May
14th
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Mercedes-Benz USA CEO Steve Cannon expects sales to grow about 10 percent this year, which would mean surpassing the brand's peak of 253,277 units in 2007.
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- New Volkswagen Tayron papped as Tiguan’s seven-seater sibling continues testing
The latest auto news, reviews, prices, product and vehicle releases. Auto News 5
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May
14th
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General Motors and Chrysler Group learned some very hard lessons during their 2009 bankruptcies, including one taught by their Japanese competitors: Better supplier relations pay dividends.
May
14th
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As the first child of the 2009 marriage between Fiat S.p.A. and Chrysler Group, the 2013 Dodge Dart contains the DNA of both of its parent automakers.
May
14th
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Shigeki Terashi, Toyota's new head of North American manufacturing, sales, engineering and purchasing, is an engineer.
May
14th
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Chevrolet launched today a brand new small SUV called the Trax. Official debuts are scheduled for September at the Paris auto show.
Canada and Mexico are among the first countries the Chevrolet's newest car will go on sale in, starting in 2012's last quarter. A total of 140 countries should eventually greet it.
Furthermore, on top of the Cruze, Sonic, Orlando and now Trax models, Chevrolet is expected to bring out as soon as this summer a replacement for the sub-compact Spark, a new Malibu and, this fall, the 2013 Traverse.
The Trax is aimed at consumers looking for a utility vehicle with lots of loading space but cheap on gas. Most importantly, it opens up the small SUV segment to Chevrolet.
No other information about it has filtered through so far.
Canada and Mexico are among the first countries the Chevrolet's newest car will go on sale in, starting in 2012's last quarter. A total of 140 countries should eventually greet it.
 |
| Photo: General Motors |
Furthermore, on top of the Cruze, Sonic, Orlando and now Trax models, Chevrolet is expected to bring out as soon as this summer a replacement for the sub-compact Spark, a new Malibu and, this fall, the 2013 Traverse.
The Trax is aimed at consumers looking for a utility vehicle with lots of loading space but cheap on gas. Most importantly, it opens up the small SUV segment to Chevrolet.
No other information about it has filtered through so far.
May
14th
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When Lexus launched the first IS in 2001, they thought they were stepping up to the plate for a sacrifice bunt. The bases were loaded with the LS, ES and RX and instead of only one run coming in, the IS hit a grand slam, for the company's image.
It is becoming clear to me that Japanese manufacturers rarely know how to respond to success. What I mean to say is that follow-up versions to hit cars always lose ground. The 2012 Lexus IS is but one such example. Another is the 2012 Honda Civic...
Introduced in 2006, the current-generation IS was met with hopes of more RWD performance, handling and driving pleasure. The first IS did miracles, so to speak, with a 215-hp, 3.0L straight-6. The promise of 300+ hp with the new car ignited dreams of a BMW 3 Series fighting Japanese compact luxury missile. Sadly, it was not to be; the opportunity to stand and be counted did not come. It took a special-edition IS F to get noticed, but that did not last very long either.
The youngling
Be that as it may, the 2012 Lexus IS 350 AWD has its merits. Up until the arrival of the 2013 GS, the IS was the most dynamically styled car on the showroom floor, F cars excluded. Distinctive and well sculpted, the IS is still the car-face of Lexus. The RX is the best-known Lexus of all and it'll probably stay that way for a long while yet.
The IS plays its role well, as it mostly stays away from the generic styling found on the LS and ES cars. The cabin is equally youthfully attractive, for a Lexus, mind you. The centre stack is lifted from the previous GS, which is good, thanks to its larger, user-friendly controls and touchscreen interface. By comparison, the new 2013 GS is an ergonomic disaster.
Interior space is valid for four adults, not more. The front seats are comfortable, but are the least supportive and attractive when compared to all of its competitors, namely from Audi, Volvo, Infiniti and BMW. Fit and finish are beyond reproach and clearly demonstrate Lexus' general attention to detail.
Convoluted
Lexus is meticulous, refined, luxurious and all about comfort. These calling cards apply to all of Toyota's luxury line except to that of the 2012 Lexus IS. I get the impression that there were two rival teams of engineers on the IS program. Both had different ideas and neither won or lost.
For example, if you look closely about the cabin, you'll find a power button hidden behind the steering wheel, out of sight, as though they were ashamed. It's there but you're probably not supposed to use it, at least that was my impression.
Same goes for the engine note. From tick-over to about 4,000 rpm, the 3.5L V6 is as docile as a kitty cat. Beyond that, all 306 ponies sound as though they are moments away from ripping the bonnet to shreds before stampeding across the Great Plains, fully enraged by having been kept under wraps. I like engine noise, not a cacophonous racket. This is a strange mix.
Road composition
The 2012 Lexus IS 350 AWD is a fine road car. It is clearly, and as expected, anchored to luxo-cruising more than sport-cruising; however, it manages to be entertaining to drive in most instances.
The V6 is eager and well versed in getting things in motion. The slick-shifting 6-speed autobox never misses a beat and is well tuned to handle the engine's 277 lb-ft of torque. The IS 350 AWD will reach 100 km/h in just under 6 seconds which is commendable and quite quick.
In Power mode and with the shifter slotted in manual mode, the IS is entertaining to drive but the good times promptly run out. The none-too-imposing P225/45VR17 tires and wheels do what they can, but it becomes quickly apparent that this is not a sports sedan.
The fully independent suspension, like the remainder of the car, errs on the side of comfort but is far from being soft. In fact, I'd say it's well tuned with a fine balance between handling and easy driving.
At odds with smooth operation, the car's steering is overly, almost unnecessarily, heavy. At low speeds, it's downright unpleasant. Brakes are efficient and up to the task.
IS or something else
At the end of my week with the 2012 Lexus IS 350 AWD, I did not feel one way or another about the car. This is often times the Lexus way, at least until now. Again, the 2013 GS is shaping up to be a different beast.
The IS is a tough sale in a segment that includes such heavy hitters as the BMW 3 Series, Audi A4, Volvo S60 and Infiniti G. In the tested trim, the car has an asking price of $52,850. That kind of money will get you all of the above.
As someone that knows what they want, the IS' split personalities probably won't suit your specific needs. Then again, maybe it will.
 |
It is becoming clear to me that Japanese manufacturers rarely know how to respond to success. What I mean to say is that follow-up versions to hit cars always lose ground. The 2012 Lexus IS is but one such example. Another is the 2012 Honda Civic...
Introduced in 2006, the current-generation IS was met with hopes of more RWD performance, handling and driving pleasure. The first IS did miracles, so to speak, with a 215-hp, 3.0L straight-6. The promise of 300+ hp with the new car ignited dreams of a BMW 3 Series fighting Japanese compact luxury missile. Sadly, it was not to be; the opportunity to stand and be counted did not come. It took a special-edition IS F to get noticed, but that did not last very long either.
The youngling
Be that as it may, the 2012 Lexus IS 350 AWD has its merits. Up until the arrival of the 2013 GS, the IS was the most dynamically styled car on the showroom floor, F cars excluded. Distinctive and well sculpted, the IS is still the car-face of Lexus. The RX is the best-known Lexus of all and it'll probably stay that way for a long while yet.
The IS plays its role well, as it mostly stays away from the generic styling found on the LS and ES cars. The cabin is equally youthfully attractive, for a Lexus, mind you. The centre stack is lifted from the previous GS, which is good, thanks to its larger, user-friendly controls and touchscreen interface. By comparison, the new 2013 GS is an ergonomic disaster.
Interior space is valid for four adults, not more. The front seats are comfortable, but are the least supportive and attractive when compared to all of its competitors, namely from Audi, Volvo, Infiniti and BMW. Fit and finish are beyond reproach and clearly demonstrate Lexus' general attention to detail.
 |
| The centre stack is lifted from the previous GS, which is good, thanks to its larger, user-friendly controls and touchscreen interface. (Photo: Sébastien D'Amour) |
Convoluted
Lexus is meticulous, refined, luxurious and all about comfort. These calling cards apply to all of Toyota's luxury line except to that of the 2012 Lexus IS. I get the impression that there were two rival teams of engineers on the IS program. Both had different ideas and neither won or lost.
For example, if you look closely about the cabin, you'll find a power button hidden behind the steering wheel, out of sight, as though they were ashamed. It's there but you're probably not supposed to use it, at least that was my impression.
Same goes for the engine note. From tick-over to about 4,000 rpm, the 3.5L V6 is as docile as a kitty cat. Beyond that, all 306 ponies sound as though they are moments away from ripping the bonnet to shreds before stampeding across the Great Plains, fully enraged by having been kept under wraps. I like engine noise, not a cacophonous racket. This is a strange mix.
 |
| From tick-over to about 4,000 rpm, the 3.5L V6 is as docile as a kitty cat. (Photo: Sébastien D'Amour) |
Road composition
The 2012 Lexus IS 350 AWD is a fine road car. It is clearly, and as expected, anchored to luxo-cruising more than sport-cruising; however, it manages to be entertaining to drive in most instances.
The V6 is eager and well versed in getting things in motion. The slick-shifting 6-speed autobox never misses a beat and is well tuned to handle the engine's 277 lb-ft of torque. The IS 350 AWD will reach 100 km/h in just under 6 seconds which is commendable and quite quick.
In Power mode and with the shifter slotted in manual mode, the IS is entertaining to drive but the good times promptly run out. The none-too-imposing P225/45VR17 tires and wheels do what they can, but it becomes quickly apparent that this is not a sports sedan.
The fully independent suspension, like the remainder of the car, errs on the side of comfort but is far from being soft. In fact, I'd say it's well tuned with a fine balance between handling and easy driving.
At odds with smooth operation, the car's steering is overly, almost unnecessarily, heavy. At low speeds, it's downright unpleasant. Brakes are efficient and up to the task.
 |
| The fully independent suspension, like the remainder of the car, errs on the side of comfort but is far from being soft. (Photo: Sébastien D'Amour) |
IS or something else
At the end of my week with the 2012 Lexus IS 350 AWD, I did not feel one way or another about the car. This is often times the Lexus way, at least until now. Again, the 2013 GS is shaping up to be a different beast.
The IS is a tough sale in a segment that includes such heavy hitters as the BMW 3 Series, Audi A4, Volvo S60 and Infiniti G. In the tested trim, the car has an asking price of $52,850. That kind of money will get you all of the above.
As someone that knows what they want, the IS' split personalities probably won't suit your specific needs. Then again, maybe it will.
Key Competitors
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May
14th
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A recent study by the International Council for Clean Transportation (ICCT), based in Washington, reveals that CO2 emissions from vehicles are not dropping as fast as expected.
For example, data from the European Union shows that emission levels in Germany have declined from 179 g/km in 2001 to 152 g/km in 2010, which would represent a 15% improvement. However, according to the ICCT, they actually went from 192 g/km to 179 g/km during the same period.
So, what's the deal?
Real-world results in Europe may differ more from the test figures than in the United States, where the EPA's ratings are based on the best-selling version of a vehicle.
The good news is that a United Nations project is working on a new global mileage test that would allow better comparisons across continents and provide a more accurate picture of a vehicle's emission levels.
Source: Wards Auto
 |
For example, data from the European Union shows that emission levels in Germany have declined from 179 g/km in 2001 to 152 g/km in 2010, which would represent a 15% improvement. However, according to the ICCT, they actually went from 192 g/km to 179 g/km during the same period.
So, what's the deal?
Real-world results in Europe may differ more from the test figures than in the United States, where the EPA's ratings are based on the best-selling version of a vehicle.
The good news is that a United Nations project is working on a new global mileage test that would allow better comparisons across continents and provide a more accurate picture of a vehicle's emission levels.
Source: Wards Auto
May
14th
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2013 Subaru BRZ First Impressions
2013 Hyundai Veloster Turbo preview
2013 Mercedes-Benz SL 550 First Impressions
Other very interesting topics:
 |
| Photo: Mathieu St-Pierre |
2013 Hyundai Veloster Turbo preview
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| Photo: Hyundai |
2013 Mercedes-Benz SL 550 First Impressions
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| Photo: Lesley Wimbush |
Other very interesting topics:
May
14th
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On May 10, 2012, the world lost one of its greatest personalities, automotive legend Carroll Hall Shelby.
Shelby, who was born on January 11, 1923 in Leesburg, Texas might have gone onto achieve greatness, but the fact he lived such a long life is a miracle in itself.
At seven years of age, Shelby suffered from a heart valve leakage defect and hence spent most of childhood years in bed. While doctors contemplated if he'll ever get to see his teenage years, Shelby's health started improving, and by age 14 was given a clean bill of health.
After graduating from high school, Shelby tried his hand at becoming a chicken farmer, but that didn't go all too well. He then enlisted himself in the United States Army Air Corps, where he served as a test pilot and a flight instructor.
After the Second World War, his next career move would set him up for the rest of his life. In 1950, Shelby become a racing driver and drove for Allard, Aston Martin and Maserati. He won his first race in 1952 driving an MG-TC, and thus his love for British cars had officially started.
This love only grew stronger when he won the Le Mans 24-Hour race in 1959 while driving an Aston Martin DBR4. His co-driver in that race was Roy Salvadori of Great Britain.
Towards the end of 1960, Shelby retired from racing, due to health issues, but he was not about to end his love affair with the automobile just yet.
The very next year, Shelby not only started a high-performance driving school, but also registered Shelby American and started work on a project that made him a household name.
Shelby obtained the license to import the AC Ace from England, but while he liked the handling of the car, the racer in him wanted more power from this roadster. So out went the original straight six-cylinder motor, replaced by a grunty Ford V8. The iconic AC Cobra was thus born.
The Cobra was originally offered with a 289-cu.in. motor, but eventually the monstrous 427-cu.in. motor was introduced, thus making it among the fastest production cars on the road or the track.
The success of the Cobra leads Shelby to develop the Shelby Daytona Coupe. Only six examples of this Ferrari-slayer coupe were ever made, and nowadays they change hands for several million dollars.
Shelby, who was born on January 11, 1923 in Leesburg, Texas might have gone onto achieve greatness, but the fact he lived such a long life is a miracle in itself.
 |
At seven years of age, Shelby suffered from a heart valve leakage defect and hence spent most of childhood years in bed. While doctors contemplated if he'll ever get to see his teenage years, Shelby's health started improving, and by age 14 was given a clean bill of health.
After graduating from high school, Shelby tried his hand at becoming a chicken farmer, but that didn't go all too well. He then enlisted himself in the United States Army Air Corps, where he served as a test pilot and a flight instructor.
After the Second World War, his next career move would set him up for the rest of his life. In 1950, Shelby become a racing driver and drove for Allard, Aston Martin and Maserati. He won his first race in 1952 driving an MG-TC, and thus his love for British cars had officially started.
This love only grew stronger when he won the Le Mans 24-Hour race in 1959 while driving an Aston Martin DBR4. His co-driver in that race was Roy Salvadori of Great Britain.
Towards the end of 1960, Shelby retired from racing, due to health issues, but he was not about to end his love affair with the automobile just yet.
The very next year, Shelby not only started a high-performance driving school, but also registered Shelby American and started work on a project that made him a household name.
Shelby obtained the license to import the AC Ace from England, but while he liked the handling of the car, the racer in him wanted more power from this roadster. So out went the original straight six-cylinder motor, replaced by a grunty Ford V8. The iconic AC Cobra was thus born.
The Cobra was originally offered with a 289-cu.in. motor, but eventually the monstrous 427-cu.in. motor was introduced, thus making it among the fastest production cars on the road or the track.
The success of the Cobra leads Shelby to develop the Shelby Daytona Coupe. Only six examples of this Ferrari-slayer coupe were ever made, and nowadays they change hands for several million dollars.
May
14th
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Mitch Evans (Arden) and Conor Daly (Lotus) won the opening two rounds of the 2012 GP3 season at Circuit de Catalunya near Barcelona.
Antonio Felix Da Costa clinched pole position, but the Portuguese, as well as Daniel Abt, were penalised for jumping the start of the race, and both drivers received a drive-through penalty.
Mitch Evans, who was running third behind them, inherited the lead and eventually clinched the victory ahead of Marlon Stockinger and Aaro Vainio.
Conor Daly, who started Race 2 from third position, moved up into the lead in the first corners ahead of poleman Robert Visoiu and Tio Ellinas.
Ellinas was also penalized for jumping the start, and when the driver from Cyprus went into the pits for his penalty, Daly was able to pull away out in front to secure his maiden GP3 win ahead of Visoiu and Matias Laine.
Although he concluded Race 2 in 20th position, Mitch Evans remains on top of the provisional standings ahead of Daly and Vainio.
Race 1 classification:
1 - Mitch Evans - Arden - 16 laps in 28'38"738
2 - Marlon Stockinger - Status - 2"609
3 - Aaro Vainio - Lotus - 4"594
4 - Patric Niederhauser - Jenzer - 5"071
5 - Matias Laine - Arden - 6"284
Etc.
Race 2 classification:
1 - Conor Daly - Lotus - 16 laps in 27'21”043
2 - Robert Visoiu - Jenzer - 3"265
3 - Matias Laine - Arden - 4"168
4 - Aaro Vainio - Lotus - 4"877
5 - Patric Niederhauser - Jenzer - 5"669
Etc.
Championship:
1. Evans 25 points ; 2. Daly and Vainio 23; 4. Niederhauser and Stockinger 20; 6.Visoiu 18; 7. Da Costa and Ellinas 16; 9. Abt 4; 10. Brundle, Fumanelli and Ceccon 2.
Antonio Felix Da Costa clinched pole position, but the Portuguese, as well as Daniel Abt, were penalised for jumping the start of the race, and both drivers received a drive-through penalty.
Mitch Evans, who was running third behind them, inherited the lead and eventually clinched the victory ahead of Marlon Stockinger and Aaro Vainio.
Conor Daly, who started Race 2 from third position, moved up into the lead in the first corners ahead of poleman Robert Visoiu and Tio Ellinas.
Ellinas was also penalized for jumping the start, and when the driver from Cyprus went into the pits for his penalty, Daly was able to pull away out in front to secure his maiden GP3 win ahead of Visoiu and Matias Laine.
Although he concluded Race 2 in 20th position, Mitch Evans remains on top of the provisional standings ahead of Daly and Vainio.
 |
| Mitch Evans, Arden. (Photo: GP3 Series) |
Race 1 classification:
1 - Mitch Evans - Arden - 16 laps in 28'38"738
2 - Marlon Stockinger - Status - 2"609
3 - Aaro Vainio - Lotus - 4"594
4 - Patric Niederhauser - Jenzer - 5"071
5 - Matias Laine - Arden - 6"284
Etc.
 |
| Conor Daly, Lotus. (Photo: GP3 Series) |
Race 2 classification:
1 - Conor Daly - Lotus - 16 laps in 27'21”043
2 - Robert Visoiu - Jenzer - 3"265
3 - Matias Laine - Arden - 4"168
4 - Aaro Vainio - Lotus - 4"877
5 - Patric Niederhauser - Jenzer - 5"669
Etc.
Championship:
1. Evans 25 points ; 2. Daly and Vainio 23; 4. Niederhauser and Stockinger 20; 6.Visoiu 18; 7. Da Costa and Ellinas 16; 9. Abt 4; 10. Brundle, Fumanelli and Ceccon 2.
May
14th
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From GMM
An Austrian influence is growing at Williams, the famous British F1 team.
The team's 15 per cent shareholder is Christian 'Toto' Wolff, and given Adam Parr's recent departure he is now tipped as Sir Frank Williams' natural successor.
Indeed, now a regular presence at grands prix, his influence is clearly growing.
The driver he manages, Valtteri Bottas, is tipped to step into the race cockpit soon, while his wife Susie Stoddart is now a team test driver.
His countryman Alex Wurz mentors the drivers at Williams, and now it emerges that yet another Austrian is on the books.
Christian Klien, who most recently raced with HRT in late 2010, now spends a lot of time in Williams' state-of-the-art driver simulator at Grove.
The ORF broadcaster reported that, during a race weekend, 29-year-old Klien evaluates setups in the simulator, reporting back his findings to the race team.
"It has become an industry standard," Alex Wurz confirmed.
An Austrian influence is growing at Williams, the famous British F1 team.
The team's 15 per cent shareholder is Christian 'Toto' Wolff, and given Adam Parr's recent departure he is now tipped as Sir Frank Williams' natural successor.
Indeed, now a regular presence at grands prix, his influence is clearly growing.
The driver he manages, Valtteri Bottas, is tipped to step into the race cockpit soon, while his wife Susie Stoddart is now a team test driver.
His countryman Alex Wurz mentors the drivers at Williams, and now it emerges that yet another Austrian is on the books.
Christian Klien, who most recently raced with HRT in late 2010, now spends a lot of time in Williams' state-of-the-art driver simulator at Grove.
The ORF broadcaster reported that, during a race weekend, 29-year-old Klien evaluates setups in the simulator, reporting back his findings to the race team.
"It has become an industry standard," Alex Wurz confirmed.
 |
| Williams' team wins again! (Photo: Williams F1 Team) |
May
14th
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I've been on many new car launches over the years and I can almost always tell how well a car will do by the company reps on hand and the product presentation.
Extremes exist at these launches. I've travelled to a few where we were handed the keys to the car, given a map, driving directions and were set free to drive the car all day without nothing more than a “Hello, thank you for coming” and “Off you go!”
It is immediately clear to me in these instances that the OEM is entirely confident in their car or truck. So much so that they leave us auto journos free to discover what the vehicle is really all about before they jam-pack marketing strategies and trunk volume specs down our throats.
Standard new-car launches have us fat auto critics eating breakfast and then sitting through a Powerpoint presentation. Lengths vary, but most are roughly 45 minutes long. The point here is that car makers that are happy about the product they are representing will often times rush through the slideshow to get us out on the roads. This does not happen very often but when it does, we know we're in for a treat.
Other times, we are required to sit through tedious, long, self-indulgent, over-bearing presentations where the company reps are telling us, convincing us, that this vehicle is awesome. It more often than not fails. We are not a bunch of fools... nor is our readership or the buying public.
Sometimes, I go in knowing what to expect and am prepared for long-winded details on how sporty, young, dynamic the car is. According to car builders, they all are. Rarely have I fallen into the trap, well, not in the last few years anyhow.
I'm generally open-minded and try to see the vehicle with a fresh disposition. However, when on-hand company staff project fake enthusiasm and smiles, I know that they're not happy with what they are selling and I know that I won't be content either.
I know that manufacturers have to believe in the product they are pushing but honesty always goes a long way, especially with well-versed and experienced auto journos.
I understand that they have a job to do and it becomes my job to filter the information given and put the real details in my reviews. Sorry, but that's the way it has to be.
If a new car or truck cannot stand on its four (or six) wheels on its own, something is wrong and no amount of convincing and sweet-talking will change that.
Extremes exist at these launches. I've travelled to a few where we were handed the keys to the car, given a map, driving directions and were set free to drive the car all day without nothing more than a “Hello, thank you for coming” and “Off you go!”
It is immediately clear to me in these instances that the OEM is entirely confident in their car or truck. So much so that they leave us auto journos free to discover what the vehicle is really all about before they jam-pack marketing strategies and trunk volume specs down our throats.
Standard new-car launches have us fat auto critics eating breakfast and then sitting through a Powerpoint presentation. Lengths vary, but most are roughly 45 minutes long. The point here is that car makers that are happy about the product they are representing will often times rush through the slideshow to get us out on the roads. This does not happen very often but when it does, we know we're in for a treat.
 |
| Photo: Michel Deslauriers |
Other times, we are required to sit through tedious, long, self-indulgent, over-bearing presentations where the company reps are telling us, convincing us, that this vehicle is awesome. It more often than not fails. We are not a bunch of fools... nor is our readership or the buying public.
Sometimes, I go in knowing what to expect and am prepared for long-winded details on how sporty, young, dynamic the car is. According to car builders, they all are. Rarely have I fallen into the trap, well, not in the last few years anyhow.
I'm generally open-minded and try to see the vehicle with a fresh disposition. However, when on-hand company staff project fake enthusiasm and smiles, I know that they're not happy with what they are selling and I know that I won't be content either.
I know that manufacturers have to believe in the product they are pushing but honesty always goes a long way, especially with well-versed and experienced auto journos.
I understand that they have a job to do and it becomes my job to filter the information given and put the real details in my reviews. Sorry, but that's the way it has to be.
If a new car or truck cannot stand on its four (or six) wheels on its own, something is wrong and no amount of convincing and sweet-talking will change that.
May
14th
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Sarah Fisher Hartman Racing's Josef Newgarden set the pace on Saturday as teams and drivers took to the track for the first real day of practice for the upcoming Indianapolis 500.
As it could have been expected, that first day was a time for everyone to get into the groove and the day was largely a shakedown for the 24 drivers who were at hand.
JR Hildebrand (Panther Racing) came in second in front of Newgarden's new team-mate, USAC champion Bryan Clauson.
Dale Coyne Racing's James Jakes and KV Racing Technology's Tony Kanaan completed the top five.
It was also the occasion for former Lotus-powered teams such as Bryan Herta (Honda) and Dreyer & Reinbold (Chevrolet) to try out their brand new engines.
Pos Driver Team/Car Time Gap
1. Josef Newgarden Fisher DW12-Honda 40.8627s
2. JR Hildebrand Panther DW12-Chevy 40.9662s + 0.1035s
3. Bryan Clauson Fisher DW12-Honda 40.9776s + 0.1149s
4. James Jakes Dale Coyne DW12-Honda 41.2304s + 0.3677s
5. Tony Kanaan KV DW12-Chevy 41.3335s + 0.4708s
6. Charlie Kimball Ganassi DW12-Honda 41.3415s + 0.4788s
7. Helio Castroneves Penske DW12-Chevy 41.3571s + 0.4944s
8. Simon Pagenaud Schmidt DW12-Honda 41.3825s + 0.5198s
9. Justin Wilson Dale Coyne DW12-Honda 41.3929s + 0.5302s
10. Scott Dixon Ganassi DW12-Honda 41.4281s + 0.5654s
11. Oriol Servia Panther/DRR DW12-Chevy 41.4367s + 0.5740s
12. Takuma Sato Rahal DW12-Honda 41.4403s + 0.5776s
13. Graham Rahal Ganassi DW12-Honda 41.4657s + 0.6030s
14. Will Power Penske DW12-Chevy 41.5341s + 0.6714s
15. EJ Viso KV DW12-Chevy 41.5723s + 0.7096s
16. Ryan Briscoe Penske DW12-Chevy 41.5759s + 0.7132s
17. Sebastian Saavedra AFS/Andretti DW12-Chevy 41.6463s + 0.7836s
18. Alex Tagliani Herta DW12-Honda 41.7936s + 0.9309s
19. Rubens Barrichello KV DW12-Chevy 41.7943s + 0.9316s
20. Michel Jourdain Jr Rahal DW12-Honda 41.8856s + 1.0229s
21. Mike Conway Foyt DW12-Honda 42.0263s + 1.1636s
22. Ed Carpenter Carpenter DW12-Chevy 42.0636s + 1.2009s
23. Jean Alesi Fan Force DW12-Lotus 42.9721s + 2.1094s
24. Simona de Silvestro HVM DW12-Lotus 44.9201s + 4.0574s
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| Josef Newgarden, Sarah Fisher Hartman Racing. (Photo: IMS) |
As it could have been expected, that first day was a time for everyone to get into the groove and the day was largely a shakedown for the 24 drivers who were at hand.
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| Bryan Clauson, Sarah Fisher Hartman Racing. (Photo: IMS) |
JR Hildebrand (Panther Racing) came in second in front of Newgarden's new team-mate, USAC champion Bryan Clauson.
Dale Coyne Racing's James Jakes and KV Racing Technology's Tony Kanaan completed the top five.
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| Rubens Barrichello, KV Racing. (Photo: IMS) |
It was also the occasion for former Lotus-powered teams such as Bryan Herta (Honda) and Dreyer & Reinbold (Chevrolet) to try out their brand new engines.
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| Jean Alesi, Fan Force. (Photo: IMS) |
Pos Driver Team/Car Time Gap
1. Josef Newgarden Fisher DW12-Honda 40.8627s
2. JR Hildebrand Panther DW12-Chevy 40.9662s + 0.1035s
3. Bryan Clauson Fisher DW12-Honda 40.9776s + 0.1149s
4. James Jakes Dale Coyne DW12-Honda 41.2304s + 0.3677s
5. Tony Kanaan KV DW12-Chevy 41.3335s + 0.4708s
6. Charlie Kimball Ganassi DW12-Honda 41.3415s + 0.4788s
7. Helio Castroneves Penske DW12-Chevy 41.3571s + 0.4944s
8. Simon Pagenaud Schmidt DW12-Honda 41.3825s + 0.5198s
9. Justin Wilson Dale Coyne DW12-Honda 41.3929s + 0.5302s
10. Scott Dixon Ganassi DW12-Honda 41.4281s + 0.5654s
11. Oriol Servia Panther/DRR DW12-Chevy 41.4367s + 0.5740s
12. Takuma Sato Rahal DW12-Honda 41.4403s + 0.5776s
13. Graham Rahal Ganassi DW12-Honda 41.4657s + 0.6030s
14. Will Power Penske DW12-Chevy 41.5341s + 0.6714s
15. EJ Viso KV DW12-Chevy 41.5723s + 0.7096s
16. Ryan Briscoe Penske DW12-Chevy 41.5759s + 0.7132s
17. Sebastian Saavedra AFS/Andretti DW12-Chevy 41.6463s + 0.7836s
18. Alex Tagliani Herta DW12-Honda 41.7936s + 0.9309s
19. Rubens Barrichello KV DW12-Chevy 41.7943s + 0.9316s
20. Michel Jourdain Jr Rahal DW12-Honda 41.8856s + 1.0229s
21. Mike Conway Foyt DW12-Honda 42.0263s + 1.1636s
22. Ed Carpenter Carpenter DW12-Chevy 42.0636s + 1.2009s
23. Jean Alesi Fan Force DW12-Lotus 42.9721s + 2.1094s
24. Simona de Silvestro HVM DW12-Lotus 44.9201s + 4.0574s
May
14th
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From GMM
Rumours that Felipe Massa is now on his last legs at Ferrari are beginning to gain in volume.
Team boss Stefano Domenicali fueled the speculation on Sunday by insisting Ferrari expects the struggling Brazilian to "fight back starting in Monaco".
"We absolutely need his points to also fight for the constructors' title," said the Italian.
Before Domenicali's words, whispers were already doing the rounds that Adrian Sutil could be set to play a role, should Ferrari bite the bullet and dump Massa.
The former Force India driver could either replace him directly, or replace a driver who moves from his existing team to Massa's cockpit.
It is the latter scenario that seems most likely.
Sutil, trying to resurrect his career after the Eric Lux assault affair, returned to the F1 paddock at the weekend in Barcelona, accompanied by his manager Manfred Zimmermann.
They spent a lot of time at Sahara Force India, his old team.
The big rumour, therefore, is that the Anthony Hamilton-managed Paul di Resta could be set to move to Ferrari, with Sutil to fill the Sahara Force India vacancy.
But there is also a whisper that Nico Hulkenberg's manager Timo Gans has been spotted in the Ferrari motor home.
"It's important to be here," Sutil told German television RTL at the Circuit de Catalunya. "Hopefully something comes of it. It's still very early in the season, so I have to wait a bit, but on the other hand maybe I can get back into a cockpit quite quickly."
He admitted that he spent "most of the time" during the Spanish grand prix with Sahara Force India.
Rumours that Felipe Massa is now on his last legs at Ferrari are beginning to gain in volume.
Team boss Stefano Domenicali fueled the speculation on Sunday by insisting Ferrari expects the struggling Brazilian to "fight back starting in Monaco".
"We absolutely need his points to also fight for the constructors' title," said the Italian.
Before Domenicali's words, whispers were already doing the rounds that Adrian Sutil could be set to play a role, should Ferrari bite the bullet and dump Massa.
The former Force India driver could either replace him directly, or replace a driver who moves from his existing team to Massa's cockpit.
It is the latter scenario that seems most likely.
Sutil, trying to resurrect his career after the Eric Lux assault affair, returned to the F1 paddock at the weekend in Barcelona, accompanied by his manager Manfred Zimmermann.
They spent a lot of time at Sahara Force India, his old team.
 |
| Paul di Resta leading Nico Hulkenberg. (Photo: Sahara Force India) |
The big rumour, therefore, is that the Anthony Hamilton-managed Paul di Resta could be set to move to Ferrari, with Sutil to fill the Sahara Force India vacancy.
But there is also a whisper that Nico Hulkenberg's manager Timo Gans has been spotted in the Ferrari motor home.
"It's important to be here," Sutil told German television RTL at the Circuit de Catalunya. "Hopefully something comes of it. It's still very early in the season, so I have to wait a bit, but on the other hand maybe I can get back into a cockpit quite quickly."
He admitted that he spent "most of the time" during the Spanish grand prix with Sahara Force India.
May
14th
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Venezuelan Formula 1 driver Pastor Maldonado had been quick throughout final practice and qualifying of the Grand Prix of Spain in Barcelona, but few seriously expected him to win the race on Sunday.
But Maldonado defied his critics - of whom there have been plenty since he entered Formula 1 - with a faultless maiden victory. In a superbly balanced Renault-powered Williams FW34, Maldonado kept his cool after losing the lead to Fernando Alonso at the start of the race and then withstanding huge pressure from the Ferrari near its end.
Maldonado became Sunday the fifth different race winner of the season, driving for the fifth different constructor.
For a while it looked as if Alonso had it made after his lightning start, but tire wear got him in the end after a valiant chase after Maldonado and he had to settle for second. The local hero was under serious pressure from Kimi Raikkonen in the closing laps and would likely have been overtaken had the race been over 67 laps.
Lotus had indeed great pace during the race - enough for the two fastest laps of the race for Romain Grosjean and Raikkonen - but it came far too late.
But Maldonado defied his critics - of whom there have been plenty since he entered Formula 1 - with a faultless maiden victory. In a superbly balanced Renault-powered Williams FW34, Maldonado kept his cool after losing the lead to Fernando Alonso at the start of the race and then withstanding huge pressure from the Ferrari near its end.
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| Photos: WRi2 |
Maldonado became Sunday the fifth different race winner of the season, driving for the fifth different constructor.
For a while it looked as if Alonso had it made after his lightning start, but tire wear got him in the end after a valiant chase after Maldonado and he had to settle for second. The local hero was under serious pressure from Kimi Raikkonen in the closing laps and would likely have been overtaken had the race been over 67 laps.
Lotus had indeed great pace during the race - enough for the two fastest laps of the race for Romain Grosjean and Raikkonen - but it came far too late.
May
14th
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From GMM
The day after marking its first win for eight years, the once-great Williams team is counting its losses.
"Everything in our garage is totally destroyed," said team manager Dickie Stanford, who mere hours after holding aloft the constructors' trophy on the podium found himself wielding a fire extinguisher.
It is believed rival teams have already offered to help Williams to get up to speed for Monaco by loaning the Oxfordshire based team any critical equipment.
It could have been worse. Although one fuel rig mechanic was pulled from the garage with his legs on fire, and airlifted to hospital, no one was critically injured in the biggest pit fire anybody had seen in F1 in recent memory.
In a press release, the team said the fire originated from the fuel area.
Dozens of those who helped to put out the fire, wearing the shirts of teams up and down the smoke-filled pitlane, received treatment in the medical centre, and seven were in hospital overnight.
"We will have everything we need to run operationally at Monaco, » said Williams chief operations engineer Mark Gillan to Autosport.
Initial inspections of Bruno Senna's car, which was in the garage when the fire erupted as it had not finished the race, suggest that the chassis is undamaged. However, team Williams will not be certain of that until it has examined the car more closely back at its U.K. base.
The day after marking its first win for eight years, the once-great Williams team is counting its losses.
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| (Photo WRI2) |
"Everything in our garage is totally destroyed," said team manager Dickie Stanford, who mere hours after holding aloft the constructors' trophy on the podium found himself wielding a fire extinguisher.
It is believed rival teams have already offered to help Williams to get up to speed for Monaco by loaning the Oxfordshire based team any critical equipment.
It could have been worse. Although one fuel rig mechanic was pulled from the garage with his legs on fire, and airlifted to hospital, no one was critically injured in the biggest pit fire anybody had seen in F1 in recent memory.
In a press release, the team said the fire originated from the fuel area.
 |
| (Photo: WRI2) |
Dozens of those who helped to put out the fire, wearing the shirts of teams up and down the smoke-filled pitlane, received treatment in the medical centre, and seven were in hospital overnight.
"We will have everything we need to run operationally at Monaco, » said Williams chief operations engineer Mark Gillan to Autosport.
Initial inspections of Bruno Senna's car, which was in the garage when the fire erupted as it had not finished the race, suggest that the chassis is undamaged. However, team Williams will not be certain of that until it has examined the car more closely back at its U.K. base.
May
14th
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From GMM
Felipe Massa needs to relax and focus on getting his formula one career back on track.
That is the advice of Jaime Alguersuari, the former Toro Rosso driver who is now trying to rebuild his own career by testing tyres for Pirelli and working as a co-commentator on British radio.
Asked about Massa's continuing crisis, Spaniard Alguersuari acknowledged it is a "difficult time" in the Brazilian's career.
"Right now the most important thing for him is to stop thinking about the external pressure and just focus on his work and his problems. Sometimes you're not competitive, something has happened and you don't know what it is," Alguersuari told the Spanish newspaper AS.
"But the worst thing you can do is doubt, hesitate, get nervous and start looking at your teammate, because all that will happen is it will get worse," he added.
"Being in elite sport does not, as many believe, depend just on your skills, it's about managing the psychological, physical and technical elements. I am convinced that Massa is not now a slow driver, he can get back to being like Fernando (Alonso) and some days - why not? - faster. The only difference between the two is in the head; that's the difference between good and best," said Alguersuari.
Livio Oricchio, the respected F1 correspondent for O Estado de S.Paulo newspaper, fears the sport's last Brazilian drivers - Massa and Bruno Senna - could soon lose their seats.
"As a driver, your main reference is always the work of your teammate, so in the sense that (for Massa and Senna) they are Fernando Alonso and Pastor Maldonado, it's going very badly. At this point, only a miracle will keep Massa at Ferrari. He would have to do what he has failed to do in the last two championships, which is to qualify close to Alonso and score points regularly. Neither is what a Ferrari driver is really about," admitted Oricchio, "but it's a huge challenge given Massa's loss of confidence and an unbalanced car."
Felipe Massa needs to relax and focus on getting his formula one career back on track.
That is the advice of Jaime Alguersuari, the former Toro Rosso driver who is now trying to rebuild his own career by testing tyres for Pirelli and working as a co-commentator on British radio.
Asked about Massa's continuing crisis, Spaniard Alguersuari acknowledged it is a "difficult time" in the Brazilian's career.
"Right now the most important thing for him is to stop thinking about the external pressure and just focus on his work and his problems. Sometimes you're not competitive, something has happened and you don't know what it is," Alguersuari told the Spanish newspaper AS.
"But the worst thing you can do is doubt, hesitate, get nervous and start looking at your teammate, because all that will happen is it will get worse," he added.
"Being in elite sport does not, as many believe, depend just on your skills, it's about managing the psychological, physical and technical elements. I am convinced that Massa is not now a slow driver, he can get back to being like Fernando (Alonso) and some days - why not? - faster. The only difference between the two is in the head; that's the difference between good and best," said Alguersuari.
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| Felipe Massa, Ferrari F2012. (Photo: Ferrari) |
Livio Oricchio, the respected F1 correspondent for O Estado de S.Paulo newspaper, fears the sport's last Brazilian drivers - Massa and Bruno Senna - could soon lose their seats.
"As a driver, your main reference is always the work of your teammate, so in the sense that (for Massa and Senna) they are Fernando Alonso and Pastor Maldonado, it's going very badly. At this point, only a miracle will keep Massa at Ferrari. He would have to do what he has failed to do in the last two championships, which is to qualify close to Alonso and score points regularly. Neither is what a Ferrari driver is really about," admitted Oricchio, "but it's a huge challenge given Massa's loss of confidence and an unbalanced car."
May
14th
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From GMM
F1's unpredictable season became simply "strange" in Barcelona, Fernando Alonso said after finishing second on Sunday behind Pastor Maldonado.
Once derided as a mere pay-driver, Maldonado was in Barcelona hailed by French-language commentator Patrick Tambay as "a new champion".
Reporters could hardly believe they were asking the Venezuelan with braces on his teeth if he is a contender for the 2012 title, and then hardly believe the Williams driver answered seriously in the affirmative.
"Some of the results that we saw this weekend feel very strange," said Ferrari's Alonso.
Even until Spain, it had been strange -- McLaren, Ferrari, Mercedes and Red Bull had shared the winning spoils, mainly due to the tyre situation, as teams grapple to understand the product Pirelli is supplying.
Now, after Barcelona, minds have to go back to 1983 for the last time five different winners won the first five races of a season.
"At one race one team is there (at the front) and then suddenly they are tenth in the next race, so it's bit of an odd situation," agreed the 2007 world champion Kimi Raikkonen, who finished behind Alonso in his Lotus on Sunday.
Many thrill-seeking spectators are hailing F1's unprecedented uncertainty, whilst the purists join the engineers in scratching their heads.
Asked if he is enjoying it, former double world champion Alonso admitted: "I don't know. I don't know how to answer."
On the one hand, uncertainty is good for a sport, but the teams and the drivers are just lost at sea.
"With seven laps to go I got to a curve and suddenly the grip was gone. I even radioed the box to see if the car had been damaged," said Alonso.
His countryman Jaime Alguersuari has a clearer view.
"This is the most even formula one we have seen for 20 years, so it means you really see the work of the driver, especially with the tyre management," the former Toro Rosso driver told AS newspaper. "From my point of view this is the best F1 we've had for a long, long time, with the best man winning each time."
Reigning back-to-back world champion Sebastian Vettel, however, joined Alonso in the head-shaking.
"Three weeks ago Williams was nowhere, now they're beating everyone into the ground," he is quoted by spox.com.
Red Bull's Dr Helmut Mario told Kleine Zeitung newspaper: "If we knew why, we'd be very happy."
Some think the magic recipe is the ability to look after tyres, but in Spain arguably F1's best driver at tyre management - Jenson Button - was lost.
"I work hard at it," the Briton is quoted as saying, referring to his famous driving style, "but right now it's not working and I have no idea why."
Shanghai winner Nico Rosberg added: "Two races ago we were at the top and now everything is changed. What's up with formula one?" he is quoted as saying in German-language reports.
From a purely sporting point of view, however, 2012 is a compelling tale.
"I think it's going to be a big fight right to the end with some very close racing. Anyone can win," Lotus' Romain Grosjean is quoted by RMC Sport.
F1's unpredictable season became simply "strange" in Barcelona, Fernando Alonso said after finishing second on Sunday behind Pastor Maldonado.
Once derided as a mere pay-driver, Maldonado was in Barcelona hailed by French-language commentator Patrick Tambay as "a new champion".
Reporters could hardly believe they were asking the Venezuelan with braces on his teeth if he is a contender for the 2012 title, and then hardly believe the Williams driver answered seriously in the affirmative.
"Some of the results that we saw this weekend feel very strange," said Ferrari's Alonso.
Even until Spain, it had been strange -- McLaren, Ferrari, Mercedes and Red Bull had shared the winning spoils, mainly due to the tyre situation, as teams grapple to understand the product Pirelli is supplying.
 |
| Podium of the 2012 Spanish grand prix, Pastor Maldonado, Fernando Alonso, Kimi Raikkonen. (Photo: Pirelli) |
Now, after Barcelona, minds have to go back to 1983 for the last time five different winners won the first five races of a season.
"At one race one team is there (at the front) and then suddenly they are tenth in the next race, so it's bit of an odd situation," agreed the 2007 world champion Kimi Raikkonen, who finished behind Alonso in his Lotus on Sunday.
Many thrill-seeking spectators are hailing F1's unprecedented uncertainty, whilst the purists join the engineers in scratching their heads.
Asked if he is enjoying it, former double world champion Alonso admitted: "I don't know. I don't know how to answer."
On the one hand, uncertainty is good for a sport, but the teams and the drivers are just lost at sea.
"With seven laps to go I got to a curve and suddenly the grip was gone. I even radioed the box to see if the car had been damaged," said Alonso.
His countryman Jaime Alguersuari has a clearer view.
"This is the most even formula one we have seen for 20 years, so it means you really see the work of the driver, especially with the tyre management," the former Toro Rosso driver told AS newspaper. "From my point of view this is the best F1 we've had for a long, long time, with the best man winning each time."
Reigning back-to-back world champion Sebastian Vettel, however, joined Alonso in the head-shaking.
"Three weeks ago Williams was nowhere, now they're beating everyone into the ground," he is quoted by spox.com.
Red Bull's Dr Helmut Mario told Kleine Zeitung newspaper: "If we knew why, we'd be very happy."
Some think the magic recipe is the ability to look after tyres, but in Spain arguably F1's best driver at tyre management - Jenson Button - was lost.
"I work hard at it," the Briton is quoted as saying, referring to his famous driving style, "but right now it's not working and I have no idea why."
Shanghai winner Nico Rosberg added: "Two races ago we were at the top and now everything is changed. What's up with formula one?" he is quoted as saying in German-language reports.
From a purely sporting point of view, however, 2012 is a compelling tale.
"I think it's going to be a big fight right to the end with some very close racing. Anyone can win," Lotus' Romain Grosjean is quoted by RMC Sport.
May
13th
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Latest pictures from race day in Barcelona, following Pastor Maldonado's win in the Spanish Grand Prix
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May
13th
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More than 100 racing drivers and their cars will be blasting up Goodwood hill at this year's Festival of Speed
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