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GP Week : Issue 102
– Email us Something to say? Email us at email@example.com What about Bruno? I loved your predictions in the latest edition of GPWEEK about possible driver movements for 2011 – but you did not mention Bruno Senna. Which team do you think Bruno Senna be driving for next year? I love good rumour and speculation during the silly season. I’m a huge fan and would love a response! Mark Vadnais firstname.lastname@example.org LAMBDEN: A name can take you so far, but when an outsider (Christian Klien) bobs up and blows you away, it becomes harder to convince teams that you are their man ... What about Rubens? As long as Felipe has been racing for the Ferrari team why hasn't he won a championship? It seems as if it has always been the ‘other’ driver of that team, yet this year he renewed his contract with them and has been told he is their number 1 driver – or maybe told by that team to keep him on. If I was Felipe I would be looking another team or try to come over to the IRL series. Apparently his manager (Nicolas Todt) is not doing a very good job for him. annette simon email@example.com LAMBDEN: In my view, Felipe is a good driver – not necessarily a great one. He's won races, but unfortunately he's driving for Ferrari, which has always had a higher priority in the driver line-up. In the calm of the following day I guess you will be flooded with angry emails (mainly from British 'Lewis' fans, upset that Mark Webber wasn't penalised for 'taking out' their darling Lewis. Well excuse me, but I always thought that (a) the onus was on the passing driver to do so safely, and (b) you need to be more than two feet ahead before you can legitintaely 'shut the door'. Deep down, I think Lewis knows he blew it, twice, in two races. Webber, on the other hand, is mixing aggression with smarts. In my view he would be a worthy champion – but Alonso may yet have something to say about it! Roger T Mathieson Springfield Illinois, USA Since the battle over the Team Lotus name started raging just over a week ago, there’s been a lot of talk about Group Lotus’ Formula One intentions. Their ART tie-up in GP2 and GP3 hints that there may be bigger developments to come, and in Paris last week they unveiled five new prototypes (unprecedented in a single year) and their own sumptuous lifestyle magazine, both geared at taking the Lotus brand to a new level of aspiration and an audience that will be seduced by the new, more powerful, more luxurious Donato Coco-designed models. And here, I’m afraid, I’m going to make a shameless plug for Lotus Magazine because I’m on the Board. Three reasons you might like it: There’s a terrific portrait of conflicted hero Graham Hill by David Tremayne, insight into the Lotus marque’s return to grand prix racing by me, and our cover girl is Kate Moss (something else British, lightweight, unconventional and eye -catching). But Lotus wasn’t the only manufacturer under an F1 spotlight at the Por t de Versailles. Volkswagen has been sniffing around the sport for about a year now, analyzing whether the opinion ADAM HAY- NICHOLLS GPWeek Editor It was a little mechanical mismatch that took the last strands of tension out of the World Championship. Dani Pedrosa’s fly-by-wire throttle gave him gas when he was trying to do the opposite, and he did go flying ... though without any wires. Shame. He didn’t deserve that. Well, it may not be very sporting, but that’s what happens when you mix the motor in with sport. The riders can be as athletic as they like, the motors have not option to be anything but motors. As such, they are prone to failure. This one was quite prosaic, a cable, or the operation of a cable failed, possibly through a misplaced spring. Nothing new there. Bike racing long-termers know well that such events were not uncommon back when engines used to suck through carburettors: slides could stick and cables could snag. That was what the kill switch was for. And there are plenty of other avenues of mechanical disaster, both ancient and modern. Chains still break from time to time, clutches explode; thankfully gearbox seizure is pretty much unknown – the worst failure of all, since there is nothing the rider can do about the locked back wheel. One is tempted to say that four-strokes are more prone to catastrophic failure than two-strokes simply because they have more to go wrong. But even with only a piston and a barrel, the strokers could find all sorts of ways to seize them together, and with deadly suddenness. There is a way to make four-strokes fly apart: use them long and hard until the little whirry bits wear out and something breaks. Then it is every bit as spectacular as a seized- up stroker, with con-rods smashing holes in the side, bits and pieces MICHAEL SCOtt MotoGP Editor opinion When motors go bad F1 would damage Porsche – but reward VW 22