Hilo de la Scuderia Ferrari y todo su entorno
Hilo de la Scuderia Ferrari y todo su entorno
Nigel Stepney: ¿Era dorada de Ferrari o 'spygate'?
Nigel Stepney, ex mecánico de Ferrari, falleció este viernes a los 56 años en un accidente de tráfico producido en Kent, al sureste de Londres. El británico, que también trabajó en Shadow Racing, Team Lotus y Benetton, deja división y un dilema en el recuerdo de los aficionados a la Fórmula 1.
Nigel Stepney fue uno de los muchos protagonistas de la Fórmula en la última década del siglo anterior y en la primera del siglo actual. Pero los aficionados le recordarán especialmente por dos hechos, tan diferentes entre sí que impiden saber qué imagen guardarán los fans de este deporte, y concretamente de Ferrari, del que fuera su trabajador.
Miembro del ''Dream Team'' de Ferrari
Los primeros pasos en la Fórmula 1 los dio Nigel Stepney como mecánico de Shadow Racing en 1979 antes de pasar, como el piloto Elio de Angelis, a Team Lotus en 1980. Allí compartió equipo con Senna, pero en 1989 se marchó a Benetton, donde coincidió con Michael Schumacher. En 1993 ficharía por Ferrari como jefe de mecánica. En el equipo italiano se reencontraría en 1995 con el piloto alemán, y formaría parte de la época más exitosa que ha vivido la escudería del Cavallino en su historia.
El equipo de los sueños que juntaron los de rojo tenía como nombres propios a Jean Todt, Ross Brawn, Rory Byrne y Michael Schumacher, pero también a otros como Nigel Stepney. Ferrari volvió a la senda de la victoria muchos años más tarde de sus últimos triunfos y se llevó seis títulos de constructores consecutivos y cinco de pilotos. Stepney fue uno de los mecánicos afectados en el accidente con la rueda del Minardi de Alboreto en el fatídico GP San Marino 1994. En el Gran Premio de España 2000 también tuvo un incidente, cuando Schumacher retomó la marcha en boxes sin que Stepney hubiera sacado aún la manguera de su monoplaza, arrastrando al británico. Fue jefe de mecánica y director técnico de carrera y pruebas, ganándose un hueco en el corazón de los tifosi.
Protagonista del ''spygate''
En 2007, Schumacher ya se había retirado y Ross Brawn había abandonado el equipo. Nigel Stepney se encontraba descontento con la reestructuración de Ferrari, pero tenía contrato con la Scuderia y fue ascendido a jefe de desarrollo de rendimiento. Pero la temporada, aunque en pista sí fue exitosa, no se desarrolló como se esperaba fuera de ella. A finales de junio se conoció que Nigel Stepney estaba bajo investigación por el fiscal de Módena. Muy poco después, a principios de julio, el mecánico inglés era despedido. Ferrari anunció que presentaba una demanda a su ex trabajador Stepney y a un ingeniero de Mclaren, Mike Coughlan, por el robo de información técnica.
El caso pasó a conocerse como ''spygate''. Stepney había compartido información sobre Ferrari con el equipo Mclaren. Los italianos, además, sospecharon de un sabotaje de Stepney al monoplaza de Massa en el Gran Premio de Mónaco. Mclaren perdió todos los puntos del mundial de constructores (que ganó, en detrimento suyo, Ferrari) y recibió una sanción histórica de 100 millones de dólares de multa. Stepney fue condenado en 2010 a 20 meses de prisión que nunca tuvo que cumplir por sabotaje, espionaje industrial y fraude deportivo.
Así llegaba la cruz de Stepney en Ferrari, que tras una era dorada se convertía en un traidor para los aficionados ferraristas. En el ''spygate'' no recibió sanción deportiva y, aunque abandonó la Fórmula 1, siguió en el mundo de la competición. Falleció ayer cuando, según la policía de Kent, detuvo su furgoneta Volkswagen en el arcén y al volver a la carretera fue impactado por un vehículo de mercancías. Actualmente trabajaba para el equipo JRM. Pese a todo lo que consiguió en Ferrari, su recuerdo quedará sin duda empañado por el caso de espionaje. Y tú, ¿qué recordarás de Nigel Stepney?
Nigel Stepney, ex mecánico de Ferrari, falleció este viernes a los 56 años en un accidente de tráfico producido en Kent, al sureste de Londres. El británico, que también trabajó en Shadow Racing, Team Lotus y Benetton, deja división y un dilema en el recuerdo de los aficionados a la Fórmula 1.
Nigel Stepney fue uno de los muchos protagonistas de la Fórmula en la última década del siglo anterior y en la primera del siglo actual. Pero los aficionados le recordarán especialmente por dos hechos, tan diferentes entre sí que impiden saber qué imagen guardarán los fans de este deporte, y concretamente de Ferrari, del que fuera su trabajador.
Miembro del ''Dream Team'' de Ferrari
Los primeros pasos en la Fórmula 1 los dio Nigel Stepney como mecánico de Shadow Racing en 1979 antes de pasar, como el piloto Elio de Angelis, a Team Lotus en 1980. Allí compartió equipo con Senna, pero en 1989 se marchó a Benetton, donde coincidió con Michael Schumacher. En 1993 ficharía por Ferrari como jefe de mecánica. En el equipo italiano se reencontraría en 1995 con el piloto alemán, y formaría parte de la época más exitosa que ha vivido la escudería del Cavallino en su historia.
El equipo de los sueños que juntaron los de rojo tenía como nombres propios a Jean Todt, Ross Brawn, Rory Byrne y Michael Schumacher, pero también a otros como Nigel Stepney. Ferrari volvió a la senda de la victoria muchos años más tarde de sus últimos triunfos y se llevó seis títulos de constructores consecutivos y cinco de pilotos. Stepney fue uno de los mecánicos afectados en el accidente con la rueda del Minardi de Alboreto en el fatídico GP San Marino 1994. En el Gran Premio de España 2000 también tuvo un incidente, cuando Schumacher retomó la marcha en boxes sin que Stepney hubiera sacado aún la manguera de su monoplaza, arrastrando al británico. Fue jefe de mecánica y director técnico de carrera y pruebas, ganándose un hueco en el corazón de los tifosi.
Protagonista del ''spygate''
En 2007, Schumacher ya se había retirado y Ross Brawn había abandonado el equipo. Nigel Stepney se encontraba descontento con la reestructuración de Ferrari, pero tenía contrato con la Scuderia y fue ascendido a jefe de desarrollo de rendimiento. Pero la temporada, aunque en pista sí fue exitosa, no se desarrolló como se esperaba fuera de ella. A finales de junio se conoció que Nigel Stepney estaba bajo investigación por el fiscal de Módena. Muy poco después, a principios de julio, el mecánico inglés era despedido. Ferrari anunció que presentaba una demanda a su ex trabajador Stepney y a un ingeniero de Mclaren, Mike Coughlan, por el robo de información técnica.
El caso pasó a conocerse como ''spygate''. Stepney había compartido información sobre Ferrari con el equipo Mclaren. Los italianos, además, sospecharon de un sabotaje de Stepney al monoplaza de Massa en el Gran Premio de Mónaco. Mclaren perdió todos los puntos del mundial de constructores (que ganó, en detrimento suyo, Ferrari) y recibió una sanción histórica de 100 millones de dólares de multa. Stepney fue condenado en 2010 a 20 meses de prisión que nunca tuvo que cumplir por sabotaje, espionaje industrial y fraude deportivo.
Así llegaba la cruz de Stepney en Ferrari, que tras una era dorada se convertía en un traidor para los aficionados ferraristas. En el ''spygate'' no recibió sanción deportiva y, aunque abandonó la Fórmula 1, siguió en el mundo de la competición. Falleció ayer cuando, según la policía de Kent, detuvo su furgoneta Volkswagen en el arcén y al volver a la carretera fue impactado por un vehículo de mercancías. Actualmente trabajaba para el equipo JRM. Pese a todo lo que consiguió en Ferrari, su recuerdo quedará sin duda empañado por el caso de espionaje. Y tú, ¿qué recordarás de Nigel Stepney?
04/05/2014 16:56 (hace 1 hora)
GattoconBottas2 se ha registrado en F1aldia
GattoconBottas2
Re: Tifosi Ferrari: no se puede describir la pasión, solo puedes vivirla. Enzo Ferrari. #654
Añadido el: 04/05/2014 - 16:58
Estos Alonsistas han conseguido que me baneen, esto no terminará así
GattoconBottas2
Re: Tifosi Ferrari: no se puede describir la pasión, solo puedes vivirla. Enzo Ferrari. #655
Añadido el: 04/05/2014 - 17:21
El culpable el viejo con el Luisma ahora no podre cambiar nada de esta página. Os declaro la guerra hilo pseudoferraristas Alonsistas Lobateros
Para qué veas @Miranda2 esta es la realidad
GattoconBottas2 se ha registrado en F1aldia
GattoconBottas2
Re: Tifosi Ferrari: no se puede describir la pasión, solo puedes vivirla. Enzo Ferrari. #654
Añadido el: 04/05/2014 - 16:58
Estos Alonsistas han conseguido que me baneen, esto no terminará así
GattoconBottas2
Re: Tifosi Ferrari: no se puede describir la pasión, solo puedes vivirla. Enzo Ferrari. #655
Añadido el: 04/05/2014 - 17:21
El culpable el viejo con el Luisma ahora no podre cambiar nada de esta página. Os declaro la guerra hilo pseudoferraristas Alonsistas Lobateros
Para qué veas @Miranda2 esta es la realidad
Bueno, hacerle caso a la señora tampoco es muy bueno. Luego saca noticias en idiomas que desconoce, al traducirlas con el Google Translator se pierde mucho, y acaba dándole la interpretación que mejor le acomodé a Alonso. Que pone noticias e información si, pero también busca pelear y criticar a otros pilotos cuando puede, como ya lo hizo con Kimi, al exigir que no adapten el carro al gusto del fines.
Agregando a lo anterior; a veces saca unas notas totalmente parciales a favor de Alonso, y de ahí se agarra para escribir análisis exagerados y ridículos acerca de Alonso, lo pone en un nivel no menor al del profeta Jesús de Nazareth.
Realmente deberían de relajarse un poco más, sobre todo la señora, se ve que vive por y para Alonso.
Agregando a lo anterior; a veces saca unas notas totalmente parciales a favor de Alonso, y de ahí se agarra para escribir análisis exagerados y ridículos acerca de Alonso, lo pone en un nivel no menor al del profeta Jesús de Nazareth.
Realmente deberían de relajarse un poco más, sobre todo la señora, se ve que vive por y para Alonso.
A Montmeló no le tocó la lotería: le tocó la Formula 1
Actualizado 5 mayo 2014
Imprimir | Enviar |
extraconfidencial.com
Cuando en 1989 se puso la primera piedra del conocido popularmente como Circuito de Montmeló muchos supusieron que traería beneficios a la economía el entorno del Besós, pero jamás imaginaron el calibre de lo que llegaría más tarde. A día de hoy, los cálculos de los organizadores apuntan a que los miles de visitantes que acuden al Gran Premio de España de Formula 1 -alrededor del 70% extranjeros- van a regar los alrededores de la pista con unos 200 millones de euros este año; su construcción costó poco más de 35... Hoteles, restaurantes, empresas de rent-a-car, compañías aéreas, taxistas, bares y hasta la tórrida sala Bagdad llenan hasta la bandera en el fin de semana de la carrera.
Todos ganan: los negocios en su facturación, el trazado en prestigio y publicidad con su siempre brillante evento, y los estamentos políticos en cuanto a recaudación por IVA y en el reflejo mediático de la zona. Nadie ofrece cifras exactas pero que todas las partes estén satisfechas muestra claramente que ´el reparto´ es satisfactorio. Ecclestone cobra su canon que ronda los 17 millones de euros, el circuito calcula que venderá alrededor de 95.000 entradas desde 104 euros y hasta algo menos de 500, los hoteles están completos y reservados desde hace meses, y los servicios de transporte público duplican su servicio para atender una demanda desbordante. Las más de dos décadas de experiencia de los organizadores apenas deja resquicio a la improvisación; todos los mecanismos funcionan como un reloj suizo, desde las chicas que encuestan al público y obtienen datos clave para el análisis de mercado hasta el chófer del autobús que al acabar la jornada de carreras te pasea por la pista y te la enseña con una grabación sincronizada a su velocidad y paso (¡en autobús¡) por las mismas curvas por las que un rato antes Hamilton y Alonso se fajaban contra el crono.
El trazado más caro del país
Pero a pesar de lo que pueda parecer, un circuito permanente de velocidad no vive de un evento que dura poco más de tres días, sino de ocupar la pista cada jornada del calendario. Precisamente la pista catalana que alberga el Gran Premio de España es el trazado más caro del país gracias a la etiqueta de ´mundialista´ que tiene y el brillo que adquiere gracias a este evento y el MotoGP. Una jornada de pruebas puede costar bastante más del doble que en otros lugares con un asfalto similar. Marcas de coches, prototipos, camiones, escuderías, motoclubs, federaciones u organizadores de eventos son los clientes de este tipo de instalaciones en las que la factura se incrementa según el nivel de equipamiento paralelo con el que se dote a estas jornadas (equipo médico, helicópteros, catering, limpieza, seguridad, azafatas, etc) Muchos de estos servicios se contratan precisamente a una nube de compañías que pululan alrededor del trazado y que dan trabajo en muchos de los casos a trabajadores locales.
El actual contrato con la F1 dura hasta 2016 y aunque no hay abierta una línea de negociación en este aspecto, el deseo de Salvador Serviá, director de la pista, es prolongarlo por un periodo de al menos una década, hasta 2026. Los otros dos posibles contendientes por esta prueba, Jerez y Valencia, no parecen interesados de manera visible, así que todo apunta a que el GP catalán seguirá engordando las arcas de sus promotores y su entorno durante años. El chiste era fácil: negocio sobre ruedas.
Jose M. Zapico
http://www.extraconfidencial.com/articulos.asp?idarticulo=14782
Actualizado 5 mayo 2014
Imprimir | Enviar |
extraconfidencial.com
Cuando en 1989 se puso la primera piedra del conocido popularmente como Circuito de Montmeló muchos supusieron que traería beneficios a la economía el entorno del Besós, pero jamás imaginaron el calibre de lo que llegaría más tarde. A día de hoy, los cálculos de los organizadores apuntan a que los miles de visitantes que acuden al Gran Premio de España de Formula 1 -alrededor del 70% extranjeros- van a regar los alrededores de la pista con unos 200 millones de euros este año; su construcción costó poco más de 35... Hoteles, restaurantes, empresas de rent-a-car, compañías aéreas, taxistas, bares y hasta la tórrida sala Bagdad llenan hasta la bandera en el fin de semana de la carrera.
Todos ganan: los negocios en su facturación, el trazado en prestigio y publicidad con su siempre brillante evento, y los estamentos políticos en cuanto a recaudación por IVA y en el reflejo mediático de la zona. Nadie ofrece cifras exactas pero que todas las partes estén satisfechas muestra claramente que ´el reparto´ es satisfactorio. Ecclestone cobra su canon que ronda los 17 millones de euros, el circuito calcula que venderá alrededor de 95.000 entradas desde 104 euros y hasta algo menos de 500, los hoteles están completos y reservados desde hace meses, y los servicios de transporte público duplican su servicio para atender una demanda desbordante. Las más de dos décadas de experiencia de los organizadores apenas deja resquicio a la improvisación; todos los mecanismos funcionan como un reloj suizo, desde las chicas que encuestan al público y obtienen datos clave para el análisis de mercado hasta el chófer del autobús que al acabar la jornada de carreras te pasea por la pista y te la enseña con una grabación sincronizada a su velocidad y paso (¡en autobús¡) por las mismas curvas por las que un rato antes Hamilton y Alonso se fajaban contra el crono.
El trazado más caro del país
Pero a pesar de lo que pueda parecer, un circuito permanente de velocidad no vive de un evento que dura poco más de tres días, sino de ocupar la pista cada jornada del calendario. Precisamente la pista catalana que alberga el Gran Premio de España es el trazado más caro del país gracias a la etiqueta de ´mundialista´ que tiene y el brillo que adquiere gracias a este evento y el MotoGP. Una jornada de pruebas puede costar bastante más del doble que en otros lugares con un asfalto similar. Marcas de coches, prototipos, camiones, escuderías, motoclubs, federaciones u organizadores de eventos son los clientes de este tipo de instalaciones en las que la factura se incrementa según el nivel de equipamiento paralelo con el que se dote a estas jornadas (equipo médico, helicópteros, catering, limpieza, seguridad, azafatas, etc) Muchos de estos servicios se contratan precisamente a una nube de compañías que pululan alrededor del trazado y que dan trabajo en muchos de los casos a trabajadores locales.
El actual contrato con la F1 dura hasta 2016 y aunque no hay abierta una línea de negociación en este aspecto, el deseo de Salvador Serviá, director de la pista, es prolongarlo por un periodo de al menos una década, hasta 2026. Los otros dos posibles contendientes por esta prueba, Jerez y Valencia, no parecen interesados de manera visible, así que todo apunta a que el GP catalán seguirá engordando las arcas de sus promotores y su entorno durante años. El chiste era fácil: negocio sobre ruedas.
Jose M. Zapico
http://www.extraconfidencial.com/articulos.asp?idarticulo=14782
It may be almost a decade since his last World Championship, but Fernando Alonso has, throughout that time, retained a steady reputation as arguably the finest driver on the Formula One grid.
His 32 career victories place him 5th on the all-time winners list, an impressive tally that illustrates the enduring consistency of a man whose career lacks even a single season of epochal dominance. Alonso hasn't been blessed with the fastest car in the field since 2007, yet has been a race-winner in every season since with the exception of 2009, consistently hauling indifferent machinery into chequered flag contention.
The statistics may crown Sebastian Vettel as the undisputed king of the post-Schumacher era, but it is Alonso's sense of indefatigable hustle and his ability to extract the absolute maximum from almost any on-track scenario which has equally indelibly defined the past decade.
Unsurprisingly, for a man whose career has been characterised by outperforming fallible machinery and titanic title showdowns, there are a catalogue of classic Alonso performances in the archives ? and the races detailed below are just six of the many occasions that Alonso has consecrated his reputation as arguably the cream of F1's current crop.
2003 HUNGARIAN GRAND PRIX
Fernando Alonso's first victory remains one of his very finest, a tour-de-force of dominance around the Hungaroring which extracted the absolute maximum from a perfect alignment of the high-downforce Renault R23 and the enduring warm-weather performance of that season's Michelin tyres.
Alonso's maiden win, at the 30th attempt, was no bolt from the blue ? the Spaniard's star quality had been evident ever since he outqualified team-mate Tarso Marques by 2.6 seconds on his debut for Minardi in 2001.
Alonso was promoted to the Renault race team at Jenson Button's expense for 2003 and immediately demonstrated his pace - taking pole in only his second race in competitive machinery at the Malaysian GP. Interestingly, the pole position was one of several 'youngest' records Alonso held prior to Sebastian Vettel's ascendance, with Alonso at one time holding records for youngest pole-sitter, race winner, hat-trick (pole, win, fastest lap), World Champion and double-World Champion ? all accolades subsequently claimed by Vettel.
Alonso's maiden victory announced his arrival at the top table of Formula One, and unlike many an inherited or lucky first win was a consummate demolition of the field. Starting from pole, Alonso quickly built a huge lead, heading the field by a stunning 21 seconds after only 13 laps.
The race didn't feature a stirring battle for the lead, but what marks the performance as so special was the way in which Alonso, with very limited experience of running at the front of Grands Prix, was able to dominate his vastly more experienced rivals without displaying any external signs of pressure ? coasting to take the flag by 17 seconds from Kimi Räikkönen.
As has been a recurring feature of Alonso's career, his team-mate was nowhere. Jarno Trulli was outqualified by a second and finished a lapped seventh, impotently dwarfed by the standards of the Spaniard's performance. The final hurrah for Alonso came when he lapped championship leader Michael Schumacher - laying the first marker for the young pretender's assault on the Ringmaster's crown.
His 32 career victories place him 5th on the all-time winners list, an impressive tally that illustrates the enduring consistency of a man whose career lacks even a single season of epochal dominance. Alonso hasn't been blessed with the fastest car in the field since 2007, yet has been a race-winner in every season since with the exception of 2009, consistently hauling indifferent machinery into chequered flag contention.
The statistics may crown Sebastian Vettel as the undisputed king of the post-Schumacher era, but it is Alonso's sense of indefatigable hustle and his ability to extract the absolute maximum from almost any on-track scenario which has equally indelibly defined the past decade.
Unsurprisingly, for a man whose career has been characterised by outperforming fallible machinery and titanic title showdowns, there are a catalogue of classic Alonso performances in the archives ? and the races detailed below are just six of the many occasions that Alonso has consecrated his reputation as arguably the cream of F1's current crop.
2003 HUNGARIAN GRAND PRIX
Fernando Alonso's first victory remains one of his very finest, a tour-de-force of dominance around the Hungaroring which extracted the absolute maximum from a perfect alignment of the high-downforce Renault R23 and the enduring warm-weather performance of that season's Michelin tyres.
Alonso's maiden win, at the 30th attempt, was no bolt from the blue ? the Spaniard's star quality had been evident ever since he outqualified team-mate Tarso Marques by 2.6 seconds on his debut for Minardi in 2001.
Alonso was promoted to the Renault race team at Jenson Button's expense for 2003 and immediately demonstrated his pace - taking pole in only his second race in competitive machinery at the Malaysian GP. Interestingly, the pole position was one of several 'youngest' records Alonso held prior to Sebastian Vettel's ascendance, with Alonso at one time holding records for youngest pole-sitter, race winner, hat-trick (pole, win, fastest lap), World Champion and double-World Champion ? all accolades subsequently claimed by Vettel.
Alonso's maiden victory announced his arrival at the top table of Formula One, and unlike many an inherited or lucky first win was a consummate demolition of the field. Starting from pole, Alonso quickly built a huge lead, heading the field by a stunning 21 seconds after only 13 laps.
The race didn't feature a stirring battle for the lead, but what marks the performance as so special was the way in which Alonso, with very limited experience of running at the front of Grands Prix, was able to dominate his vastly more experienced rivals without displaying any external signs of pressure ? coasting to take the flag by 17 seconds from Kimi Räikkönen.
As has been a recurring feature of Alonso's career, his team-mate was nowhere. Jarno Trulli was outqualified by a second and finished a lapped seventh, impotently dwarfed by the standards of the Spaniard's performance. The final hurrah for Alonso came when he lapped championship leader Michael Schumacher - laying the first marker for the young pretender's assault on the Ringmaster's crown.
2005 SAN MARINO GRAND PRIX
If Alonso's first victory demonstrated his capacity to control a race from the front, his fourth, at Imola in 2005, highlighted another trademark Alonso trait ? the ability to withstand intense on-track pressure.
At the start of the 2005 season, a significant swing in performance between the Renault and Ferrari teams gave Alonso a chance to relinquish five-time reigning champion Michael Schumacher's iron grip on Formula One.
A lightning start to the year saw Alonso take a third place in Australia followed by back-to-back victories in Malaysia and Bahrain to establish a healthy lead in the standings. Schumacher by contrast had scored just two points in the opening three races, and the champion was in the unusual position of playing catch-up.
The race was a slow-burner, with Alonso starting second behind Kimi Räikkönen's McLaren, and Schumacher a lowly 13th on the grid following a mistake in qualifying. Once Räikkönen retired from the lead on lap nine, Alonso looked on course for a comfortable victory to complete his hat-trick.
Schumacher though had other ideas, hauling his way into contention through a trademark series of strategically timed pit stops and fast laps in clear air. After passing Jenson Button for second place and making his final pit stop, Schumacher emerged on Alonso's tail with 13 laps to go.
What followed was the most nail-biting demonstration of defensive prowess since Monaco '92, as Alonso and a much faster Schumacher circulated nose to tail for the final ten laps. The young apprentice positioned his car perfectly to keep the veteran master at bay, deliberately slowing in the tight corners to give himself a traction advantage, and kept his composure as Schumacher danced around in his wheeltracks, taking unorthodox lines in an attempt to spook Alonso into a mistake.
Alonso didn't blink, and his brilliant victory marked a true changing of the guard moment. Ferrari's San Marino renaissance proved a scarlet herring as the Schumacher challenge foundered, while Alonso used the early-season victories as a springboard to claim his maiden title ? ending the oppressive drudgery of Schumacher's five-year reign and ushering in a brave new era for Formula One.
2007 EUROPEAN GRAND PRIX
The Nürburgring GP-Strecke is a pale imitation of the original Nordschleife, but the rapidly variable weather of the Eifel Mountains has nevertheless contributed to many a classic race - although perhaps none can top the drama of Alonso's victory at the 2007 European GP.
Set against the political context of the looming 'Spygate' hearing, and the sporting backdrop of rookie team-mate Lewis Hamilton's 12-point lead over Alonso in the championship standings, the Spaniard was certainly under pressure ahead of the race.
An accident for Hamilton in qualifying put the Briton back in 10th, and Alonso lined up on the front row alongside Kimi Räikkönen's Ferrari sensing an opportunity to eat into the Briton's championship advantage.
However, a biblical deluge on the opening lap caused chaos, with torrentially changing conditions seeing five cars aquaplane into retirement at Turn One alone before the race was eventually red-flagged.
Alonso took the restart third behind Felipe Massa's Ferrari and debutant Markus Winkelhock, benefitting from an inspired tyre choice from the Spyker team. Of more significance for Alonso was the fact that Hamilton was a lap down after a puncture and a spin ? giving the Spaniard an open door to whittle the championship lead down to just two points with a victory.
After dispensing with Winkelhock, Massa led Alonso comfortably for virtually the entire race distance on a dry track, before a shower ten laps from home changed the complexion of the race again. Massa and Alonso pitted for intermediates, and the McLaren wiped out the Ferrari's five second lead with ease as they returned to the track in increasingly greasy conditions.
Six laps from the end, Alonso was right with Massa exiting the first corner, and the two snaked their way through the sodden stadium section side by side ? but the Ferrari held on. A lap later, championship challenge on the line, Alonso took a slingshot run around the outside of Massa at turn six, spectacularly banging wheels and forcing his way into the lead.
Massa had no answer, and Alonso powered to the chequered flag to take his first wet weather victory. It would be a rare high point in a miserable campaign for Alonso, who would reach his personal nadir at the very next race in Hungary.
2008 JAPANESE GRAND PRIX
Alonso returned to Renault for 2008, tail between his legs and reputation somewhat sullied by the nuclear fallout of his sole season at McLaren.
Renault though were nowhere near the force they had been when Alonso left in 2006, and the two-time champion didn't reach the podium until his victory at the infamous 'crashgate' Singapore Grand Prix.
Contentious as it was, the win was a catalyst for a late-season Indian summer for Alonso, and he followed up the victory in Singapore with an equally unexpected win at Japan's Fuji Speedway.
Starting fourth, Alonso's passage to victory was eased by early incidents for the hitherto dominant McLaren and Ferrari cars. Into the first corner, polesitter Lewis Hamilton locked up massively, forcing team-mate Heikki Kovalianen and Kimi Räikkönen's Ferrari to take avoiding action. Robert Kubica's BMW slipped into the lead, with Alonso in hot pursuit.
A collision between title protagonists Hamilton and Felipe Massa reduced the threat from behind, although the recovering Kovalainen and Räikkönen in faster cars certainly had the pace to challenge Alonso and Kubica.
Having kept Kubica in his sights in the opening stint, Alonso jumped the Pole during the first round of stops, and subsequently set a searing pace to escape the BMW and open up a gap of 12 seconds during the second stint.
With Kovalainen retiring and Räikkönen's fightback held up in a classic duel with Kubica, Alonso's run to the flag was relatively unchallenged, and he duly took his second consecutive win by five seconds. In the context of a season in which Renault had been feeding off scraps, it was a welcome demonstration of genuine speed and the classic Alonso trait of fully capitalising on his rivals' misfortune given even the merest sniff of a race victory.
If Alonso's first victory demonstrated his capacity to control a race from the front, his fourth, at Imola in 2005, highlighted another trademark Alonso trait ? the ability to withstand intense on-track pressure.
At the start of the 2005 season, a significant swing in performance between the Renault and Ferrari teams gave Alonso a chance to relinquish five-time reigning champion Michael Schumacher's iron grip on Formula One.
A lightning start to the year saw Alonso take a third place in Australia followed by back-to-back victories in Malaysia and Bahrain to establish a healthy lead in the standings. Schumacher by contrast had scored just two points in the opening three races, and the champion was in the unusual position of playing catch-up.
The race was a slow-burner, with Alonso starting second behind Kimi Räikkönen's McLaren, and Schumacher a lowly 13th on the grid following a mistake in qualifying. Once Räikkönen retired from the lead on lap nine, Alonso looked on course for a comfortable victory to complete his hat-trick.
Schumacher though had other ideas, hauling his way into contention through a trademark series of strategically timed pit stops and fast laps in clear air. After passing Jenson Button for second place and making his final pit stop, Schumacher emerged on Alonso's tail with 13 laps to go.
What followed was the most nail-biting demonstration of defensive prowess since Monaco '92, as Alonso and a much faster Schumacher circulated nose to tail for the final ten laps. The young apprentice positioned his car perfectly to keep the veteran master at bay, deliberately slowing in the tight corners to give himself a traction advantage, and kept his composure as Schumacher danced around in his wheeltracks, taking unorthodox lines in an attempt to spook Alonso into a mistake.
Alonso didn't blink, and his brilliant victory marked a true changing of the guard moment. Ferrari's San Marino renaissance proved a scarlet herring as the Schumacher challenge foundered, while Alonso used the early-season victories as a springboard to claim his maiden title ? ending the oppressive drudgery of Schumacher's five-year reign and ushering in a brave new era for Formula One.
2007 EUROPEAN GRAND PRIX
The Nürburgring GP-Strecke is a pale imitation of the original Nordschleife, but the rapidly variable weather of the Eifel Mountains has nevertheless contributed to many a classic race - although perhaps none can top the drama of Alonso's victory at the 2007 European GP.
Set against the political context of the looming 'Spygate' hearing, and the sporting backdrop of rookie team-mate Lewis Hamilton's 12-point lead over Alonso in the championship standings, the Spaniard was certainly under pressure ahead of the race.
An accident for Hamilton in qualifying put the Briton back in 10th, and Alonso lined up on the front row alongside Kimi Räikkönen's Ferrari sensing an opportunity to eat into the Briton's championship advantage.
However, a biblical deluge on the opening lap caused chaos, with torrentially changing conditions seeing five cars aquaplane into retirement at Turn One alone before the race was eventually red-flagged.
Alonso took the restart third behind Felipe Massa's Ferrari and debutant Markus Winkelhock, benefitting from an inspired tyre choice from the Spyker team. Of more significance for Alonso was the fact that Hamilton was a lap down after a puncture and a spin ? giving the Spaniard an open door to whittle the championship lead down to just two points with a victory.
After dispensing with Winkelhock, Massa led Alonso comfortably for virtually the entire race distance on a dry track, before a shower ten laps from home changed the complexion of the race again. Massa and Alonso pitted for intermediates, and the McLaren wiped out the Ferrari's five second lead with ease as they returned to the track in increasingly greasy conditions.
Six laps from the end, Alonso was right with Massa exiting the first corner, and the two snaked their way through the sodden stadium section side by side ? but the Ferrari held on. A lap later, championship challenge on the line, Alonso took a slingshot run around the outside of Massa at turn six, spectacularly banging wheels and forcing his way into the lead.
Massa had no answer, and Alonso powered to the chequered flag to take his first wet weather victory. It would be a rare high point in a miserable campaign for Alonso, who would reach his personal nadir at the very next race in Hungary.
2008 JAPANESE GRAND PRIX
Alonso returned to Renault for 2008, tail between his legs and reputation somewhat sullied by the nuclear fallout of his sole season at McLaren.
Renault though were nowhere near the force they had been when Alonso left in 2006, and the two-time champion didn't reach the podium until his victory at the infamous 'crashgate' Singapore Grand Prix.
Contentious as it was, the win was a catalyst for a late-season Indian summer for Alonso, and he followed up the victory in Singapore with an equally unexpected win at Japan's Fuji Speedway.
Starting fourth, Alonso's passage to victory was eased by early incidents for the hitherto dominant McLaren and Ferrari cars. Into the first corner, polesitter Lewis Hamilton locked up massively, forcing team-mate Heikki Kovalianen and Kimi Räikkönen's Ferrari to take avoiding action. Robert Kubica's BMW slipped into the lead, with Alonso in hot pursuit.
A collision between title protagonists Hamilton and Felipe Massa reduced the threat from behind, although the recovering Kovalainen and Räikkönen in faster cars certainly had the pace to challenge Alonso and Kubica.
Having kept Kubica in his sights in the opening stint, Alonso jumped the Pole during the first round of stops, and subsequently set a searing pace to escape the BMW and open up a gap of 12 seconds during the second stint.
With Kovalainen retiring and Räikkönen's fightback held up in a classic duel with Kubica, Alonso's run to the flag was relatively unchallenged, and he duly took his second consecutive win by five seconds. In the context of a season in which Renault had been feeding off scraps, it was a welcome demonstration of genuine speed and the classic Alonso trait of fully capitalising on his rivals' misfortune given even the merest sniff of a race victory.
2010 SINGAPORE GRAND PRIX
Two World Championships may not be an appropriate return for a driver of Alonso's talent, but three outright second places and a third place championship finish one point behind the title winner indicate his enduring consistency and ability to remain in contention across a range of circumstances.
If 2007 was the one that got away, then 2010 and 2012 would see him haul the third fastest (at best) car on the grid to a title showdown through a combination of blinding first laps, intelligent race management, unrelenting determination and phenomenal consistency.
Nothing indicates this pure pace deficit more than the fact that Alonso has qualified on pole only four times in over four seasons with Ferrari. The first two of these came in the midst of the titanic five-way 2010 title battle, as Alonso stepped up to assert himself on the fluctuating championship struggle as the season reached its business end.
A pole-to-flag victory at Monza put Alonso third in the championship, but with a 21 point deficit to Mark Webber. The following race, at Singapore, looked tailor made for Red Bull to check Alonso's momentum. Between them, Webber and Sebastian Vettel had won at high downforce circuits in Spain, Monaco, Valencia and Hungary - and the Marina Bay Circuit was prime RB6 territory.
Alonso though had other ideas. Starting from an unexpected pole alongside Vettel, Alonso rudely chopped the fast-starting Red Bull into turn one, and led every lap of the race for his first career Grand Chelem victory.
If that sounds rather mundane for a classic victory, consider that Alonso was under intense pressure from Vettel for the duration of the race. Through safety car periods, pit stops, traffic, brake issues, rivals tripping over each other and Heikki Kovalainen's remarkable pit straight fire, the gap between the two was never more than three seconds, and frequently much less. Alonso had little right to wrestle a performance of such magnitude out of either himself or the Ferrari, yet he found another level that day.
Alonso and Vettel would share the last six race victories of the season between them, conducting the crucial stages of the title chase to their own tune. Ultimately Vettel snatched the title by just four points, but Alonso's performance in Singapore showed he would have been an equally deserving championship victor.
2012 EUROPEAN GRAND PRIX
If 2010 was a year in which Alonso transcended the performance level of his Ferrari to stay in the championship hunt, in 2012 the Spaniard went one better and put together one of the greatest seasons in Formula One history ? yet he was again denied the title by Sebastian Vettel at the very last.
Throughout the campaign Alonso brilliantly maximised every opportunity, and despite starting the year with barely the fourth fastest car, by mid-season he held a commanding lead in the standings through sheer point-scoring consistency.
A fluctuating start to the campaign saw seven different winners from the opening seven races, and Alonso became the first double victor with a sensational charge to win from 11th on the grid at the Valencia street circuit.
Alonso's trademark fast start was the catalyst for his climb through the field, moving up from 11th to eighth on the opening lap, before passing Nico Hulkenberg, Pastor Maldonado and Kamui Kobayashi ahead of the first pit stops.
Emerging from the pits into a traffic jam, Alonso rapidly dispatched the late stoppers (including a thrilling pass on Mark Webber), putting the Ferrari in fourth place and prime position to capitalise on any misfortune for the leaders.
A series of events at the midway point turned the race emphatically in Alonso's favour. First, a safety car for debris on the track eliminated the huge lead that Sebastian Vettel had built up from Romain Grosjean, Lewis Hamilton and Alonso. As the quartet dived into the pits, a front jack problem for Hamilton promoted Alonso to third. At the restart, Alonso outdragged Grosjean, expertly dispatching the Lotus around the outside of Turn 1. Then, incredibly, Vettel's alternator failed on the very same lap, promoting Alonso to first place.
The threat to Alonso diminished when Grosjean also retired with an alternator problem, and the Spaniard cruised to take a highly emotional home win ? reclaiming the championship lead in the process.
As so often in Alonso's career, he was able to capitalise to the absolute maximum and pick up the pieces as bad luck befell his rivals. Fortune undoubtedly played a part, but in passing so many cars and putting himself in a position to take the victory, Alonso arguably, as so often, made his own luck.
http://www.crash.net/f1/feature/204050/1/six-of-the-best-fernando-alonso-wins.html
Otro enlace que no gustará a algunos. Claro ue tampoco les gusta eta página, pero no dejan de visitarla.
Two World Championships may not be an appropriate return for a driver of Alonso's talent, but three outright second places and a third place championship finish one point behind the title winner indicate his enduring consistency and ability to remain in contention across a range of circumstances.
If 2007 was the one that got away, then 2010 and 2012 would see him haul the third fastest (at best) car on the grid to a title showdown through a combination of blinding first laps, intelligent race management, unrelenting determination and phenomenal consistency.
Nothing indicates this pure pace deficit more than the fact that Alonso has qualified on pole only four times in over four seasons with Ferrari. The first two of these came in the midst of the titanic five-way 2010 title battle, as Alonso stepped up to assert himself on the fluctuating championship struggle as the season reached its business end.
A pole-to-flag victory at Monza put Alonso third in the championship, but with a 21 point deficit to Mark Webber. The following race, at Singapore, looked tailor made for Red Bull to check Alonso's momentum. Between them, Webber and Sebastian Vettel had won at high downforce circuits in Spain, Monaco, Valencia and Hungary - and the Marina Bay Circuit was prime RB6 territory.
Alonso though had other ideas. Starting from an unexpected pole alongside Vettel, Alonso rudely chopped the fast-starting Red Bull into turn one, and led every lap of the race for his first career Grand Chelem victory.
If that sounds rather mundane for a classic victory, consider that Alonso was under intense pressure from Vettel for the duration of the race. Through safety car periods, pit stops, traffic, brake issues, rivals tripping over each other and Heikki Kovalainen's remarkable pit straight fire, the gap between the two was never more than three seconds, and frequently much less. Alonso had little right to wrestle a performance of such magnitude out of either himself or the Ferrari, yet he found another level that day.
Alonso and Vettel would share the last six race victories of the season between them, conducting the crucial stages of the title chase to their own tune. Ultimately Vettel snatched the title by just four points, but Alonso's performance in Singapore showed he would have been an equally deserving championship victor.
2012 EUROPEAN GRAND PRIX
If 2010 was a year in which Alonso transcended the performance level of his Ferrari to stay in the championship hunt, in 2012 the Spaniard went one better and put together one of the greatest seasons in Formula One history ? yet he was again denied the title by Sebastian Vettel at the very last.
Throughout the campaign Alonso brilliantly maximised every opportunity, and despite starting the year with barely the fourth fastest car, by mid-season he held a commanding lead in the standings through sheer point-scoring consistency.
A fluctuating start to the campaign saw seven different winners from the opening seven races, and Alonso became the first double victor with a sensational charge to win from 11th on the grid at the Valencia street circuit.
Alonso's trademark fast start was the catalyst for his climb through the field, moving up from 11th to eighth on the opening lap, before passing Nico Hulkenberg, Pastor Maldonado and Kamui Kobayashi ahead of the first pit stops.
Emerging from the pits into a traffic jam, Alonso rapidly dispatched the late stoppers (including a thrilling pass on Mark Webber), putting the Ferrari in fourth place and prime position to capitalise on any misfortune for the leaders.
A series of events at the midway point turned the race emphatically in Alonso's favour. First, a safety car for debris on the track eliminated the huge lead that Sebastian Vettel had built up from Romain Grosjean, Lewis Hamilton and Alonso. As the quartet dived into the pits, a front jack problem for Hamilton promoted Alonso to third. At the restart, Alonso outdragged Grosjean, expertly dispatching the Lotus around the outside of Turn 1. Then, incredibly, Vettel's alternator failed on the very same lap, promoting Alonso to first place.
The threat to Alonso diminished when Grosjean also retired with an alternator problem, and the Spaniard cruised to take a highly emotional home win ? reclaiming the championship lead in the process.
As so often in Alonso's career, he was able to capitalise to the absolute maximum and pick up the pieces as bad luck befell his rivals. Fortune undoubtedly played a part, but in passing so many cars and putting himself in a position to take the victory, Alonso arguably, as so often, made his own luck.
http://www.crash.net/f1/feature/204050/1/six-of-the-best-fernando-alonso-wins.html
Otro enlace que no gustará a algunos. Claro ue tampoco les gusta eta página, pero no dejan de visitarla.
The Alonso project for Ferrari
Hungarian Grand Prix . There are now nine months , was the scene of the first tension between Luca di Montezemolo and Fernando Alonso. A few weeks later the agent of Spanish, Luis Garcia Abad, is surprised openly discussing with Christian Horner in the Spanish press that makes the buzz. The most widely accepted and finally in the paddock theory is that the signing of Kimi Raikkonen at Ferrari in 2014 is a response , early , to the will of departure of Fernando Alonso. Except that the newspaper Marca and our recent information tell a different story and finally reveal the status of everyone in the team. The tension was not one and Fernando Alonso recommended Luca di Montezemolo to sign Kimi Raikkonen for the 2014 season. A risky move ? An approach especially interested .
Since his arrival in 2010 in Maranello, Fernando Alonso has understood his mistakes. Himself recently admitted in the Italian media after the race in Bahrain , he had come to Italy to quickly get the title of world champion and build a dominant team. The image of the success of Kimi Raikkonen , who won the title in the first year in the last races of the championship in 2007 , returns on its failure Abu Dhabi 2010. Goal now is to build a team around him and surround himself with the best . With an important detail . Unlike Michael Schumacher, who came up with Ross Brawn and Rory Byrne. Fernando Alonso has a global vision.
The day after the Malaysian Grand Prix at the headquarters of the Madrid Business School, University of Navarra , Emilio Botin (CEO of Banco Santander ) is launching the following sentence: « I have the ambition to support Fernando until the end his career is still for 10 years! » A note serving and serve in the future for the environment of Fernando Alonso, who is aware of having a major sponsor as exclusive partner in the future. Useful.
The recommendation for Raikkonen was mainly according Marca, a way for Fernando Alonso to protect the arrival of Nico Hulkenberg, favorite Luca di Montezemolo. The contract was ready. German was a threat because he represented the future. Ultimately the duo Alonso- Raikkonen / Alonso ? Raikkonen at Ferrari is the beginning of a large maneuver influence of Fernando Alonso in the Ferrari .
Last week, Luca di Montezemolo presented the transalpine press his plan to reorganize the Scuderia and a point is very interesting to note : the end of some contract advice . Rory Byrne likely be affected , but probably not Flavio Briatore, now highly influential figure behind the scenes of Formula 1. Ultimately dedication Alonso Stefano Domenicali after the first podium of the season for the Scuderia at the end of Chinese Grand Prix , was certainly a touching media attention , but it should not be dissociated from the real intrigue happening behind the scenes in Modena.
http://www.tomorrownewsf1.com/alonso-project-ferrari-1673
Hungarian Grand Prix . There are now nine months , was the scene of the first tension between Luca di Montezemolo and Fernando Alonso. A few weeks later the agent of Spanish, Luis Garcia Abad, is surprised openly discussing with Christian Horner in the Spanish press that makes the buzz. The most widely accepted and finally in the paddock theory is that the signing of Kimi Raikkonen at Ferrari in 2014 is a response , early , to the will of departure of Fernando Alonso. Except that the newspaper Marca and our recent information tell a different story and finally reveal the status of everyone in the team. The tension was not one and Fernando Alonso recommended Luca di Montezemolo to sign Kimi Raikkonen for the 2014 season. A risky move ? An approach especially interested .
Since his arrival in 2010 in Maranello, Fernando Alonso has understood his mistakes. Himself recently admitted in the Italian media after the race in Bahrain , he had come to Italy to quickly get the title of world champion and build a dominant team. The image of the success of Kimi Raikkonen , who won the title in the first year in the last races of the championship in 2007 , returns on its failure Abu Dhabi 2010. Goal now is to build a team around him and surround himself with the best . With an important detail . Unlike Michael Schumacher, who came up with Ross Brawn and Rory Byrne. Fernando Alonso has a global vision.
The day after the Malaysian Grand Prix at the headquarters of the Madrid Business School, University of Navarra , Emilio Botin (CEO of Banco Santander ) is launching the following sentence: « I have the ambition to support Fernando until the end his career is still for 10 years! » A note serving and serve in the future for the environment of Fernando Alonso, who is aware of having a major sponsor as exclusive partner in the future. Useful.
The recommendation for Raikkonen was mainly according Marca, a way for Fernando Alonso to protect the arrival of Nico Hulkenberg, favorite Luca di Montezemolo. The contract was ready. German was a threat because he represented the future. Ultimately the duo Alonso- Raikkonen / Alonso ? Raikkonen at Ferrari is the beginning of a large maneuver influence of Fernando Alonso in the Ferrari .
Last week, Luca di Montezemolo presented the transalpine press his plan to reorganize the Scuderia and a point is very interesting to note : the end of some contract advice . Rory Byrne likely be affected , but probably not Flavio Briatore, now highly influential figure behind the scenes of Formula 1. Ultimately dedication Alonso Stefano Domenicali after the first podium of the season for the Scuderia at the end of Chinese Grand Prix , was certainly a touching media attention , but it should not be dissociated from the real intrigue happening behind the scenes in Modena.
http://www.tomorrownewsf1.com/alonso-project-ferrari-1673
Si es cierto que Kimi llega a Ferrari para acabar con Fernando por los malos rollos entre él y los altos cargos de la Scuderia, de momento al que tuvo la idea le ha salido el tiro por la culata (Kimi se repondrá, solo necesita tiempo como le pasó en Lotus).
Cuatro años con un piloto luchando por el mundial mientras el otro está intentando entrar en los puntos fueron demasiados, fue una decisión correcta fichar a Kimi, de hecho fue una decisión tardía, se debió tomar antes. Ya fuese con Kimi, con Hulkenberg o con Webber, llámalo X.
De otro modo el que se llevaría la patada sería Alonso y no Massa, Ferrari no necesita dinero de nadie.
Ahora toca que la misma Scuderia responda, dos campeones del mundo no pueden estar equivocados.
Cuatro años con un piloto luchando por el mundial mientras el otro está intentando entrar en los puntos fueron demasiados, fue una decisión correcta fichar a Kimi, de hecho fue una decisión tardía, se debió tomar antes. Ya fuese con Kimi, con Hulkenberg o con Webber, llámalo X.
De otro modo el que se llevaría la patada sería Alonso y no Massa, Ferrari no necesita dinero de nadie.
Ahora toca que la misma Scuderia responda, dos campeones del mundo no pueden estar equivocados.
@Foxy esque ahora no tienen Nitro que es donde lo irian a poner, ahora ya no es un canal de niños es variado la verdad deberian de quitar lo de neox kids
De verdad que el calendario de este año es una autentica full luego otras 2 semanas otra vez para Mónaco
a ver si nos llena esta carrera lo sufuciente para aguantar otras 2 semanas y además que ya llevamos 3 esperando que sea para un carrerón y si es de los nuestros mejor a ver si damos otro paso más adelante aqui después de China con esas mejoras a ver si funcionan Saludos
De verdad que el calendario de este año es una autentica full luego otras 2 semanas otra vez para Mónaco
a ver si nos llena esta carrera lo sufuciente para aguantar otras 2 semanas y además que ya llevamos 3 esperando que sea para un carrerón y si es de los nuestros mejor a ver si damos otro paso más adelante aqui después de China con esas mejoras a ver si funcionan Saludos
Parece que en Ferrari están ocupándose del motor. Jacques His, un experto, está como consultor especialmente sobre la parte híbrida. Y Alcuni, ingeniero del área de motor, está trabajando con los que se encargan de la aerodinámica y reparto de pesos para ver si se puede mejorar la posición del motor. Lo extraño es que, visto esto, parece que cada parte trabajaba de forma independiente
¡Qué pena! 
... Se le extrañará ...
Antonio Lobato explicó el 'alonsismo' por el que muchos aficionados le han criticado desde que comenzara a retransmitir las carreras en 2003. "Es una lucha que tengo encarnizada. Cuando juega la selección española de fútbol del mundial, todos los narradores ¿con quién van? Y cuando marca Iniesta, se rompen las gargantas todos los periodistas. Con Nadal en Roland Garros, igual, a muerte con Nadal. ¿Por qué con Alonso no?", se justificaba Lobato.
Buenas noches.
...
... Se le extrañará ...Antonio Lobato explicó el 'alonsismo' por el que muchos aficionados le han criticado desde que comenzara a retransmitir las carreras en 2003. "Es una lucha que tengo encarnizada. Cuando juega la selección española de fútbol del mundial, todos los narradores ¿con quién van? Y cuando marca Iniesta, se rompen las gargantas todos los periodistas. Con Nadal en Roland Garros, igual, a muerte con Nadal. ¿Por qué con Alonso no?", se justificaba Lobato.
Buenas noches.
...