[ -- ...Club Fans Fernando Alonso... -- ]
[ -- ...Club Fans Fernando Alonso... -- ]
La F1 contada por Carlo Boldetti cagliaritano ingeniero "padre" de la trama del 2015 McLaren
21 de enero 2015 Sardis en el mundo
8
enCuota
Carlo Boldetti
Ingeniero estructural de plomo que, traducido, significa aproximadamente jefe ingeniero estructural, Carlo Boldetti es el "padre" del chasis del McLaren en 2015 . Licenciado en ingeniería mecánica de la Universidad de Cagliari , PhD en Sheffield, tiene un papel importante en las estrategias de desarrollo autos: "partes del proyecto, asegurándose de que no se rompen, son rígidos, ligeros y cumplir todas las pruebas de la FIA. McLaren son responsabilidad directa de la estructura y las partes que son el motor hacia adelante. "
Él llegó a Inglaterra en 2001 con el Erasmus "Quería aprender Inglés, entonces me gustaba el país y me quedé por un doctorado," Carlo entró en el mundo de las carreras (casi) por accidente. "Un año antes de que finalice el doctorado - dice - Empecé a tocar varias empresas. Fórmula 1 tiene siempre apasionada, así que me envió mi perfil al entonces Renault F1 que - en esos años - que todo lo conquista. Mi suerte fue que los programas y los métodos de análisis que había utilizado hasta entonces eran los mismos que el fabricante de automóviles quería implementar. Era un camino que lo intenté igual que otros, tanto es así que cuando hice la entrevista, aproximadamente un año después de enviar su hoja de vida, tuve otro trabajo ".
Desde entonces, sus días son una sucesión de más o menos agitada estudios, cálculos, reuniones e inspecciones. "Las cargas varían en relación con el período. De agosto a enero, cuando uno piensa y construye la máquina, que son de 12 a 14 horas por día. En la parte restante del año que puedo dedicarme también a la investigación y colaboraciones con universidades (tesis, doctorado) o para tratar de nuevas herramientas de diseño ".
La carrera contra el tiempo es continuo, a menudo complicada por lo inesperado. "Las estructuras deben ser muy ligero pero capaz de soportar cargas elevadas, del orden de varias toneladas. Las pruebas de la FIA han llegado a ser muy difícil, por supuesto, para proteger la vida de los pilotos. En la Fórmula 1 , a menudo, el análisis de un componente durar unos días, unas semanas raramente. Para elementos como marco o cambiar hablas de un par de meses como máximo. Por esta razón, cuando nos enfrentamos a un problema complejo, debemos esforzarnos para simplificar tanto como sea posible, a fin de resolverlo en el tiempo disponible, sin afectar la exactitud de los resultados. El medio ambiente es estresante porque los plazos son casi imposibles; ingenieros razón y actuar bajo presión continúa y el rendimiento siempre debe ser muy alta. Me considero muy afortunado porque todavía puedo diseñar un elemento en dos días, de enviarlo a producción en la noche, encuentra en el escritorio de la mañana siguiente, probarlo y enviarlo a la pista en el mismo día. Lo mejor que le puede pasar. Las respuestas son rápidas y, si se cometen errores, se aprende inmediatamente. La mayor satisfacción es ver a continuación, esa pieza en la máquina en el Gran Premio ".
En los nueve años que pasó en la Fórmula 1, el ingeniero Cagliari llevado adelante muchas ideas que necesitan para estar orgullosos: "La mayor parte es todavía en uso, así que no puedo hablar. Sin embargo Recuerdo con gran placer el compromiso de descargas lado de Lotus / Renault en 2011 bajo la dirección del experto y valiente James Allison, director técnico de la empresa Ferrari . Fue muy difícil. Manejé la parte final del tubo de escape que tenía para deformar de manera específica durante la prueba de choque lateral. Finalmente pasamos por todas las pruebas, pero por desgracia, el concepto no funcionó aerodinámicamente ".
Carrera en el cultivo, basado en las habilidades de vanguardia, adquirida en una sólida experiencia en Italia y sobre todo a través del Canal. "Estamos convencidos de que nuestro país produce los mejores ingenieros del mundo. Personalmente puedo decir que si no fuera por mi doctorado en Inglaterra nunca habría trabajado en la F1, ya que sólo a través de esta experiencia aprendí a usar lo que se necesita para el diseño mecánico. También enseñé en Inglaterra durante el doctorado, así que puedo decir que conoce la universidad local. Bueno, el italiano prepara bien para el doctorado y la investigación, pero no para la realidad de la obra; En contra de la Inglés que enseña muchas menos cosas, pero te da las herramientas que luego vas a utilizar en la práctica. Consejos para los que quieren ir a mi manera de tomar una cualificación en el Reino Unido, incluso después de tres años en Italia. Luego comenzaría en una liga menor o una de las muchas empresas que hacen las industrias de trabajo y los deportes de motor. Es esencial tener las ideas claras y centrarse en eso. También debe tener cuidado al escribir un curriculum vitae y una carta de presentación para el papel y el equipo específico. Para los más talentosos McLaren hace un "esquema graduado" para los nuevos graduados, pero la selección es muy difícil ".
El equipo británico, entre los más esperados cada vez, dará a conocer los vehículos al final de cada mes en la sede en Woking, Inglés condado de Surrey. La nueva temporada comenzará el 15 de marzo con el Gran Premio de Australia en el circuito de Melbourne; al volante habrá dos campeones: Fernando Alonso y Jenson Button . El español, un ex piloto de Ferrari, es uno de los pilotos con más talento, no sólo en la pista: "Tenemos que disipar un mito, el piloto tiene alguna influencia en la puesta a punto, pero no en el proyecto. Los informes se limitan a una conversación si hay cualquier comportamiento anormal; el hecho es que algunos de ellos son muy buenos en la identificación de problemas específicos. Recuerdo los días de Renault F1, Alonso se quejaron por la radio de una vibración a frecuencias bajas, 5 Hz. Nos fijamos en los datos y encontramos un pico sólo 5 Hz ".
http://www.sardiniapost.it/sardi-nel-mondo/la-f1-raccontata-da-carlo-boldetti-ingegnere-cagliaritano-papa-del-telaio-della-mclaren-2015/
21 de enero 2015 Sardis en el mundo
8
enCuota
Carlo Boldetti
Ingeniero estructural de plomo que, traducido, significa aproximadamente jefe ingeniero estructural, Carlo Boldetti es el "padre" del chasis del McLaren en 2015 . Licenciado en ingeniería mecánica de la Universidad de Cagliari , PhD en Sheffield, tiene un papel importante en las estrategias de desarrollo autos: "partes del proyecto, asegurándose de que no se rompen, son rígidos, ligeros y cumplir todas las pruebas de la FIA. McLaren son responsabilidad directa de la estructura y las partes que son el motor hacia adelante. "
Él llegó a Inglaterra en 2001 con el Erasmus "Quería aprender Inglés, entonces me gustaba el país y me quedé por un doctorado," Carlo entró en el mundo de las carreras (casi) por accidente. "Un año antes de que finalice el doctorado - dice - Empecé a tocar varias empresas. Fórmula 1 tiene siempre apasionada, así que me envió mi perfil al entonces Renault F1 que - en esos años - que todo lo conquista. Mi suerte fue que los programas y los métodos de análisis que había utilizado hasta entonces eran los mismos que el fabricante de automóviles quería implementar. Era un camino que lo intenté igual que otros, tanto es así que cuando hice la entrevista, aproximadamente un año después de enviar su hoja de vida, tuve otro trabajo ".
Desde entonces, sus días son una sucesión de más o menos agitada estudios, cálculos, reuniones e inspecciones. "Las cargas varían en relación con el período. De agosto a enero, cuando uno piensa y construye la máquina, que son de 12 a 14 horas por día. En la parte restante del año que puedo dedicarme también a la investigación y colaboraciones con universidades (tesis, doctorado) o para tratar de nuevas herramientas de diseño ".
La carrera contra el tiempo es continuo, a menudo complicada por lo inesperado. "Las estructuras deben ser muy ligero pero capaz de soportar cargas elevadas, del orden de varias toneladas. Las pruebas de la FIA han llegado a ser muy difícil, por supuesto, para proteger la vida de los pilotos. En la Fórmula 1 , a menudo, el análisis de un componente durar unos días, unas semanas raramente. Para elementos como marco o cambiar hablas de un par de meses como máximo. Por esta razón, cuando nos enfrentamos a un problema complejo, debemos esforzarnos para simplificar tanto como sea posible, a fin de resolverlo en el tiempo disponible, sin afectar la exactitud de los resultados. El medio ambiente es estresante porque los plazos son casi imposibles; ingenieros razón y actuar bajo presión continúa y el rendimiento siempre debe ser muy alta. Me considero muy afortunado porque todavía puedo diseñar un elemento en dos días, de enviarlo a producción en la noche, encuentra en el escritorio de la mañana siguiente, probarlo y enviarlo a la pista en el mismo día. Lo mejor que le puede pasar. Las respuestas son rápidas y, si se cometen errores, se aprende inmediatamente. La mayor satisfacción es ver a continuación, esa pieza en la máquina en el Gran Premio ".
En los nueve años que pasó en la Fórmula 1, el ingeniero Cagliari llevado adelante muchas ideas que necesitan para estar orgullosos: "La mayor parte es todavía en uso, así que no puedo hablar. Sin embargo Recuerdo con gran placer el compromiso de descargas lado de Lotus / Renault en 2011 bajo la dirección del experto y valiente James Allison, director técnico de la empresa Ferrari . Fue muy difícil. Manejé la parte final del tubo de escape que tenía para deformar de manera específica durante la prueba de choque lateral. Finalmente pasamos por todas las pruebas, pero por desgracia, el concepto no funcionó aerodinámicamente ".
Carrera en el cultivo, basado en las habilidades de vanguardia, adquirida en una sólida experiencia en Italia y sobre todo a través del Canal. "Estamos convencidos de que nuestro país produce los mejores ingenieros del mundo. Personalmente puedo decir que si no fuera por mi doctorado en Inglaterra nunca habría trabajado en la F1, ya que sólo a través de esta experiencia aprendí a usar lo que se necesita para el diseño mecánico. También enseñé en Inglaterra durante el doctorado, así que puedo decir que conoce la universidad local. Bueno, el italiano prepara bien para el doctorado y la investigación, pero no para la realidad de la obra; En contra de la Inglés que enseña muchas menos cosas, pero te da las herramientas que luego vas a utilizar en la práctica. Consejos para los que quieren ir a mi manera de tomar una cualificación en el Reino Unido, incluso después de tres años en Italia. Luego comenzaría en una liga menor o una de las muchas empresas que hacen las industrias de trabajo y los deportes de motor. Es esencial tener las ideas claras y centrarse en eso. También debe tener cuidado al escribir un curriculum vitae y una carta de presentación para el papel y el equipo específico. Para los más talentosos McLaren hace un "esquema graduado" para los nuevos graduados, pero la selección es muy difícil ".
El equipo británico, entre los más esperados cada vez, dará a conocer los vehículos al final de cada mes en la sede en Woking, Inglés condado de Surrey. La nueva temporada comenzará el 15 de marzo con el Gran Premio de Australia en el circuito de Melbourne; al volante habrá dos campeones: Fernando Alonso y Jenson Button . El español, un ex piloto de Ferrari, es uno de los pilotos con más talento, no sólo en la pista: "Tenemos que disipar un mito, el piloto tiene alguna influencia en la puesta a punto, pero no en el proyecto. Los informes se limitan a una conversación si hay cualquier comportamiento anormal; el hecho es que algunos de ellos son muy buenos en la identificación de problemas específicos. Recuerdo los días de Renault F1, Alonso se quejaron por la radio de una vibración a frecuencias bajas, 5 Hz. Nos fijamos en los datos y encontramos un pico sólo 5 Hz ".
http://www.sardiniapost.it/sardi-nel-mondo/la-f1-raccontata-da-carlo-boldetti-ingegnere-cagliaritano-papa-del-telaio-della-mclaren-2015/
Cyril Abiteboul, encargado de motores de Renault, ha concedido una entrevista a Canal+
Los objetivos 'Por lo menos cinco victorias para Renault en 2015' . Esperamos cerrar la brecha con Mercedes a la mitad de temporada. A diferencia de Mercedes, vamos a empezar la temporada con la versión 2015 de nuestro motor, así como RBR y Toro Rosso.
Hasta la fecha, se han utilizado alrededor de 2/3 de los permitidos token (32) para cambiar nuestro motor de este año. Mi objetivo (y la de Renault Sport F1) es firmar al menos cinco victorias esta temporada!. Nuestro motor de 2015 será una evolución del de 2014, pero no será una revolución. No se ha cambiado la ubicación de elementos como el turbo y compresor. Nuestros medios: Ingenieros liberado en Porsche y Ferrari. Hemos aumentado el número de bancos de pruebas en Viry-Châtillon, dice Renault Sport F1 CEO. "Ahora poseemos veinticuatro bancos. Usted debe saber que en términos de potencia de cálculo, Viry ahora posee tanto como el resto del grupo Renault juntos.
Hemos contratado a 1 ingeniero de motor Porsche y otro de Ferrari, pero no somos capaces de robar a alguien de Mercedes. Tal vez deberíamos ser más agresivos en nuestro enfoque para lograr reclutar a sus (Mercedes) empleados.
Nuestros problemas son de inyección y de combustión. El principal problema que tuvimos que lidiar, afecta al motor de combustión interna y un motor turbo de inyección directa.
El futuro ': Favorable al motor bi-turbo 1,000 caballos de fuerza' .
Los objetivos 'Por lo menos cinco victorias para Renault en 2015' . Esperamos cerrar la brecha con Mercedes a la mitad de temporada. A diferencia de Mercedes, vamos a empezar la temporada con la versión 2015 de nuestro motor, así como RBR y Toro Rosso.
Hasta la fecha, se han utilizado alrededor de 2/3 de los permitidos token (32) para cambiar nuestro motor de este año. Mi objetivo (y la de Renault Sport F1) es firmar al menos cinco victorias esta temporada!. Nuestro motor de 2015 será una evolución del de 2014, pero no será una revolución. No se ha cambiado la ubicación de elementos como el turbo y compresor. Nuestros medios: Ingenieros liberado en Porsche y Ferrari. Hemos aumentado el número de bancos de pruebas en Viry-Châtillon, dice Renault Sport F1 CEO. "Ahora poseemos veinticuatro bancos. Usted debe saber que en términos de potencia de cálculo, Viry ahora posee tanto como el resto del grupo Renault juntos.
Hemos contratado a 1 ingeniero de motor Porsche y otro de Ferrari, pero no somos capaces de robar a alguien de Mercedes. Tal vez deberíamos ser más agresivos en nuestro enfoque para lograr reclutar a sus (Mercedes) empleados.
Nuestros problemas son de inyección y de combustión. El principal problema que tuvimos que lidiar, afecta al motor de combustión interna y un motor turbo de inyección directa.
El futuro ': Favorable al motor bi-turbo 1,000 caballos de fuerza' .
se está pensando ya en un nuevo motor que se comenta que no estará listo hasta 2017. Ya ha habido dos reuniones entre los motoristas actuales, una el día 6 y otra el 21. Cada motorista tiene unas ideas diferentes, mientras que Ferrari quiere volver a la base del V8, un biturbo, (lógico, el suyo era bueno) Mercedes, como es lógico, quiere mantener el actual y argumenta que el cambio supondría un aumento considerable de costos además de que la tendencia actual son los motores híbridos. Mercedes estaría dispuesto a ceder en el aumento del límite de gasto y eliminar la regulación de la velocidad de flujo (aquello por lo q fue sancionado Riciardo en las primeras carreras).
Por su parte Honda sugiere desarrollos más extremos e innovadores (se ha comentado un kers en las ruedas). Ferrari quiere regresar a la base de 2.2 litros V8 biturbo de 17 mil / min, sin MGU-H, pero con unidad KERS estándar y turbocompresor. Red Bull estaría de acuerdo con lo propuesto Ferrari pero Mercedes dice que ni hablar de eso
Por su parte Honda sugiere desarrollos más extremos e innovadores (se ha comentado un kers en las ruedas). Ferrari quiere regresar a la base de 2.2 litros V8 biturbo de 17 mil / min, sin MGU-H, pero con unidad KERS estándar y turbocompresor. Red Bull estaría de acuerdo con lo propuesto Ferrari pero Mercedes dice que ni hablar de eso
Miranda, por lo que expones creo que Ferrari y Renault harán piña y por otro lado Mercedes y Honda, se avecina una guerra de motoristas con dos bandos definidos, curiosos será ver...bueno ya lo hemos visto...antiguos enemigos luchando por una causa común...Ferrari y Renault, un saludo y gracias por tus valiosos aportes....como siempre.
de la página oficial de McLaren
Fernando: A new challenge
Posted on Wednesday, 14 Jan 2015 14:00 (GMT)
The arrival of Fernando Alonso at McLaren in 2007 was celebrated with one of the biggest and most extravagant new car launches Formula 1 had ever seen. More than 100,000 spectators lined the streets of Valencia ? an ancient Mediterranean city made impressively modern through a massive construction programme ? to witness a floodlit F1 street demonstration with Spaniard Fernando Alonso and rookie Lewis Hamilton at the wheel of two McLaren F1 cars.
Accompanied by a huge firework display and a Cirque du Soleil performance, the lavish launch was bankrolled by the team?s new title sponsor Vodafone, and the city authorities. Alonso?s arrival underlined the team?s ambitious plans to reclaim world title glory.
Alonso spoke of his desire to build on his double championship success and added that McLaren, with their eye for detail and an utter determination to win, was the perfect team at which to achieve that.
?I actually call it a ?new McLaren? team because with all the sponsors arriving it does feel like a new team,? said Fernando during pre-season testing. ?All the people are so excited about this new year, this new project. After not having success in the past, they feel that this is the year to come back.?
Accompanying Alonso in this fresh chapter of his career was the 22-year-old rookie Lewis Hamilton. The British driver had performed brilliantly in his GP2 campaign the previous season, but was suddenly thrust into a front-line grand prix team with no Formula 1 experience.
?I think Lewis will be a help,? said Alonso at the beginning of 2007. ?I think that because he?s young and quick he can add some fresh ideas to the squad, as sometimes F1 teams get stuck into a traditional way of operating.?
The season started promisingly with Alonso taking the runners-up spot in Australia and winning his second race for McLaren with a dominant drive in Malaysia. Two races later he won the Monaco Grand Prix for the second time, underlining his credentials as one the most gifted drivers in the world. The Spaniard was clearly delighted with his start to 2007.
?I?m very, very happy to be winning races because my personal target for the whole season was to win a race,? said Alonso at the time.
?Last year McLaren were not so competitive and I thought it?d be tough when I came here. Maybe it?s lucky or maybe it?s just a good job from everybody in the team to be so competitive in such a short time.?
Fernando?s fearless approach to racing came to the fore at the Nürburgring when he passed Ferrari?s Felipe Massa around the outside of Turn Five ? banging wheels en route to victory ? prompting an Massa to shout at him on the pair?s way to the podium.
It was the first of many arguments that year. As the season developed, so did Lewis Hamilton?s confidence, and he started to close the gap between himself and his illustrious team-mate.
Following Fernando?s Monaco win, Hamilton complained that team orders prevented him from challenging for victory, and it was clear that an intra-team battle was having an destabilising effect. It?s nothing new in Formula 1 that while the ultimate goal is to triumph for the team, there is also a personal rivalry to beat your team-mate.
?It?s always been a close fight between me and my team-mates, and this year it?s the same with Lewis,? said Fernando during 2007. ?I think it helps the team to develop the car because we can both fight for big things. Hamilton has done a very good job so far, for sure. But I?ve been pushed very hard all my career, especially at the start of the season. With Jarno [Trulli] in 2004 I was nine points behind after 10 races.?
After Lewis took victories in Montréal and Indianapolis, the pair became embroiled in a duel that would influence the outcome of that year?s drivers? world championship. In the background, their on-track competition was also become increasingly overshadowed by political drama.
The media relished the rivalry between the two team-mates ? both on and off the track ? as the world championship went down to the wire. In reality, however, the pair always maintained a healthy does of admiration for the other.
?We do have respect for each other,? said Alonso a couple of years later. ?During 2007 we used to say, ?hey, we?re racing each other, we?re fighting for the championship. You want to win, I want to win, and this is the way it is.? It was very fair and we had no problems. My problems with the team were different, but they weren?t with Lewis.?
And when subsequently asked about Fernando, Lewis agreed with the sentiment: ?No joking, he is probably the best driver I?ve driven against. You go out in practice, you do a good lap, you come back in and you find he?s gone two-tenths quicker. You?re like, ?Jesus, man, that was a damn good lap!?
At the end of the year Alonso had accrued four wins, eight more podium finishes, two poles and three fastest laps. He was third in the world championship and, in the end, his battle between his team-mate was so close, they tied together on points. Frustratingly, the pair of them finished just a single point behind the eventual champion, Ferrari?s Kimi Räikkönen.
?I learned many things that year,? said Alonso, who was set to return to Renault for 2008. ?Especially technical things regarding the car, the set-up and how to approach a grand prix. The McLaren engineers have a different philosophy for developing the car. At Renault, we were always working in the same area, whereas McLaren tried other areas. I?m a better driver now, after my time at McLaren, because I have much more experience.?
On his return to Renault he took a handful of wins, but the cars over the next two seasons lacked pace and coincided with the French manufacturer?s withdrawal from Formula 1. That left Alonso looking for another seat.
Back in 2004, Ferrari?s chairman Luca di Montezemolo had spotted Fernando and spoke glowingly: ?He is a candidate for the future. He is a fantastic talent, but for now he must be given time??
After two world titles, a near miss with McLaren and subsequent victories in a recalcitrant chassis at Renault, the time felt right. And Fernando donned a pair of famous red overalls in a bid to try and claim that elusive third world title
Fernando: A new challenge
Posted on Wednesday, 14 Jan 2015 14:00 (GMT)
The arrival of Fernando Alonso at McLaren in 2007 was celebrated with one of the biggest and most extravagant new car launches Formula 1 had ever seen. More than 100,000 spectators lined the streets of Valencia ? an ancient Mediterranean city made impressively modern through a massive construction programme ? to witness a floodlit F1 street demonstration with Spaniard Fernando Alonso and rookie Lewis Hamilton at the wheel of two McLaren F1 cars.
Accompanied by a huge firework display and a Cirque du Soleil performance, the lavish launch was bankrolled by the team?s new title sponsor Vodafone, and the city authorities. Alonso?s arrival underlined the team?s ambitious plans to reclaim world title glory.
Alonso spoke of his desire to build on his double championship success and added that McLaren, with their eye for detail and an utter determination to win, was the perfect team at which to achieve that.
?I actually call it a ?new McLaren? team because with all the sponsors arriving it does feel like a new team,? said Fernando during pre-season testing. ?All the people are so excited about this new year, this new project. After not having success in the past, they feel that this is the year to come back.?
Accompanying Alonso in this fresh chapter of his career was the 22-year-old rookie Lewis Hamilton. The British driver had performed brilliantly in his GP2 campaign the previous season, but was suddenly thrust into a front-line grand prix team with no Formula 1 experience.
?I think Lewis will be a help,? said Alonso at the beginning of 2007. ?I think that because he?s young and quick he can add some fresh ideas to the squad, as sometimes F1 teams get stuck into a traditional way of operating.?
The season started promisingly with Alonso taking the runners-up spot in Australia and winning his second race for McLaren with a dominant drive in Malaysia. Two races later he won the Monaco Grand Prix for the second time, underlining his credentials as one the most gifted drivers in the world. The Spaniard was clearly delighted with his start to 2007.
?I?m very, very happy to be winning races because my personal target for the whole season was to win a race,? said Alonso at the time.
?Last year McLaren were not so competitive and I thought it?d be tough when I came here. Maybe it?s lucky or maybe it?s just a good job from everybody in the team to be so competitive in such a short time.?
Fernando?s fearless approach to racing came to the fore at the Nürburgring when he passed Ferrari?s Felipe Massa around the outside of Turn Five ? banging wheels en route to victory ? prompting an Massa to shout at him on the pair?s way to the podium.
It was the first of many arguments that year. As the season developed, so did Lewis Hamilton?s confidence, and he started to close the gap between himself and his illustrious team-mate.
Following Fernando?s Monaco win, Hamilton complained that team orders prevented him from challenging for victory, and it was clear that an intra-team battle was having an destabilising effect. It?s nothing new in Formula 1 that while the ultimate goal is to triumph for the team, there is also a personal rivalry to beat your team-mate.
?It?s always been a close fight between me and my team-mates, and this year it?s the same with Lewis,? said Fernando during 2007. ?I think it helps the team to develop the car because we can both fight for big things. Hamilton has done a very good job so far, for sure. But I?ve been pushed very hard all my career, especially at the start of the season. With Jarno [Trulli] in 2004 I was nine points behind after 10 races.?
After Lewis took victories in Montréal and Indianapolis, the pair became embroiled in a duel that would influence the outcome of that year?s drivers? world championship. In the background, their on-track competition was also become increasingly overshadowed by political drama.
The media relished the rivalry between the two team-mates ? both on and off the track ? as the world championship went down to the wire. In reality, however, the pair always maintained a healthy does of admiration for the other.
?We do have respect for each other,? said Alonso a couple of years later. ?During 2007 we used to say, ?hey, we?re racing each other, we?re fighting for the championship. You want to win, I want to win, and this is the way it is.? It was very fair and we had no problems. My problems with the team were different, but they weren?t with Lewis.?
And when subsequently asked about Fernando, Lewis agreed with the sentiment: ?No joking, he is probably the best driver I?ve driven against. You go out in practice, you do a good lap, you come back in and you find he?s gone two-tenths quicker. You?re like, ?Jesus, man, that was a damn good lap!?
At the end of the year Alonso had accrued four wins, eight more podium finishes, two poles and three fastest laps. He was third in the world championship and, in the end, his battle between his team-mate was so close, they tied together on points. Frustratingly, the pair of them finished just a single point behind the eventual champion, Ferrari?s Kimi Räikkönen.
?I learned many things that year,? said Alonso, who was set to return to Renault for 2008. ?Especially technical things regarding the car, the set-up and how to approach a grand prix. The McLaren engineers have a different philosophy for developing the car. At Renault, we were always working in the same area, whereas McLaren tried other areas. I?m a better driver now, after my time at McLaren, because I have much more experience.?
On his return to Renault he took a handful of wins, but the cars over the next two seasons lacked pace and coincided with the French manufacturer?s withdrawal from Formula 1. That left Alonso looking for another seat.
Back in 2004, Ferrari?s chairman Luca di Montezemolo had spotted Fernando and spoke glowingly: ?He is a candidate for the future. He is a fantastic talent, but for now he must be given time??
After two world titles, a near miss with McLaren and subsequent victories in a recalcitrant chassis at Renault, the time felt right. And Fernando donned a pair of famous red overalls in a bid to try and claim that elusive third world title
Fernando: The Ferrari years
Posted on Wednesday, 14 Jan 2015 16:00 (GMT)
In case you didn?t know it, Fernando Alonso hates losing. It goes back to his karting days when as a young boy he would cry if he didn?t win. His competitive spirit is fixated on victory. Anything else is considered a failure.
In his quest to emulate his hero Ayrton Senna and win three world championships, he joined Ferrari at the beginning of 2010. After a couple of years in less-competitive machinery, Fernando was desperate to return to the top step of the podium. And guess what? At the 2010 Bahrain Grand Prix he achieved what only five drivers have ever done on their Ferrari debut: he won.
Ferrari chose Fernando because they wanted a driver who could galvanise the team, leading it the way Michael Schumacher had done in the past. It helped that Fernando could speak fluent Italian, as from the outset the new partnership worked seamlessly.
?From day one I found myself at home with the team,? said Fernando. ?There was a family feeling right from the start. When I went to Maranello, I saw the passion of the people that were working at Ferrari and it is something unique in Formula 1.?
The former president of Ferrari, Luca di Montezemolo, concurred with the sentiment on the eve of the new pairing, he said: ?Fernando is an extremely talented driver, quick and good at working with a team, while being totally focused on winning. I think he is coming to Ferrari at the right time in is career.?
That Bahrain victory threw down the gauntlet: he passed his team-mate Felipe Massa around the outside of the first corner, instantly stamping his authority on the team, and then pressured Sebastian Vettel throughout the race until the German?s car broke down. The combination of Fernando and Ferrari was an ever-present force over the next four years of grand prix racing. But, as the seasons progressed, it was more apparent that the red cars? pace perhaps owed more to Fernando?s brilliance than to the quality of machinery at his disposal.
The 2010 world title decider was a dramatic occasion held under the Abu Dhabi floodlights. Four drivers were in contention to scoop the crown and it was Alonso who looked most likely to win. But his chances were scuppered thanks to a strategic fumble that ruined his race. A distraught Fernando had lost the world championship by just four points to Vettel.
Despite the loss, at the beginning of 2011 the Spaniard signed a long-term agreement to remain at the Scuderia in a bid to avenge defeat and satisfy his personal quest for that third title. He was already starting to talk about potentially finishing his career in a red car.
?Stability is always good for a Formula 1 team,? said Alonso in 2011. ?Ferrari have finished no lower than third in the championship virtually every year for a long time.?
Ferrari finished third again in 2011 as it happened, but it was a distant third? Alonso?s season was again characterised by hauling his Ferrari to places it shouldn?t have been and engaging in some fearsome overtaking.
One example was his blistering start at the 2011 Spanish Grand Prix. After starting his home race fourth on the grid, he was leading by the time the pack arrived at the first corner! The first quarter of that race Fernando led in a car that had no right being at the front of the field. By the race?s end, his Ferrari had been lapped.
If you wanted further confirmation of Fernando Alonso?s talents during 2011, then look no further than his results compared to his team-mate Felipe Massa. Alonso managed ten podium finishes that year, whereas Massa failed to land one. It was a similar story in 2012: Alonso took his Ferrari to another championship showdown with Sebastian Vettel, scoring three wins and 278 points. Massa, in the same car could only manage 122 points.
Despite losing the title in the final race of the year again ? this time by just three points ? his stock was continuing to rise, and he was commanding enormous respect from his peers. His great rival Lewis Hamilton beat Fernando at the 2011 Abu Dhabi GP and he was asked immediately afterwards whether his win was easy. ?Not at all,? came his reply. ?I?ve just had one of the best drivers in the world chasing me all afternoon and to beat him is actually quite a good feeling.?
As Fernando?s prowess grew, so did his popularity in Spain. His long-standing manager, Luis Garcia Abad, says the little Spaniard has been able to withstand the hype throughout his career.
?When Fernando goes out to restaurants there are always people around him, but that doesn?t seem to affect him. He?s still the same person I met in 1998, and as a driver nothing he does surprises me now. He takes responsibility for his team. If there is a problem with the car, he shares the blame. Also if there?s a victory, he shares that too.?
At the start of 2013, Fernando was able to take two wins from the opening five races, but once again Ferrari weren?t able to provide him with a car that was capable of regularly challenging the all-dominant Red Bulls. Frustration was mounting and, later in the year, Fernando was asked by Italian TV what he would like most for his birthday, he replied with: ?La macchina degli altri," ? ?Someone else?s car.?
If there was annoyance at the lack of pace, there was no shortage of motivation or commitment. He posted details of his training regime ahead of the 2014 season on Twitter. In two months he cycled 936km, ran 91km, spent eight hours swimming, seven hours in the gym and 14 hours either skiing or playing tennis or football.
As he prepared for 2014, he took to studying samurai philosophy to prepare himself for the fight ahead, but sadly the season was characterised by more disappointment. The dream of success with Ferrari hadn?t worked. Maranello went through three team bosses in 12 months and found itself in disarray. Alonso decided enough was enough.
?It?s tough because I want the third title so much,? he said in the summer of 2014. ?I will be extremely proud if I just win two titles but I am hungry for more success. You know, I hate losing, so that?s enough to keep me motivated.?
Fernando Alonso wants to win. He wants a third title. That?s why he?s joined McLaren-Honda
Posted on Wednesday, 14 Jan 2015 16:00 (GMT)
In case you didn?t know it, Fernando Alonso hates losing. It goes back to his karting days when as a young boy he would cry if he didn?t win. His competitive spirit is fixated on victory. Anything else is considered a failure.
In his quest to emulate his hero Ayrton Senna and win three world championships, he joined Ferrari at the beginning of 2010. After a couple of years in less-competitive machinery, Fernando was desperate to return to the top step of the podium. And guess what? At the 2010 Bahrain Grand Prix he achieved what only five drivers have ever done on their Ferrari debut: he won.
Ferrari chose Fernando because they wanted a driver who could galvanise the team, leading it the way Michael Schumacher had done in the past. It helped that Fernando could speak fluent Italian, as from the outset the new partnership worked seamlessly.
?From day one I found myself at home with the team,? said Fernando. ?There was a family feeling right from the start. When I went to Maranello, I saw the passion of the people that were working at Ferrari and it is something unique in Formula 1.?
The former president of Ferrari, Luca di Montezemolo, concurred with the sentiment on the eve of the new pairing, he said: ?Fernando is an extremely talented driver, quick and good at working with a team, while being totally focused on winning. I think he is coming to Ferrari at the right time in is career.?
That Bahrain victory threw down the gauntlet: he passed his team-mate Felipe Massa around the outside of the first corner, instantly stamping his authority on the team, and then pressured Sebastian Vettel throughout the race until the German?s car broke down. The combination of Fernando and Ferrari was an ever-present force over the next four years of grand prix racing. But, as the seasons progressed, it was more apparent that the red cars? pace perhaps owed more to Fernando?s brilliance than to the quality of machinery at his disposal.
The 2010 world title decider was a dramatic occasion held under the Abu Dhabi floodlights. Four drivers were in contention to scoop the crown and it was Alonso who looked most likely to win. But his chances were scuppered thanks to a strategic fumble that ruined his race. A distraught Fernando had lost the world championship by just four points to Vettel.
Despite the loss, at the beginning of 2011 the Spaniard signed a long-term agreement to remain at the Scuderia in a bid to avenge defeat and satisfy his personal quest for that third title. He was already starting to talk about potentially finishing his career in a red car.
?Stability is always good for a Formula 1 team,? said Alonso in 2011. ?Ferrari have finished no lower than third in the championship virtually every year for a long time.?
Ferrari finished third again in 2011 as it happened, but it was a distant third? Alonso?s season was again characterised by hauling his Ferrari to places it shouldn?t have been and engaging in some fearsome overtaking.
One example was his blistering start at the 2011 Spanish Grand Prix. After starting his home race fourth on the grid, he was leading by the time the pack arrived at the first corner! The first quarter of that race Fernando led in a car that had no right being at the front of the field. By the race?s end, his Ferrari had been lapped.
If you wanted further confirmation of Fernando Alonso?s talents during 2011, then look no further than his results compared to his team-mate Felipe Massa. Alonso managed ten podium finishes that year, whereas Massa failed to land one. It was a similar story in 2012: Alonso took his Ferrari to another championship showdown with Sebastian Vettel, scoring three wins and 278 points. Massa, in the same car could only manage 122 points.
Despite losing the title in the final race of the year again ? this time by just three points ? his stock was continuing to rise, and he was commanding enormous respect from his peers. His great rival Lewis Hamilton beat Fernando at the 2011 Abu Dhabi GP and he was asked immediately afterwards whether his win was easy. ?Not at all,? came his reply. ?I?ve just had one of the best drivers in the world chasing me all afternoon and to beat him is actually quite a good feeling.?
As Fernando?s prowess grew, so did his popularity in Spain. His long-standing manager, Luis Garcia Abad, says the little Spaniard has been able to withstand the hype throughout his career.
?When Fernando goes out to restaurants there are always people around him, but that doesn?t seem to affect him. He?s still the same person I met in 1998, and as a driver nothing he does surprises me now. He takes responsibility for his team. If there is a problem with the car, he shares the blame. Also if there?s a victory, he shares that too.?
At the start of 2013, Fernando was able to take two wins from the opening five races, but once again Ferrari weren?t able to provide him with a car that was capable of regularly challenging the all-dominant Red Bulls. Frustration was mounting and, later in the year, Fernando was asked by Italian TV what he would like most for his birthday, he replied with: ?La macchina degli altri," ? ?Someone else?s car.?
If there was annoyance at the lack of pace, there was no shortage of motivation or commitment. He posted details of his training regime ahead of the 2014 season on Twitter. In two months he cycled 936km, ran 91km, spent eight hours swimming, seven hours in the gym and 14 hours either skiing or playing tennis or football.
As he prepared for 2014, he took to studying samurai philosophy to prepare himself for the fight ahead, but sadly the season was characterised by more disappointment. The dream of success with Ferrari hadn?t worked. Maranello went through three team bosses in 12 months and found itself in disarray. Alonso decided enough was enough.
?It?s tough because I want the third title so much,? he said in the summer of 2014. ?I will be extremely proud if I just win two titles but I am hungry for more success. You know, I hate losing, so that?s enough to keep me motivated.?
Fernando Alonso wants to win. He wants a third title. That?s why he?s joined McLaren-Honda
no la había visto antes y me pareció muy entretenida-divertida.
Fernando Alonso lleva desde el sábado en la fábrica y estará gran parte de la semana. Solo le han dado la mañana del domingo libre. Hacerse el asiento, un filming con Mobil, otra grabación de las respuestas al AskFernando y sobre todo lo relacionado con el coche: arrancado del motor, pruebas aerodinámicas, simulador, reuniones con ingenieros y jefes,... Semanita intensa
Por otro lado se comenta que Mercedes va a poner más modificaciones de las que pensaba poner ya en la primera carrera. Se dice que es una estrategia para dejarle menos tokens a Honda
Por otro lado se comenta que Mercedes va a poner más modificaciones de las que pensaba poner ya en la primera carrera. Se dice que es una estrategia para dejarle menos tokens a Honda
Miranda, si lo que dices de Mercedes es cierto eso supone que ven a Honda como los que puedan comerle la tostada, yo también lo creo así, Honda va a dar más guerra de lo que pensamos, increible aya donde vaya Alonso son enemigo a batir, después los de siempre lo critican sin pensar en lo que estoy diciendo, pánico tienen algunos de que McHonda le de un buen auto a Alonso....hacen bien en temerle 
un saludo.
un saludo.
Yo en realidad no creo que McLaren tenga un coche dominador este año ni tampoco el que viene..Pero de lo que si estoy seguro es que Fernando Alonso dará el 100% en la pista y que sacará todo el potencial de su monoplaza como ha estado haciendo desde que compite en la F1.Con eso y viéndo el espectáculo que da siempre en los circuitos con adelantamientos varios me conformo. #VamosNano
Oye MiniMi dar una opinión no es molestar.... Así como algunos miembros del exclusivo personal de este hilo, dan opiniones respetuosas en algunas notas y hilos yo me tomo la posición de devolverles el favor con mucho respeto a cariño.... Saludos JEFE sea un poco mas amable y respetuoso con la visita!! 
