Toro Rosso throughout the season, it got much more than its money's worth in return.

The key to how it achieved this is the main reason that many sponsors and team owners take part in the sport: brand exposure. More than 520 million people globally watch F1 every year and companies are willing to pay big money for access to these viewers, just as they might otherwise pay to advertise during a TV broadcast's commercial breaks.

After each race, Formula Money's ROI Review calculates the value of the time spent on screen by every brand, as if it had been purchased as global TV advertising slots. Unlike traditional TV advertising which provides a defined slot with a tailored message, showcasing a brand in F1 is a tricky business. Each sponsor shares the screen time with over a hundred other companies and there is no guarantee when and for how long its brand will appear.

Formula Money estimates that during 2010 the Red Bull brand gained exposure which would have been worth a huge $358.5m if it had bought it as traditional TV advertising. This represents a 150% return on its spending, demonstrating why F1 is such an important platform for the Red Bull brand around the world.

Toro Rosso added to Red Bull's brand exposure © Sutton Images

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Remarkably, Red Bull took a massive 30.5% of the exposure of all F1 brands in 2010. This was down to having its brand displayed prominently on two teams, which would have given it a major advantage even if it hadn't won the title. All the same, its strong performance on track was certainly a big factor in this. More than $255.2m worth of Red Bull's exposure was generated through its logos on Red Bull Racing, around 70% of the total. The faster the car, the more exposure it will get during the race, which is the key reason why the better teams draw more sponsorship investment.

To top off Red Bull's amazing year, exposure of the company's brands doesn't stop with its signature beverage. Branding for Red Bull Mobile generated exposure estimated to be worth $4.3m in the equivalent advertising value, with Red Bull Cola and Scuderia Toro Rosso decals generating exposure worth $2.1m and $1.7m respectively. This brings the total exposure value for all Red Bull's brands to $366.6m, placing it streets ahead of its rivals.

All together, the 141 brands with on-car logos in Formula One in 2010 gained exposure worth $1.2bn, an average of $62m per grand prix. This included not just sponsors and team owners, but the engine manufacturers, the team names themselves and charities, such as the FIA's Make Roads Safe campaign which appeared free-of-charge on all the teams' cars throughout the year. The campaign got coverage from this which would have cost it $1.3m if it had bought the time as standard TV advertising.

The closest challenger to Red Bull's supremacy was McLaren's title sponsor Vodafone, which drew exposure worth $122.5m throughout the year, giving the mobile phone provider a return of almost 190% on the $65m it spends annually. It was followed by Ferrari's major new partner Santander, which got exposure worth $99.3m, a 200% return on its $50m annual spending. With returns like this, it's easy to see why companies are so keen to get involved in F1.

Exposure wasn't the only area where Red Bull Racing made a financial impact in 2010. The team spent an estimated $265m during the year, funded by prize money and sponsorship as well as money from Red Bull. This worked out at $530,000 per point it scored which was the second best value of all the teams. The team with the lowest spending per point was McLaren, which ran on a budget of $210m resulting in a cost per point of just $460,000. Although it wasn't all good news for Red Bull. Excluding the three new teams, which spent $256m between them and didn't score a single point, the worst performer in terms of cost per point was Toro Rosso, which despite a comparatively small budget of $125m spent almost $10m on each of its mere 13 points.

Fernando Alonso brought Santander to Ferrari but was on a salary of million © Getty Images

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Ferrari was the biggest spender throughout the year at $393m, but its high points haul meant it was still the third best value team, spending $990,000 on each point. However, the lack of a championship will have disappointed the team, which ran on a budget 40% bigger than any of its rivals. The $40m salary the team is believed to have paid Fernando Alonso is the biggest in the history of the sport, but meant that at $158,700 per point he scored he was technically worse value for money than any of his rivals. However, his second place in the championship and his attractiveness to major Spanish sponsors such as Santander, will no doubt make this sum seem like a bargain to Ferrari.

The best performing drivers in terms of value for money tended to be younger drivers who had yet to realise their full earning potential. Vitaly Petrov, who received no salary for his time at Renault, was the best value, producing 27 points for free, but several other drivers were something of a bargain for their teams. Adrian Sutil cost Force India just $10,600 for each point he scored while Kamui Kobayashi cost Sauber $15,625. Perhaps the biggest success story was Nico Rosberg, who was best value leading driver. Each of his 142 points cost Mercedes just $21,100 in salary compared to $138,900 for his prestigious team mate Michael Schumacher. It was real evidence of the changing of the guard and a sign that even better may be to come from Rosberg in 2011.

The data in this column is from the Formula Money ROI Review and the new edition of the Formula Money report, which will be published in early 2010. For more information please visit www.formulamoney.com

The best sponsorship returns in 2010

	Brand	Team	Estimated value of exposure
1	Red Bull	Red Bull, Toro Rosso	$358,497,614
2	Vodafone	McLaren	$122,458,146
3	Santander	Ferrari	$99,288,929
4	Petronas	Mercedes	$85,444,418
5	Renault	Renault, Red Bull	$69,290,891

The best value teams of 2010

	Team	Points	Estimated resources per point
1	McLaren	454	$460,000
2	Red Bull	498	$530,000
3	Ferrari	396	$990,000
4	Renault	163	$1.27m
5	Mercedes	214	$1.31m
6	Sauber	44	$1.63m
7	Force India	68	$1.75m
8	Williams	69	$1.87m
9	Toro Rosso	13	$9.59m
10	All other teams	0	No points

The best value drivers of 2010

	Driver	Points	Estimated cost per point
1	Vitaly Petrov	27	No salary
2	Adrian Sutil	47	$10,638
3	Kamui Kobayahsi	32	$15,625
4	Nick Heidfeld	6	$16,667
5	Nico Rosberg	142	$21,127

© ESPN EMEA Ltd.

F1 Money

We often hear about the huge sums Bernie Ecclestone charges to host a grand prix. Exactly how much does he cream off from circuits?
Formula Money estimates that the total amount that Formula One Management (FOM) received from the 19 Formula One circuits this year was $561 million. Bernie Ecclestone personally doesn't get any direct share in this, however, as a 5.3% shareholder in FOM's Jersey-based parent company Delta Topco he receives a portion of the business's profits. The revenue from race hosting fees is believed to be the source of FOM's biggest profits since there are very few costs associated with it: the company simply grants the rights to races and receives money for doing so.

How many circuits stage races only because of government funding and how many still go it alone?
Only Silverstone and Suzuka receive no government money. All the other races are supported financially by local or national governments through funding of the races themselves or of the construction and maintenance of the circuits.

Does every circuit get treated the same re income they keep and have to pay?
Most circuits take only revenue from ticket sales from their grand prix, though a few have special deals with Formula One Management that entitle them to a share of trackside advertising or corporate hospitality revenues as well.

How much does it cost to sponsor a grand prix?
A typical grand prix title sponsor pays around $6 million per race, though some sponsors pay extra to gain additional coverage.

What does it cost a tyre manufacturer to provide tyres for the season? And is it s straight deal where they supply in return for exposure?
Bridgestone spent around $100 million a year on developing and supplying the tyres as well as marketing its involvement. As well as the exposure, it also benefited from the opportunity to test its technologies in extreme conditions and to develop its engineers' skills as a result of this.

Why don't ticket prices reflect the local market, resulting in poor attendances in places like Turkey where the costs are prohibitive?
Turkey actually has some of the lowest ticket prices on the calendar - $49 for a three-day general admission ticket, beaten only by $39 for an equivalent ticket in Malaysia. Turkey's problem is that there simply is little local interest in the sport, whatever the price. With race hosting fees reaching as high as $50 million, the circuits have to be very careful to judge what the fans will pay for a ticket as they could quickly hit financial difficulty if the prices are too high.

How much income does the FIA get from TV deals? And how much does the BBC pay and does the FIA have any rules about broadcasts being on free-to-air channels?
The FIA doesn't get any money directly from TV deals, however Formula One Management pays it an annual fee for the whole commercial rights which comes to an estimated €7.4 million. The BBC is one of the highest-paying broadcasters and pays FOM $50 million each year for the rights. Like the other free-to-air broadcasters it benefits from a clause in the Concorde Agreement, the contract between FOM, the FIA and the teams, which guarantees that F1 will be broadcast free-to-air wherever possible. This is designed to protect sponsorship revenues, as the higher the TV audience, the more money sponsors are willing to pay.

© ESPN EMEA Ltd.