On Bahrain

Bahrain Curbing c/o GP2 Media Service

Bahrain Curbing c/o GP2 Media Service

So, I’ve done it. I’ve bitten the metaphorical bullet and booked my flights to Bahrain. I waited as long as I could to see how the situation played out, and following the confirmation yesterday from Bernie, the teams and the Bahrainis that the event would actually be going ahead as planned, I took the plunge and made my booking.

Now there shouldn’t be any real surprise in this, should there? You can see the headline – Random Bloke in Does His Job Shock. But many of us in the media have been questioning whether or not we would or even should be attending the race.

I was one of very few media to be in Bahrain during the original risings in February last year, as I was present in Bahrain for the GP2 Asia race weekend that never took place. Following the events of those few days, I have to admit that the thought of going back had filled me with some dread. It’s not that I dislike Bahrain. I don’t. I have always enjoyed going there and have always enjoyed going to the Bahrain International Circuit. And with the exception of 2010 when the unnecessary circuit changes were made I think the track layout has lent itself, more so for GP2 than F1, to some pretty good racing too.

The route to the BIC was lined with tanks on my last visit to Bahrain

The route to the BIC was lined with tanks on my last visit to Bahrain

The problem that we all face right now is that Formula 1 has been politicised. Whatever the sport had decided to do would have upset somebody. If the FIA had cancelled the race, then it would have sent out the message that the sport was unhappy with the way in which the ruling regime had conducted itself and that would have been seen as a tacit show of support for those rising against the ruling elite. Conversely, by not cancelling the race Formula 1 has, through no fault of its own, thus shown tacit support for the ruling elite.

Sadly, it was always going to be a case of “Damned if you do and damned if you don’t.”

It is an impossible situation to be in, and one in which I do not envy either Bernie Ecclestone or Jean Todt. The ruling regime clearly want the Grand Prix to be a sign that things are back to normal in Bahrain, and to use it as a point of unity for the country. And I truly hope it can prove to be just that. Sport can be a healing tool for unrest, just look at the Olympics and the fact that so many nations caught up in conflicts have competed side by side with one another over the history of the games.

But an international sporting event is also a very good tool for those with an agenda to get their message out to a wide audience.

Ecclestone himself admitted just a few days ago that the Grand Prix in Bahrain could find itself at the centre of such a demonstration, but that such a vulnerability made it no different to any other Grand Prix on earth. If somebody wanted to make a scene, he said, there is little anybody could do to stop them, regardless of where we race.

Of course, Bahrain is not the only country in which we race which suffers from questionable human rights. Bahrain is also not the only country which has experienced violent unrest and death over the last 12 months… London burned last summer amidst violent protests and yet the British Grand Prix is under no threat. Yes, the London rioters were more interested in stealing a new pair of shoes than they were in fighting for democracy, but incredibly, and despite the gaping holes in the comparison, this is an argument which has been raised in support of maintaining the Bahrain Grand Prix and is thus why I bring it up here.

However, it is due to the longevity of the violence, and the continued insistence by protesters that the Grand Prix is part of the problem rather than being part of the solution, that there are still genuine fears that all will not be peaceful.

Bahraini Media coverage of the Demonstrations. February 2011

Bahraini Media coverage of the Demonstrations - February 2011

Yesterday in London, my Fleet Street colleagues were invited to a media luncheon at the Royal Automobile Club, at which the Bahrain International Circuit Chairman Zayed R Alzayani refuted the need for additional security.

“There’s no need,” he said. “You will come out and you will see — it is business as usual. There are some clashes with police, isolated in villages. Some of these clashes are very small — 10 or 15 people — but it gets blown out of proportion and made to sound as if the whole nation is rising up.”

Bernie Ecclestone himself blamed the media for inflaming the situation. “Seriously, the press should just be quiet and deal with the facts rather than make up stories.”

But the facts are, some of us are still scared.

I am still awaiting news on whether my media visa has been accepted. Without it I will not be going. Even with it, there are still fears over the safety of the media at large. Many have been detained in the Gulf state over the past 12 months and even with an F1 media visa there are no guarantees that we will not be looked upon with suspicion.

There is an allocated media hotel and media shuttles have been laid on. I will be avoiding both. It’s just too much of an obvious target for those wishing to get their message across to an international audience.

Maybe I’m getting overly worried. And I hope that I am. I hope we get out there and everything is fine, that Bahrain is the place I remember and that we have a great weekend of racing in which media, teams, drivers and fans are able to compete in and enjoy a race weekend like any other.

I hope that the Grand Prix can unite a divided nation and help to bring happiness to a country which has been put through a year of misery.

And I hope that we are able to leave after the chequered flag with happy memories of our return to Bahrain, not because the voices of the people who have been silenced since February 2011 have once again been suppressed, but because the line we have been handed about the race uniting people is one which genuinely resonates throughout Bahrain and brings people of different faiths and opposing politics together, to celebrate under the banner of sport.

BIC exit - February 2011

BIC exit - February 2011

A win-win situation for F1… incredibly.

Sergio Perez, Sauber - Winter testing, February 2011

It has been a while since I’ve put pen to paper, and for that I can only apologise. A combination of a heavy season, some personal stuff, and a bit too much time talking rubbish on twitter have all contributed to me perhaps not making enough time to write.

There have been a few topics on which I’ve wanted to write recently, but interestingly, as time has passed, they have all seemed to merge into one topic. So maybe it is just as well I waited.

There is a great deal of talk doing the rounds at present about a return of in season testing, and I for one think it’s about time. It’s one of the only decent suggestions FIA President Jean Todt has managed to come up with thus far in an otherwise lacklustre presidency which, this year in particular, has seemed to lack direction, conviction and fortitude. The return of in season testing, however, is to my mind essential on a number of levels. But it needs to be done right.

My suggestion, as I have declared a few times this year on SPEED, is to have a one day test on the Monday after each European Grand Prix. It’s a system used by motoGP and works well in that category. What it would mean for Formula 1 is that the teams would be able to rest easy on Sunday after the race and actually enjoy their celebrations rather than having to pack up the paddock and disappear off to new lands. The cars, the teams, the equipment, the timing infrastructure… everything is in place. The fans are there too.

My tweak however, would be to only allow a team’s reserve driver to do the testing. Here’s why…

Teams no longer have test drivers. Because testing, quite simply, doesn’t exist at the same level that it used to. There was a time when the likes of Alex Wurz, Pedro de la Rosa and Marc Gene were some of the highest regarded drivers in the sport, not so much for their racing acumen, as for their incredible feedback and for the incredible insight they were able to give their teams in the testing and development of a Formula 1 car. F1 2011 has no need for such men. And it’s a huge loss.

Lucas di Grassi tests for Renault, 2005

I’ll give you an example: Lucas di Grassi. A driver of staggering talent, and an incredible development driver. He was the favoured son of Renault and his skills are so well regarded that he has recently been hired full-time by Pirelli to act as their tyre tester and developer. If this was the same Formula 1 of a decade ago, I have no doubts that Lucas would be held in that same bracket as the Wurz’s, Gene’s and de la Rosa’s. The go to man if you wanted a quick car.

But it’s about more than that. Teams no longer have the need for test drivers so instead they have a reserve driver. But are reserve drivers actually reserve drivers at all? Sauber, for example, have promising young Mexican GP3 champion and GP2 race winner Esteban Gutierrez on their books as their reserve driver. But when Sergio Perez felt he could not take part in the Canadian Grand Prix following his huge Monaco shunt, Sauber’s reserve driver was not used. Despite there being a question mark over Perez going into the Montreal weekend, Sauber hadn’t even brought Gutierrez to the race. Instead of using their reserve driver, then, Sauber was forced to ask McLaren, minutes before second practice, if they could borrow Pedro de la Rosa for the weekend.

Another example is Renault, the F1 team with perhaps more reserve drivers than any other in the sport. But when their lead driver Robert Kubica was dreadfully injured pre-season, which of their 176 reserve drivers was called up to replace him? Senna? Grosjean? Well, both of them have F1 experience. And yet neither got the shout. Instead the role fell to Nick Heidfeld.

So what’s the point? What is the point in having a reserve driver if you’re not going to use him? It’s like Fabio Capello making up his England national football team and keeping a few promising youngsters on the bench, and when he needs to make a substitution making the shock decision to give Geoff Hurst a call.

I mean this not as a slight on Pedro or Nick who are immense talents… but surely we have got to look to the future of this sport, have we not?

It seems to me that only Force India, Toro Rosso and Lotus have got this reserve driver thing figured out. By giving their reserve driver time in their cars on Fridays at races, they are not only able to observe and analyse that driver’s potential as a future racer, but they are able to give that driver the experience of the car that he will need should the unfortunate happen and one of the main drivers need replacing. The teams are also getting a fresh opinion on car set-up and direction. Naturally they’ll want to go in the direction that best serves their race drivers, but the more information from the more sources that they can get, the better their chance of moving up the field.

Ricciardo has been given time to develop and impress.

Toro Rosso, this season, has been a prime example of using a reserve driver. That Daniel Ricciardo is talented has never been in question. He is clearly a big favourite with the Red Bull bosses too. He has shone in Friday outings, and there had been talk all season of him getting a call up to race in 2011.But with both Buemi and Alguersuari putting in great performances of late, there was no way that STR could replace one of them without causing a stink. The obvious thing for Red Bull to do was to put him in at HRT, alongside Tonio Liuzzi who Red Bull know well from his days at STR when the Italian raced alongside, amongst others, the current world champion Sebastian Vettel. The German and Liuzzi were fairly closely matched, with Vettel just edging the Italian. If Ricciardo can get even close to Liuzzi, it’s a good sign.

Ricciardo’s first race meeting as an F1 race driver was Silverstone and he in no way disgraced himself. But ask yourself… would he have been able to get as close to Liuzzi had he not had the recent, relevant experience of driving an F1 car every race weekend for STR? I doubt it very much.

There are a wealth of good drivers out there who are all vying for their shot at F1. But with testing so limited, how many will get their shot? How many more seasons will we see the likes of the Trullis, Heidfelds, de la Rosas getting back into F1 cars, when the future stars of this sport are left sitting on a pitwall, or even worse left sitting at home, because they “lack the necessary experience.” Experience, which could be gained if they were simply allowed to test.

Signing a young driver as your reserve, and then not using him because he lacks experience makes a mockery of the very appointment. If you’re not going to use him as reserve, sign him as your “youth” driver, or whatever you want to call it.

But it isn’t the teams’ fault. They have been forced into this position by the limit on testing. Do you honestly think Red Bull would have given Ricciardo time in Vettel or Webber’s seat during Friday practice? Would Ferrari have allowed Jules Bianchi to step into one of the scarlet machines in place of Alonso of Massa, or would Ross Brawn have given Sam Bird the nod over Michael Schumacher or Nico Rosberg at Mercedes for practice 1?

GP2 racer Sam Bird is highly regarded at MercedesGP

Because of this, we need a rethink. We need to do something that will allow the young drivers to build their experience should they ever need to step into the breach, whilst at the same time allowing these youngsters the opportunity to show their worth to the teams in order to keep the evolution of this sport’s talent pool fluid. We need a reserve driver test day after every European weekend.

The other bonus about running this system is that the majority of F1 teams employ reserve or junior drivers who compete in the GP2 Series. GP2 races take part… yep, on European F1 weekends. So everyone’s in the right place. It is just such a simple concept.

It would, of course, mean that back to back races would have to become a thing of the past, in Europe at least, but when you have a frankly bonkers situation such as we had this year when you run Barcelona before Monaco, and Monaco starts a day earlier than most races, I think seeing the back of back to backs in Europe probably wouldn’t be that much of a bad thing.

The recent off throttle exhaust blown diffuser confusion is another fine example of why a bit of testing might be a good idea. With a mid-season shift in regulation, everybody went into first practice at Silverstone running blind, on a new track configuration, and in the wet. Nothing meaningful was learned. By the afternoon the goalposts had been moved in time for practice two, but again nothing was learned. So we wasted a day, and everyone went into Saturday once again running blind.

Imagine if we’d had a one day test post Valencia, either on the street track or at Ricardo Tormo up the road. A full day of testing, with the FIA in attendance, might have seen these issues ironed out earlier. It might have avoided the frankly ridiculous situation we were faced with, and are now faced with, where we’re returning to what we had before.

There’s also a safety issue. While today’s cars are incredibly safe, it hasn’t been too long since Felipe Massa’s monstrous accident at the Hungaroring which he had, incredibly, touched upon in the days leading up to that weekend when, in an interview I had carried out with him for GPWeek magazine, he’d said he was worried that a lack of in-season testing was causing people to run new parts on cars under the pressure of a race weekend and that at some point in the not too distant future something was going to break and someone was going to get hurt.

Bringing back testing makes sense from all angles. It allows development within a season, and increases safety potential. If run, as I think would be the most preferable option, on a Monday after a race, it would be neither a financial nor a logistical burden for the teams. And, if run with young reserve drivers, it would ensure that the future generation of F1 stars are brought up to speed, given the experience and given the chance to shine, rather than being constantly overlooked for their lack of experience.

Everyone wins. For once.

Woah, what’s going on?

Sorry for the lack of blogging of late. What with new job, new child and the start of the world cup, I have been somewhat busy. No excuse, I know.

Anyway, I thought I’d just jot down a few thoughts that I’ve got running around my melon at the moment – as much to try and compartmentalise and make sense of them to myself, as much as to bring you some semblance of comment or opinion.

So, in the words of Marvin Gaye – Woah, what’s going on?

The issue of tyres in 2011 has become something of a mess. The basic synopsis is thus: The FIA and Michelin agreed terms, but the teams and Bernie weren’t happy that the deal had been done without consulting them. All of a sudden up crops Cooper/Avon and Pirelli with rival bids. Cooper/Avon is quickly dismissed despite the company’s links with Bernie, and Pirelli, new GP3 supplier in 2010, almost immediately appears to be the most likely choice. The tyres will be cheap, but the company won’t put as much into the sport in terms of trackside signage etc. Michelin’s bosses declare themselves somewhat upset that their sure deal has fallen through, and come back in at the eleventh hour in Turkey to try and salvage the deal. Their tyres will be more expensive, but they’ll provide more trackside signage of which the teams receive a cut.

Pirelli currently supplies the GP3 Series

Then there are the tech regs. We’re expecting tyres to stay at 18 inches for the next two years before switching to low profile tyres in 2013. Any new tyre deal will need to be run for a minimum of three seasons, meaning that whoever comes in will have to do so under an agreement that they will have to design two types of tyre. For Pirelli this will be something of an annoyance, but for Michelin it is all fairly simple as they still have the moulds for 18 inchers from their last F1 appearance, and they have low profile tyres in use in sportscars.

Then there’s the role of the FIA. It now seems clear that one of the reasons Jean Todt has been so quiet is that the role of the FIA President in Formula 1 has been enormously marginalised by the increased strength and power of FOTA. FOTA’s decision to wade into the tyre debate came after the teams felt the FIA President had overstepped his mark by as good as agreeing terms with Michelin before they’d even been consulted. Now there is the argument that the FIA should not be involved in the decision at all because with the teams paying for tyres this is a commercial issue. Not so, says the FIA, as the choice of tyres is a sporting a safety issue, and thus of course involves the FIA. But if it involves the FIA, then the FIA has broken its own rules as the supply deal was never officially put out to tender.

I asked Martin Whitmarsh, FOTA Chairman, in Canada whether this was all essentially politics, and the FIA President stamping his feet, Rumplestiltskin style, in order to get himself heard for the first time in his Presidency. He simply gave me one of those knowing looks, smiled, and laughed, before giving me a beautifully neutral answer.

Whatever the political factors behind the decision, we now understand that the deal will be announced with Pirelli shortly.

All of which leaves us with little time to develop the tyres before next year. There has been much talk that the work will be carried out by Nick Heidfeld in a Toyota F1 car, as this is the easiest way to avoid any conflict of interests and any team gaining an advantage.

Ah, but hold on a minute. Nick Heidfeld is Mercedes’ tester. So what you ask? Well for some, myself included, the last thing anybody wants is a return to the days when teams become so engrained with tyre companies that a certain type of tyre was designed almost exclusively for that one team. In the 2000s it was Bridgestone and Ferrari, and the Ross Brawn / Michael Schumacher / Ferrari / Bridgestone combo reaped massive rewards. Today, in a car designed for someone else and on tyres designed for the sport rather than for him, Michael Schumacher is struggling to show us any sign of his apparent genius. Sticking Heidfeld on tyre testing duties would, I feel, be a massive mistake and a big step back to the days of old as it would hand an advantage back to Mercedes.

You want a great tester, with a feel for tyres, no conflict of interest, and with relevant recent F1 experience, you call Anthony Davidson. Simple as.

And as for the Toyota… well here’s another interesting thing. Rumours in Canada were rife that one of the prospective new teams intend to use the 2010 Toyota which never saw the light of day as the basis for their 2011 car should they be given the entry. It’s a very sensible plan, and would allow the team in question to enter the sport with a firm foundation and what looks, from the photos we’ve seen, to be a very tidy car indeed. Simply take off the double diffuser, stick KERS back in, and you’re ready to run.

The team rumoured to be talking to Toyota about using their racer which never raced is ART, and it is just the kind of sensible decision I would expect to come from Nicolas Todt and Frederic Vasseur.

My one fear in all of this is how ART will be perceived if the team is given the nod for F1 in 2011. I fear that the media at large will come down hard on the FIA and on Jean Todt, claiming nepotism and a conflict of interests should his son’s team be granted a grid place in Formula 1. But any such suggestions will be made to score cheap political points. ART is, from what we know of the prospective entries, by far and away the strongest potential new F1 team. It has big funding in place, and in terms of class there is perhaps no other team at a sub-F1 level which has consistently proved itself to be so strong – be it GP2, F3 or GP3. There is no better team out there than ART.

But if ART end up using as a basis for their car, the very same car that was used to develop the new 2011 tyres, then again a conflict of interests will no doubt be called, and if it is overlooked then the relationship between Jean and Nicolas will again be questioned. It shouldn’t be so, but I fear it is just too easy for some to look at the shared surname and forget the individual achievements of each man on their own merits.

What of the other new teams, I hear you ask? From the entries we know have gone in, only Epsilon seems to stand any real shot at a grid space. But for a team determined to build its car from scratch at its fantastic facility in Spain, a decent lead time is running short.

The chance of an American team making the grid in 2011 is also not completely out of the realms of possibility. I had a great chat with Parris Mullins, one of the men behind the still-born USF1 project, and the good news is that he now represents a group of big investors who want to start an American F1 team. Following the USF1 mess, the even better news is they don’t want to do it from scratch. Instead, they want to buy an existing team and to turn it, piecemeal, into an American team – Force India style. Bring in the sponsors, and little by little, make it American. Win hearts and minds, to adopt a well-used Americanism.

The two teams that we know are on shaky ground right now are Sauber and Toro Rosso. Sure, HRT has its problems, but with Colin Kolles on board and rumours that Geoff Willis wants to do a Ross Brawn on the team, they are looking OK. Instead it is two former race-winning teams that look the most in danger.

On present form, you’d have to say that Toro Rosso is the better option of the two, but the infrastructure at Sauber is pretty impressive. A big investment may yet be the only thing to save Sauber. The team launched its C1 (Club One) initiative in Canada which is a project to bring in sponsors who do not wish to have big branding on the car, but to remain anonymous. While my colleague Dieter Rencken has written a fascinating piece on this subject on his Daily Grapevine column on autosport.com, I have my doubts over the scheme. Afterall, haven’t we seen this before? Isn’t this simply the Honda earthdreams concept under a different name? Sure, in today’s economic climate big business doesn’t want to be seen to be frittering its money away, but those companies are unlikely to be sponsoring anybody right now anyway – their boards simply wouldn’t allow it. The days of something for nothing just do not exist. If someone, anyone, is putting money into a project, I don’t think anybody can be naive enough to seriously believe that they wouldn’t want an increased public perception of their brand in return. It didn’t work for Honda, so why should it work for Sauber? Perhaps that makes me naive. It’s certainly an interesting debate.

But the Americans may not be the only saviours on the horizon. With Sergio Perez a leading light in GP2 and Esteban Guttierez leading the way in GP3, the racing prospects of the Mexican nation are looking very good indeed. And with one of the world’s richest men, Carlos Slim, known to be interested in F1, could we yet see one of the struggling teams take on a Mexican flavour?

When asked about this back in Turkey, the repeated word from a high level source at Sauber was, quite simply, “We have a very good relationship and dialogue with Carlos Slim.” Is this why Guttierez remains under the wing of the team? Could we see a Mexican investment in Sauber? “Sauber Slim” anyone?

The driver market may be pretty well sorted for next season, but that doesn’t mean the news has stopped in Formula 1. There are still a lot of fascinating stories bubbling under the surface, and the next few weeks look set to be really rather intriguing.

Lola and the struggles of the newboys

There are a lot of stories doing the rounds today about the futures of the Campos and USF1 teams, as questions continue to circulate as to whether either of them will be racing in Bahrain or, for that matter, whether we’ll see them at all in 2010. After FIA President Jean Todt admitted that the Concorde Agreement allowed for teams to miss three races before they would be kicked out of the championship, the FIA yesterday went on the offensive telling teams that there would be no excuses for missing even a single event.

Of course the sad thing in all this is that we really shouldn’t be terribly surprised to see the new teams struggle. The FIA’s failure to force through the 2010 budget cap under which it had accepted the new teams’ entries has undoubtedly shortened their prospects of not only success, but of their very survival. It seems to me to be pretty incredible for the FIA to allow no excuses for new teams to miss races in 2010, given that it was the FIA who promised a budget cap that failed to materialise. One would have thought that it would serve the FIA’s purposes to try and protect its new breed, rather than to grant them life and then leave them out in a blizzard to freeze.

One must now seriously question the due diligence process conducted on the FIA’s part of the prospective new teams, and how it was that of the numerous proposals put forwards, so many strong admissions were passed over in favour of teams which we can now quite clearly see did not have the funding in place to make a decent go of things. Because, and here’s the thing, we’re not even talking about big budgets here… we’re talking about that 40 million budget cap. As things stand, it would appear that neither USF1 nor Campos are even close to that magic number because even if the budget cap had come in, it now looks unlikely that the teams in question would have been able to make it.

That said, one must also say that these new teams have, perhaps, massively underestimated the challenge from both a sporting, technical and commercial perspective.

All of which must leave the likes of Prodrive and Lola, teams who know the challenge and could have risen to it, feeling pretty sick. Here we had two racing companies with a rich history, strong commercial and technical teams, and the funding to do things properly. Thanks to the manner in which the new teams were chosen however, both have now pulled their hats out of the ring and would likely be unable to fill the void should any new team fail to make it.

All we and the FIA are left with is StefanGP, an unknown quantity in racing and business terms, but an organisation which has filed a complaint against the FIA with the EC and employed Mike Coughlan, a man with an almighty black mark against his name in the FIA’s eyes, to work at the squad. Seems incredible the FIA would even give the team the time of day, doesn’t it? But what other option do they have?

The Lola MB01 in the windtunnel c/o Lola

Should any new team fail to make it and the FIA be able to admit another team into Formula 1, Lola would seem to be the best option. That said, I have it on pretty good authority that although the team stands by its mantra that they exist in “a state of readiness” to jump into F1 should the call arrive, it would actually take Lola the better part of six months to be fully prepared. Not only that, but without the budget cap I doubt very much that Lola would wish to become involved with F1 at all.

Having been turned down in the initial process, I understand that Lola even went as far as to contact USF1 at the tail end of last season to offer support with the design of their Type 1, given that Lola had a 2010 car fully designed and ready to rock. USF1, however, is understood to have turned down the offer. When I was over in Charlotte, NC, a few weeks ago, all that existed in the USF1 factory was a single tub. If rumours leaking out of FIA sources are correct, the team hasn’t even booked its crash tests, let alone passed them.

I believe that Lola still wants to be in Formula 1, but only if the price is right and should the timing be such that the team can join the sport without endangering its business and its reputation as it did back in 1997. For that reason, I can’t see Lola now selling the IP to its 2010 F1 car, even if USF1 did come knocking.

With the preparation the team put into its 2010 F1 programme, Lola is an even stronger business and racing team than it was 12 months ago and, ironically enough, could be in an even stronger position to make an F1 debut in 2011 should a space open up, than it would have been in 2010.

Todt’s influence clear as FIA rings the changes

Jean Todt © FIA

Praise the lord and pass the ammunition. A brace of changes lie in store for Formula 1 next season, as Jean Todt made good on his election promises and helped push through some much needed alterations to the manner in which the sport will be run in the coming years at today’s FIA World Motor Sport Council meeting.

First up, a new points system. 25 for the winner, 20 for second, 15 for third, 10 for fourth then 8, 6, 5, 3, 2, 1 going down to tenth place. The increase in the number of drivers scoring points reflects the increase in grid size and is, frankly, an excellent idea. The points differential for the top three also does what Bernie Ecclestone had wanted to do through his bonkers medals idea, which was to make a win mean considerably more than second place and thus improve the prospect of somebody pushing that extra bit harder to overtake.

Second, and long overdue, Mr Todt has managed to unite consensus within the WMSC to overhaul the outdated and ineffectual stewarding process which had thrown up so many dodgy decisions over the past few seasons. Spa 2008 anyone?

Here’s the official blurb:

A smaller permanent group of F1 Stewards will sit with experienced former F1 drivers to provide a permanent panel of three FIA stewards, together with one steward representing the National Sporting Authority, to deal with F1 at each Grand Prix.

There will no longer be a non-voting Chairman and each group of stewards will elect their own Chairman amongst themselves for each race. Utilising video and radio exchanges they should aim to reach decisions very efficiently.

The current observer programme for F1 stewards will continue, and training, distribution of decisions, and an annual meeting will be encouraged to raise the quality of decisions in this permanent group.

What does that mean? Basically it means Max Mosley’s bezzie mate Alan Donnely (non-voting, but hugely influential stewards Chairman) is out of a job. It also means that the cry of the media, the sport at large, and even the drivers has been heeded and former racers will sit on a stewarding panel. Seems such a simple idea, doesn’t it? And the fact it has taken a new President to push it through gives us a small glimpse of just what a barrier to the advancement of common sense in the sport Max Mosley really had become in the latter stages of his Presidency.

There will also be newly appointed F1 Ambassadors, pulled from the membership of the World Council for each event.

The Ambassador will liaise with the National Sporting Authority (ASN) and organising team at the circuit. He will also meet with the ASN President, FIA VIP guests, Formula One Management, F1 Teams and other stakeholders and act as an Ambassador of FIA sport.

Anything else? Well actually, yes. One of Todt’s biggest election pledges has been incorporated into the FIA’s structure at the first opportunity with the announcement of the creation of the role of Comissioner for each FIA championship. Here’s the official blurb again…

Commissioners for the FIA World Championships will be appointed by the World Motor Sport Council on the proposal of the President of the FIA.

The commissioners report directly to the President of the FIA and, at the request of the President, to the Deputy President of the FIA for Sport or to other members of the World Motor Sport Council.

The commissioners will be present at each event of the World Championship for which they have been appointed and their role is to serve as permanent liaison for the various stakeholders involved (ASNs, promoters, organisers, manufacturers, teams, officials, suppliers, etc.).

They are also tasked with supervising the general running of the Championship and its development on behalf of the FIA.

The commissioners are not empowered to take decisions or to perform any other act of a regulatory nature which may come under the remit (sporting, technical, organisational or disciplinary) accorded to the officials of the event by the International Sporting Code.

The appointment of the commissioners will allow the FIA President to focus on the strategic development of the FIA and in particular to further encourage the synergies between mobility and motor sport.

The Calendar was also confirmed, with Abu Dhabi switching places with Brazil to become the final round of the season, as it was in 2009.

But the biggest and best news is that Jean Todt’s reign as President of the FIA is having an immediate impact. His suggestions for change have been sensible and structured and in some cases have righted problems which have existed within the sport for far too long. Most importantly of all, he is already respected enough within the association to be able to get his amendments voted through with little fuss.

All in all, it has been a good news day for Formula 1. Not only has today’s meeting of the world council reinforced the feeling that a new era of governance has swept over the FIA, but that in Jean Todt the body has a President with the strength and motivation to push Formula 1 in a direction that will benefit the sport first and foremost.