Tires, coffee, and a lot of good races - China Daily column

When someone says they have pneumonia, you might expect them to be on the way to hospital. Not in F1. Red Bull Racing's chief mechanic suffered from the condition at the end of the 2011 season but it didn't slow him down - or the team. Its 1-2 finish in last Sunday's Brazilian Grand Prix was a fitting end to their season of dominance.

Australia's Mark Webber took his only victory of the season ahead of pole-position starting (for the 15th time this year) Sebastian Vettel. The 24-year old German won 11 of the 19 races (held in 18 countries across five continents) and became a back-to-back World Drivers' Champion with four races to spare - while scoring more points than the two Ferrari drivers combined. And he led 739 laps to Webber's 59.

But as the 24 cars and equipment head back to Europe for the end of 160,000 kilometers criss-crossing the globe, there are other outstanding performances to consider.

Your correspondent is eating humble pie about Pirelli: F1's exclusive supplier of the 24,000 tires used (and recycled!) this year. Their clever choice of rubber compounds with different wear rates contributed to a season that saw a record number of overtaking moves. Between six degrees centigrade in pre-season testing and 49-degrees in Abu Dhabi - and even at the record top speed of 349.2 km/h set by Sauber's Sergio Perez during qualifying at the Italian Grand Prix - Pirelli's tires were safe, and their 43,250 cups of espresso served kept the paddock awake.

Similarly, McLaren's Jenson Button proved himself superior over the season to teammate Lewis Hamilton by taking second in the points and brilliant victories in Canada (from last place at one point), Hungary and Japan. Hamilton also took the top step of the podium three times, which left only one win for the Scuderia Ferrari's Fernando Alonso. The Spaniard was always strong on race day, but too often his car became uncompetitive once switching to the harder of the two tire compounds of which use is mandatory.

In contrast, the Force India team punched above its weight this year. Cost-cutting regulations introduced two years ago have encouraged teams to buy technology from each other, and that from McLaren and Mercedes has certainly helped Vijay Mallya's outfit. As did having three excellent drivers.

His Shanghai nightclub incident aside, Adrian Sutil had a good season - and an excellent sixth place in Brazil helped him take ninth in the points. Paul Di Resta's rookie year was very solid, and he should shine in year two. He'll probably have alongside him Nico Hulkenburg who will return to the pitch from the reserves' bench.

A more famous returnee for 2012 is Kimi Raikkonen - with the Renault team. F1 has never before had six World Champions on the grid and despite his lackluster final season with Ferrari in 2009, the Finn remains almost as popular as Pirelli's coffee machine.

Bottas will try to make most of chance in Macao - China Daily

It would be great to see Finland represented again in Formula 1 - but not by Kimi Raikkonen. Much more appealing is the 22-year-old who should also be the favorite to win this weekend's Formula 3 Grand Prix of Macao - but might find himself hindered by F1's regulations.

Valtteri Bottas won this year's GP3 Series (very similar to F3 but with races on F1 support program). Last November in Macao he was the quickest Mercedes-powered driver around the famous street circuit - visibly and audibly so in the mountain section. Unfortunately, those with Volkswagen engines seemed to have an advantage on the track's long straight past the casinos on the sea-front.

This year the motors are closer, but Bottas will likely miss the first practice session on Thursday having landed only in the morning from F1's "young driver training" in Abu Dhabi. With testing in F1 prohibited between the first race of the season and the end of the year, the three-day event was the only opportunity for the Williams team to evaluate Bottas - who has been the team's test driver since 2010. With the teams already at the circuit for last weekend's Grand Prix, it is certainly cost effective to have a test session in this way. But there's a knock-on effect for aspiring F1 drivers.

In past years, with testing unregulated, the teams took on test drivers to help them with the huge amount of car development. Often they would do thousands of kilometers in private test sessions before their first Grand Prix. This is how Sunday's winner, Lewis Hamilton, was able to make his F1 debut in 2007 and outscore his teammate, already a double world champion, Fernando Alonso.

Today even those nominated as test or reserve drivers sit idle apart from occasional "straight line" aerodynamic runs and hours in simulators. So it's hardly surprising that team bosses so infrequently choose a fresh face - preferring to stick with what they know and using "experience" as the excuse.

Bottas will be hoping Williams think this time as it did when a young Jenson Button got his chance with the team in 2000 - especially if the Finn can go one better than Button managed at Macao and take the top step of the podium.

Back then, Jenson was not able to grow the kind of moustache he sported in Abu Dhabi (where he finished third, behind Alonso) in support of the Movember prostate cancer charity. His blond hair means it also doesn't now stand out like the most famous F1 'stache - that previously worn by the 1992 champion Nigel Mansell -or the one your columnist is carrying this month. Go to http://mobro.co/MatthewMarsh to see it - and show your support.

Inaugural Formula 1 Airtel Grand Prix of India a great success

The narrative of the inaugural Indian Grand Prix was broadly similar to that we have seen often this year: Sebastian Vettel drove his Red Bull from pole position to win the race while a McLaren and Ferrari collided.

However, local hero Narain Karthikeyan outperformed expectations and sparked what might be the beginning of significant public and corporate interest in F1 from the sub-continent.

Whilst the bhangra folk dancing in the paddock was unique on the F1 calendar - and most welcome - the only topic of much debate was whether this time Lewis Hamilton or Felipe Massa was to blame.

The Briton certainly was in Monaco, Singapore and Japan. On Sunday, though, Massa was at fault and received a drive-through (the pits) penalty. However, there's no doubt Hamilton should have made a better decision. It did not take Mystic Meg to predict the Brazilian would be belligerent in defense. But Lewis put his car at risk and the consequence was an unscheduled stop (to change the nose) and a result (7th) below its and his potential.

Comedian Rowan Atkinson (best known as Mr Bean) was a guest in the McLaren pit. His facial expression, caught on TV, summed-up the general feeling. Not again

More encouraging was India's reaction to the event. It seemed there would be two local drivers, but Team Lotus chose not to race Karun Chandhok. It's easier to understand the decision of team boss (and AirAsia founder) Tony Fernandes when you consider the fight for 10th in the Constructor's championship. The $25 million or so difference in prize money is about a quarter of the team's annual budget!

Karthikeyan did a good job to uphold local honor. His teammate Daniel Ricciardo is considered by many (including his sponsor Red Bull) a future champion, so qualifying just one tenth of a second slower was impressive - even if the pair lined up only 21st and 22nd of 24 in their inferior HRT cars.

On Sunday, in front of 95,000 spectators, the Coimbatore native finished ahead (in 17th) though, to be fair, the Australian youngster was faster and more consistent, but dropped a position because of an unscheduled pitstop.

Karthikeyan played well the cards he was dealt and it seems there's now interest from other companies to join long-time supporter Tata and help the 34-year old secure a full-time ride for 2012.

Sameer Gaur's team did a brilliant job putting on last week's event. They made India look good. We've seen in China that local heroes are needed to generate and sustain interest in a sport - Yao Ming and Li Na being just two examples. And there's a good chance now Karthikeyan will do the same for motor sport in India.

Emotional celebrations at Suzuka - China Daily

The best parties are the ones you don't want to end - and that was the experience for thousands of fans, not to mention many of the drivers and teams, at the Japanese Grand Prix on Sunday.

It had been an emotional occasion as the country staged its first F1 race since the devastating tsunami and earthquake struck Fukushima on March 11. Japan's dignified response to the tragedy won the admiration of the world and was illustrated again with a heart-tugging rendition of Kimigayo, the national anthem, by a girls choir from the stricken prefecture.

Local hero Kamui Kobayashi had already done his part by paying the choir's travel expenses and then enthralling the crowd with a season-best seventh in qualifying. A poor start and difficult race subsequently saw the Sauber driver finish 13th.

Though Kobayashi did not win, fans were treated to the next best thing as Japan's adopted English son, Jenson Button, took the checkered flag in his McLaren. The 2009 world champion is hugely popular in the country thanks to a three-year spell with Honda and the charms of his long-time girlfriend, Jessica Michibata.

So, after a brilliant and tight victory (just two kilos of fuel left in his tank as he held off Ferrari's Fernando Alonso), Button was in high demand. First there was a hug and kiss from an emotional Ms Michibata. While images of the delightful underwear model have been known to make grown men weep, this time she was the one shedding tears, prompting Jenson to announce: "It's the first time I've seen the missus cry at a race!"

Then it was off to the podium to celebrate with Alonso and Sebastian Vettel, whose third place clinched a second successive world championship. Next the trio headed to the "unilateral" television interview room, then the press conference for the world's print media, and finally to the "bull ring" in the paddock to speak with TV and radio networks.

While all this was going on, as darkness fell and the teams dismantled their garages and packed more than 350,000 kilos of cars and equipment to be shipped to Korea for the next race, the grandstand remained full of devoted fans savoring every last moment of an incredible weekend.

They got their reward. Interviews completed, Button climbed on to the pit wall and held aloft the winner's trophy to roars of approval from the thousands who had stayed. This could only happen at Suzuka.

Next door at Red Bull there were more tears as Vettel watched a BBC video montage of the eight drivers who previously had won back-to-back titles. There was only one way to celebrate, of course, and that was to follow Button's example and step outside to salute the grandstand.

More cheers, more tears - and the party kicked off again.

China Daily column from Singapore

Lewis Hamilton needs to think as quickly as he drives. With some smarter decision-making, he could have avoided many of the multiple incidents he has caused this year.

In Singapore on Sunday he again misjudged a passing maneuver and found himself penalized with a "drive through" the pits. The collision also caused a puncture - and wrecked race - for Felipe Massa. The Ferrari driver confronted Hamilton in the media "bull ring" after the race. "Nice job," he said, sarcastically, giving the Briton a thumbs-up.

Hamilton is the fastest, most instinctive and exciting driver in F1 today - but he is also the most impulsive. And that can lead to trouble in a sport that, especially these days, requires a lot of thought.

The 16-time race winner doesn't often crash on his own. His talent is too great, his ability to perfectly balance his McLaren on the edge of adhesion too refined. And there are times (such as in qualifying for the German Grand Prix in July) when he makes the car, by sheer will and skill, go faster than physics would prescribe.

But the 26-year old too frequently - these days - bashes into others, breaking important aerodynamic parts from his car, drawing attention from the race stewards, and ruining his chances of repeating his 2008 championship victory.

Probably some of the decisions were a little harsh. Other drivers have caused similar problems and not been penalized. But they were lucky. Hamilton's previous form and the way he presents himself like a pop star - with big shades, yellow diamond ear studs and that ridiculous Amish-style beard - do not endear him to those blazer-wearing types at race control. Unnecessarily, he has created a weak spot for himself.

Lewis certainly seemed more grounded (and was less often in trouble) before he moved this year to Simon Fuller's artist management company, which also guides the Spice Girls, David Beckham and Jennifer Lopez.

So it was interesting to hear Hamilton say it was his father's idea to carry a message on his helmet in memory of two friends who died earlier this month: Martin Hines (a legend in the karting world) and Christian Bakkerud (a former rival). Anthony Hamilton was his son's manager in the days when Lewis rarely put a foot wrong.

Which is what Sebastian Vettel has done this year. No trendy styles for the German - he looks more like a schoolboy. Vettel's intensely focused, hard working and intelligent campaign provided his ninth win of the season on Sunday. This equalled a record set by Nigel Mansell and Michael Schumacher and leaves the 24-year-old needing just one point from the final five races to secure his second championship. Now that is smart.

Let's keep it classy (China Daily column from Monza)

Sebastian Vettel was more emotional than usual after Sunday's Italian Grand Prix. That's saying something, because the 24-year old seems never to tire of ecstatic rejoicing - even with eight wins in 13 races this year.

The Red Bull driver's 18th career victory came at the same Monza circuit where he scored his first in 2008 for the other team owned by the drinks company: Scuderia Toro Rosso. Vettel then was the youngest to win a Grand Prix, having the previous day been the youngest pole position winner - and the year before the youngest ever to start and score points (US GP) and lead a race (Japan).

This year, Monza was considered - because of its long straights and few corners - to least suit Red Bull's car. Vettel's pole position showed the progress his team continues to make and the German now joins Ayrton Senna in being fastest in qualifying in 10 races in two different seasons.

Ferrari's Fernando Alonso stole the lead at the start (from fourth), but when Vettel took it back a few laps later he did so at over 300 kilometers per hour, around the outside - and with two wheels on the grass having been edged off the track by the Spaniard. No cruise-and-collect for Vettel, then - despite being 112 points ahead with 125 on offer over the final five rounds. (And no penalty for Alonso for what was a naughty move.)

So we can forgive Vettel a few tears on F1's most atmospheric podium surrounded by thousands of cheering fans who traditionally flood onto the track for the festivities.

The habit of waving his index finger is, however, wearing a little thin - but we'll probably have to get used to it. His compatriot Michael Schumacher never dropped the habit of big jumps and air punches on the top step of the podium - nor of questionable tactics on track. We saw those again on Sunday in his robust defence against Lewis Hamilton who, like Vettel with Alonso, had two wheels on the grass at one point.

It wasn't like this 40 years ago. Often the winner would be greeted with news that a competitor, perhaps a friend, had perished in the race.

Sometimes the podium ceremony was overshadowed by a pall of smoke from the smouldering wreckage. So drivers didn't push each other onto the grass, and the chequered flag was acknowledged with a gentle wave.

When Peter Gethin crossed the line at Monza in 1971 - just 0.010 seconds ahead of Ronnie Peterson - it was the closest finish in history (until 1986). Gethin did throw his arm into the air - but only as a ploy to convince the timekeepers of his victory.

A fun season so far - China Daily column from Spa

Red Bull Racing's one-two finish in the Belgian Grand Prix continued its streak of both cars scoring points. It has turned reliability - previously its Achilles' heel - into another weapon alongside superior speed and excellent tactical management. If the run is maintained through to Brazil in late November it will be a unique achievement. But statistics like these do not reflect the excitement of this season nor the desire to win that drives those in F1.

They remind us instead of Michael Schumacher's dominance of 2002. He scored points at every race (and finished on the podium) - something not seen since a foreshortened season in the mid-1950s.

On Sunday, the seven-time champion became the first driver to compete in F1 for 20 years. Rivals at his debut included Nelson Piquet and Satoru Nakajima. In later years their sons, Nelsinho and Kazuki, raced in F1. Those careers are finished, but Schumacher is still on the grid - albeit 24th and last at Spa-Francorchamps after a crossed-thread caused a wheel to fall off at the beginning of Saturday's qualifying session.

The 42-year old celebrated his milestone with a storming drive to fifth with no sign, thankfully, of the klutz we saw splintering carbon fiber against various competitors since his comeback last year.

Another inspired drive was Jenson Button's from 13th on the grid (after a miscommunication in qualifying saw him miss the final lap on a drying circuit) to take the final podium spot. In Canada, in June, he won after having been dead last early on.

So overtaking has also made a return to F1. No doubt the catalyst was the introduction this year of fast-degrading tires and push-to-pass drag-shedding rear wing flaps (DRS for short). It seems though that drivers, now realizing they can pass, are becoming more creative - more daring.

At Eau Rouge, corner cars pull 2.4g left, then 4g right and a final 2g left - while also experiencing significant vertical loads as the road climbs. Mark Webber's pass there around the outside of Fernando Alonso caused a collective intake of breath from 50 million television viewers wondering how a man who turned 35 on Saturday - who has just signed a new contract with Red Bull - thinks this a good idea.

It was even more stunning in the context of the serious concerns about the structural integrity of the front tires on the Red Bull cars. An aggressive set-up caused "blistering" during qualifying and the team had to choose between adjusting the cars - and starting from the pits - or taking a chance it could manage the situation. Given Sebastian Vettel's 85-point lead before the race (now 92 after winning) it's impressive it took the latter route - and contributed to another excellent afternoon's entertainment.

China Daily column - it's on the net!

Sunday's Hungarian Grand Prix was the most watched show in Great Britain on any channel, at any time - with a peak viewership of six million. F1 fans in China who tuned in to CCTV5 might have been disappointed to find themselves watching the 14th FINA World Championships. Or, to be precise, its closing ceremony.

On the face of it, therefore, complaints from China's growing F1 audience would be justified. Some of the four million who watched the German Grand Prix live two weeks ago might have spent Sunday evening wondering whether CCTV might have sufficient channels to use for conflicting tournaments.

Certainly it is a significant national event when Shanghai hosts a World Swimming Championship. But the race at the Hungaroring is no less valuable than any other Grand Prix - that's one of the key elements of Formula 1 - and staying up until 2 am to watch a recorded race would not have been an attractive option for those working on Monday morning.

The promoter of the UBS Chinese Grand Prix, Juss Events, understands these conflicting issues. Furthermore it has convinced F1's commercial rights holder that China needs and will reward unusual solutions. The website www.racing-china.com shows live coverage of every race and about 350,000 people have already registered.

The Internet also brings with it the advantage of interactivity. In today's social media-obsessed world this makes total sense - but it also works well for a sport as complex of F1.

Every broadcaster uses the same 'world feed' pictures. The BBC show stands out because they top-and-tail it with live interviews and expert opinion - and brilliant race commentary from former F1 drivers Martin Brundle and David Coulthard. This combination makes F1 accessible and addictive. Viewership continues to grow in the UK - up eight percent this year.

More telling is that leading English-language motor sport journalists, in the media center at any Grand Prix, can be seen watching the BBC coverage on their laptop computers.

This raises another question: how much more quickly would F1's popularity grow in China if the show was comparable with that produced by the BBC? It would not be easy given that F1's default language is English and there are no Chinese participants. Then there's the cost of sending a production team, including skilled presenters and race-experienced commentators to every Grand Prix. But in the context of the television rights fees - and the potential growth in the market - it seems worth exploring.

Sunday’s Hungarian Grand Prix was the most watched show in Great Britain on any channel, at any time – with a peak viewership of six million. F1 fans in China who tuned in to CCTV5 might have been disappointed to find themselves watching the 14th FINA World Championships. Or, to be precise, its closing ceremony.

On the face of it, therefore, complaints from China’s growing F1 audience would be justified. Some of the four million who watched the German Grand Prix live two weeks ago might have spent Sunday evening wondering whether CCTV might have sufficient channels to use for conflicting tournaments.

Certainly it is a significant national event when Shanghai hosts a world swimming championship. But the race at the Hungaroring is no less valuable than any other Grand Prix – that’s one of the key elements of Formula 1 – and staying up until 2am to watch a recorded race would not have been an attractive option for those working Monday morning.

The promoter of the UBS Chinese Grand Prix, Juss Events, understands these conflicting issues. Furthermore they have convinced F1’s commercial rights holder that China needs and will reward unusual solutions. The website www.racing-china.com shows live coverage of every race and some 350,000 people have already registered.

The internet also brings with it the advantage of interactivity. In today’s social media-obsessed world this makes total sense – but it also works well for a sport as complex of F1.

Every broadcaster uses the same ‘world feed’ pictures. The BBC show stands out because they top-and-tail it with live interviews and expert opinion – and brilliant race commentary from former F1 drivers Martin Brundle and David Coulthard. This combination makes F1 accessible and addictive. Viewership continues to grow in the UK – up eight percent this year.

More telling is that leading English-language motor sport journalists, in the media centre at any Grand Prix, can be seen watching the BBC coverage on their laptop computers.

This raises another question: how much more quickly would F1’s popularity grow in China if the show was comparable with that produced by the BBC? It would not be easy given that F1’s default language is English and that there are no Chinese participants. Then there’s the cost of sending a production team, including skilled presenters and race-experienced commentators, to every Grand Prix. But in the context of the television rights fees – and the potential growth in the market – it seems worth exploring.

That’s what a lot of team personnel will be doing during F1’s mandatory two week summer break before the Belgian Grand Prix at the end of August. Sunday’s winner Jenson Button is heading to Hawaii to swim with dolphins - proving once again that you can mix F1 and water sports!

It's either black or white with Lewis - China Daily column

What must it be like for people who don't love sport? It allows us, the followers, to live vicariously through the talents, the victories - and despair. It fires our imagination, makes us jump for joy or - as your columnist did - cry with sorrow when Lewis Hamilton's debut bid for the World Championship slid into the gravel trap at Shanghai in 2007.

At Monaco this year Hamilton caused a stir by saying that perhaps he was being called to see the stewards so frequently because of his color. What makes him special is that he's either black or white, but never gray. He's the antithesis of Nick Heidfeld - the driver now in his second decade in F1 who usually finishes, often in the points - but who you never notice. Or care about.

When Lewis is frustrated we know about it. He makes injudicious comments on live TV, he talks to rival team managers in full view of the paddock - and he's often clumsy on the track. Lewis, Lewis we mutter, shaking our heads with disappointment. Because he makes us care.

And so we're rewarded on days when it works. When circumstances give him the opportunity to show he's the best, Hamilton is an artist with an unmistakable style. Putting his car on the front row of the grid for last weekend's German Grand Prix suggested that McLaren's MP4-26 was working better than expected. But the slightly baffled look on the face of team principal Martin Whitmarsh, plus teammate Jenson Button being over a second slower, confirmed that only Lewis could mix these colours.

His signature move in the race was around the outside of Fernando Alonso as the Ferrari driver came out of the pits for the third and last time as Hamilton taking the lead - and his 16th career victory.

Only third in the end (the fifth time in a row he has failed to convert pole position), Red Bull's Mark Webber had at least led a chunk of the race. By contrast, teammate Sebastian Vettel looked average all weekend.

It is mandatory to use both tire compounds during the race. The harder one appeared much slower in the unseasonably cold conditions so most chose to wait until the very end to swap. Felipe Massa and Vettel took it to extremes, both stopping on the last lap. Red Bull completed the change faster than Ferrari so Vettel, missing the podium for the first time in 13 races, praised his mechanics for helping him take fourth place. Meanwhile, Hamilton choked back the tears of an emotional victory - and we shared his joy.

Zagato-Nürbugring article in today's SCMP

British Grand Prix column for China Daily

Ferrari takes full advantage of rule shift:

Earlier this year we predicted regulations would limit the practise of creating downforce from exhaust gases - and that Red Bull Racing would be hardest hit.

Fernando Alonso's victory for Ferrari in the British Grand Prix on Sunday - ahead of RBR's Sebastian Vettel and Mark Webber - seemed to confirm this. Conversely, when the new rules were essentially rescinded on Sunday evening there was a suggestion Ferrari's resurgence would be short-lived. In fact, none of these outcomes are likely.

Downforce squares as speed increases - so the faster air flows beneath a car, the more grip there is for cornering. Blowing engine exhaust gases under the floor accelerates the air and has been used for more than 20 years. But during the past two seasons leading teams worked out how to continue revving the engine, generating gas flow, even when the driver was off the throttle entering a corner - when grip is needed most.

Considering this last step too extreme, FIA set out to eliminate altogether the aerodynamic benefit from exhaust gases. The obvious way - prescribing the position of the pipes where they can bring no advantage - comes into effect before next season.

Before Silverstone last weekend, the teams were told to stop the 'off-throttle' blowing. But a row broke out because FIA appeared to give the Mercedes-engined teams (Force India, McLaren and Mercedes GP) a dispensation by allowing that their engines still 'hot blow' by firing four of their eight cylinders under braking.

Using the same argument - that changes would harm reliability - the Renault teams (Red Bull, Lotus Renault, Team Lotus) insisted they needed to 'cold blow': keeping the throttles open, without burning fuel, into corners. FIA rejected this at Silverstone but later reached unanimous agreement with the teams to rewind its interpretation of the rules.

The first piece of positive news is that the teams are able these days to remain united for the benefit of the sport, sacrificing short-term individual gain.

The second is that Ferrari's victory was not because others had been hampered. It's true RBR was unhappy about the exhaust blowing situation - and that neither Vettel (broken rear jack) or Webber (left-front tire wear) had a perfect afternoon. But Ferrari's pace was strong all weekend. Analysis of details, such as the competitive times Alonso and teammate Felipe Massa set while using the harder tires during free practise, suggests the Scuderia have overcome the aerodynamic deficiencies from earlier in the season (and last year).

It might though be too much to expect Alonso to fight for the championship: Vettel's lead is 92 points with 250 available from the final 10 events. And the Red Bull probably remains - just - the best car.

The Finish

More photos from Colin Marsh - this time of the end of a classic Nürburgring 24 hours race.

http://www.flickr.com/photos/46378845@N02/sets/72157627051645956/

We finished...

After a long race - and a gearbox change - Zag finished sixth in class and 89th overall.

It's quarter to four...

And Zag is 37th overall and third in class.

More photos from Colin

http://www.flickr.com/photos/46378845@N02/sets/72157626921696147/

It's midnight...

And Zag is 48th overall and fifth in the SP8 class...

More photos from Colin Marsh:

http://www.flickr.com/photos/46378845@N02/sets/72157627045123414/

730PM at the Ring

730PM at the Ring, originally uploaded by Matthew Marsh - racing driver.

This photo sums up the difficulties of a regular F1 pitlane accommodating more than 200 cars in one race. Our Zag is being refuelled on the other side of the Lexus LF-A in the foreground.

More photos from Colin Marsh at:

www.flickr.com/photos/46378845@N02/sets/72157626919220105/

On the grid

On the grid, originally uploaded by Matthew Marsh - racing driver.

It's approaching 3PM and it's raining - as it has been all morning. Zag is lined-up 65th overall and seventh in class - of more than 200 starters.

How to follow the Nürburgring 24 hours this weekend

The 39th ADAC Nürburgring 24 Hour race starts at 4pm CET on Saturday 25 June. You can follow via:

- live commentary at Radio Le Mans (www.radiolemans.com);

- Aston Martin Team's twitter @astonmartin ;

- live streaming and results on the official website: http://adac.24h-rennen.de/Streaming.4101.0.html?&L=1&cHash=f6a7d1bb2f

Dominic Farnbacher is happy

Dominic Farnbacher is happy, originally uploaded by Matthew Marsh - racing driver.

And so he should be: he's currently on pole position for the 24 hours with a lap in 8 minutes 23 seconds - more than six seconds ahead of the next best car.

As the sun begins to set Zag is 57th overall and sixth in the SP8 class.

Qualifying on the Nordschleife

Qualifying on the Nordschleife, originally uploaded by Matthew Marsh - racing driver.

What better way to spend a Thursday night than on the world's greatest (surviving) race track? Zag looks good - and sounds amazing.

Zag heads for the Fahrerlager

Car number 3 leaves Aston Martin's Nürburgring Test Centre and heads for the circuit for technical checks ahead of this weekend's 24-hours race.

24 hours on the Nürburgring

Last month this car won its class at the Villa D'Este concours in May. This weekend Aston Martin's new V12 Zagato will race in the 39th Nürburgring 24 hours race - and I will be at the wheel!

On Schumacher and Hamilton - China Daily column

Brit should take leaf out of Schumi's book
(China Daily 06/15/2011 page22)

Over the past 18 months Michael Schumacher has consistently trailed his teammate Nico Rosberg, been clumsy in close combat - and never looked like adding to his 91 race victories.

In Sunday's Canadian Grand Prix, by contrast, the seven-time world champion displayed the confidence for which he was famous before retirement at the end of 2006. In difficult conditions the German was a serious contender for a podium place and most were disappointed for him that he eventually finished only fourth.

The race was won, sensationally, by McLaren's Jenson Button who snatched the lead from Sebastian Vettel on the last lap.

Schmacher seemed in Montreal no longer desperate to beat drivers significantly his junior and, perhaps as a consequence, came much closer to doing so. Lewis Hamilton should take note. He is the only other driver to have beaten Vettel this season (in Shanghai this April) but on Sunday the Briton was out after two collisions in just three racing laps.

The timing screen message, 'incident involving car No 3 under investigation,' provides clues about the cause of Hamilton's frequent trips to the stewards' room.

Despite being the fastest driver in the world (at least in his mind - and with some justification) Hamilton does not carry on his car the No 1 - reserved for the reigning champion. Since his debut in 2007, the 26-year old has taken from 78 starts 15 race victories and one world title. How can the best driver not be winning all the races? The answer, of course, is in the name of the sport - it's motor racing not human racing. But, simplistically, it's not fair.

Hamilton believes he should be at the front. Of the 183 overtaking manoeuvres this season before Canada fully one-in-10 were made by him. That's over two times his fair share - but too many incidents means he's now more likely to be under scrutiny than someone less conspicuous.

The move which resulted in Mark Webber's Red Bull being knocked into a spin at the first corner was ambitious and Hamilton would likely have been penalized if he wasn't already parked. But a careful analysis of the collision between the two McLarens ("What's he doing?" shouted Button on the team radio) suggests the blame should be shared.

Nonetheless, Hamilton could learn from Schumacher and in particular the way he operated in his first F1 career: work every hour of every day to make sure you understand and control every element of the sport - and avoid anything unnecessary. Hamilton is a simple lad from Hertfordshire (a county just north of London) who now behaves like an American rap artist. Get rid of the facial hair, Lewis - the ear studs, the pop-star girlfriend and the commercial manager - and get back to being the naturally gifted and brilliant racing driver of 2008.

Monaco GP column for China Daily

Famous for its casino, it was perhaps appropriate Monaco's Grand Prix highlighted how luck is sewn and reaped in Formula 1.

Lewis Hamilton would probably have taken pole position had Sergio Perez not crashed heavily, causing the final qualifying session to be stopped. Fast all weekend and topping the time sheets in the first two segments of qualifying, Hamilton looked a likely race winner - as in 2008, his championship year.

The other nine drivers who had made it through to Q3 set a time at the beginning of the session. Hamilton instead chose to wait for a single run at the end, hoping to save for the race a set of fresh tires (the quantity of which are restricted). But after the concussed Perez and his crumpled Sauber had been carted off, there was precious little time. Hamilton skated around to only seventh fastest. Then even this solitary lap time was disallowed because a corner had been cut.

Ninth is not a place from which to win around the narrow streets of Monaco. Having collided with two of his rivals, (both of whom subsequently retired) Hamilton attracted less attention from the points scorers on Sunday than from the stewards - and, after some injudicious post-race comments, the media.

Hamilton had made his own bad luck by putting all his chips on a single run at the end of Q3. Given his pace, this was an unnecessarily aggressive strategy.

Meanwhile, a miscommunication within the team saw Sebastian Vettel's Red Bull shod with the harder of the two tire compounds at his first pit stop on lap 16. However this mistake meant the German had, as is required, already used both types of tires. The best plan therefore was to stay out of the pits and keep track position for as long as possible - while hoping for something to happen.

Immediately behind Vettel with six laps to go were the Ferrari of Fernando Alonso and the McLaren of Jenson Button. Their tires were respectively 17 and 31 laps younger than those on the Red Bull and a fight to the finish was in store - with Vettel the likely loser.

But various midfield cars tripped over each other sending the Russian driver Vitaly Petrov first into the fence and then, while the race was stopped, to the Princess Grace hospital. Like Perez before him Petrov was essentially unharmed and Vettel - now fitted with fresh tires - cantered to the finish line.

Less fortunate were former team owner Eddie Jordan and twice Monaco-winning driver David Coulthard. While Hamilton was helping the authorities with their investigations (and blaming the world for his woes), the duo were pushed into a swimming pool as part of Vettel's victory celebrations.

Spanish GP - China Daily column

Red Bull flaws revealed

Soccer legend Peter Schmeichel watched Sebastian Vettel win his 14th Grand Prix in Spain on Sunday. While victory underscored how resilient the reigning champion has become it also highlighted weaknesses with his Red Bull RB7. Vettel might have to follow Schmeichel's example of scoring goals from a defensive position.

The German has won four of the five Grands Prix so far this season and scored 94.4 percent of the points available to him. Vettel now leads this year's table by 41 points - with the next four (Lewis Hamilton, Mark Webber, Jenson Button and Fernando Alonso) all covered by just 26.

Sunday was the first time this year Vettel did not start on pole position. After losing much of Saturday's morning practice session to a technical problem as Vettel's KERS electrical power boost system did not function during qualifying.

KERS provides about 80 horsepower for up to seven seconds each lap and - depending on the circuit configuration - can be worth about three tenths of a second per lap. The margin to Webber on pole position? Two-tenths.

Most locate their heavy KERS batteries beneath the fuel tank of the car. Apparently Red Bull positions its alongside the gearbox. Whilst this probably works quite well in terms of weight distribution, it exposes it to much more heat and vibration. It seems this is causing reliability problems.

At 440 meters the run into the first corner in Barcelona is the longest on the calendar. So it was fortunate Vettel's KERS worked at the start - especially since he had the added disadvantage of starting on the dirty side of the grid where, because it's off the commonly used line, there is less grip. Webber was in fact mugged at the first corner Vettel and Alonso - the Ferrari driver snatching the lead from fourth on the grid.

An aggressive pit stop strategy and uncompromising driving got Vettel into the lead on lap 24. But for much of the next 42 laps he had the (third-place starting) McLaren of Hamilton filling his mirrors. This continued the trend of the Red Bulls being much less dominant during the races than in qualifying. Indeed, Webber was beaten to the final podium position by McLaren's Button.

For some time exhaust gas has been blown over aerodynamic parts to generate downforce. Red Bull seems to be at the forefront of this technology which now includes programming the engine valves so fuel is burnt (and fast-moving gas produced) without the engine generating torque. Downforce can therefore be maintained even when the driver is slowing for a corner.

If F1's regulators now restrict this area, as it seems they will, Red Bull should suffer most and Vettel might have to start winning races from somewhere other than the front row of the grid.

One-two finish at the Ring

I was privileged to be part of the Aston Martin team at the Nurburgring on Saturday for the second round of the VLN series.

The two V12 Vantage cars finished first and second in class (and 35th and 41st overall from some 170 starters). 'Kermit' (driven by Peter Cate, Richard Meaden and Chris Porrit) led the way with 'Woody' (Wolfgang Schuhbauer, Horst von Sauma and myself) not far behind.

The race was part of Aston Martin's preparations for the Nürburgring 24 hours which takes place on June 25/26.

Back on the North Loop

This weekend I am back with the Aston Martin team racing at the Nürburgring in the second round of the VLN series (a four hour race).

CRITICS MISS THE POINT... (China Daily column on Chinese F1 GP)

Martin Brundle's strained vocal chords are testament to the drama provided by Sunday's UBS Chinese Grand Prix. The former Formula One driver described it as the most exciting dry weather race he has witnessed in 15 years of commentating. Rule changes and technology designed to improve the show are working brilliantly, but there remain those who search for rainclouds in F1's blue skies.

Rather than applauding Shanghai's renewed position on the F1 calendar (now through to 2017) some point to the local promoter's comments about the event's profitability. This displays a rather natve understanding of negotiation and an apparent ignorance of why countries pay huge rights fees to host international sporting events. It's not for the revenue from ticket sales.

Clutching at the same straw, others point at the attendance numbers and claim either there's little interest in China for motor sport or that ticket prices are too high. F1 has always been an elitist sport and the velvet rope remains at the core of its appeal. Nonetheless Sunday's crowd was up more than 10 percent on 2010.

Anyway bare numbers overlook the increasing enthusiasm for motor sport in Shanghai. Witness the group of fans waiting (in the cold) outside the hotel used by the McLaren team - not only for Sunday's victor Lewis Hamilton but also for the team's media man Steve Cooper. His unlikely celebrity underlines the increasing sophistication of the local punters.

Sadly the same is not true of the local reporter who pointed to the bold title sponsorship by a Swiss bank as evidence that F1 has no future in China. In fact the UBS branding of the circuit is a powerful endorsement not only of the importance of the PRC as a market but also of the value of F1's global TV audience.

Brundle says viewing figures for the first two races of 2011 were up significantly on last year. Much of the credit must go to the large variance in performance of Pirelli's new tyres as they wear out. This plus temporarily reduced aerodynamic drag allows cars to make their way through the field when their rubber is fresh. We witnessed six different leaders (and potential winners) on Sunday.

In fact so important now is degradation that a brand new set of tyres in the race is more valuable than the improved starting position which might be gained from using them in qualifying. Mark Webber's 18th place grid slot would in the past have been a disaster. But three unused sets of the softer tyre helped him take the final podium position after a remarkable drive.

Predictably, perhaps, some of those who used to complain there was not enough overtaking in F1 are now moaning about it being difficult to follow a race where positions are frequently swapped.

NEW GEAR MEANS MORE CRASHS - China Daily on Malaysia Grand Prix

Your columnist was the studio guest for ESPN Star TV's broadcast of the Malaysia Grand Prix (as it was called). While Sebastian Vettel strolled to his 12th career victory, the show's producer Sanjeev Palar asked if I wanted to add anything to the commentary. Like Jean Todt — the president of motor sport's governing body, the FIA — Sanjeev understands the advantages of a driver's perspective.

One of Todt's initiatives was to add, to the panel which adjudicates at a Grand Prix, an experienced international driver. Over the course of last year's incident packed season there were no controversial punishments handed out — and the competition was better for it.

This did not always come easily. Naturally those given authority tend to exercise it. The driver had sometimes to convince the other stewards no rule had been broken — or explain mitigating circumstances not obvious to his colleagues. On occasion it was simply that in racing cars do crash into each other — and no one needs further penalty.

The driver steward in Malaysia was former Grand Prix driver and five-time winner of the Le Mans 24-hours, Emanuelle Pirro — so the decision to add 20 seconds to the finishing times of both Fernando Alonso and Lewis Hamilton came as a shock.

Alonso's crime was hitting the back of Hamilton's McLaren which attempting to overtake with 10 laps of the Sepang circuit left to run. The Spaniard will have been frustrated that his moveable rear wing (newly introduced this year to aid overtaking) was not working.

This might have contributed to his error. As it was, Hamilton continued without delay while his adversary visited the Ferrari pit for a new front wing. One would think this was punishment enough for the double world champion (who had been looking like a podium finisher) and, indeed, the 20 seconds added did not affect his sixth place finish.

Meanwhile Hamilton was accused of "having made more than one change of direction to defend a position" on the lap before the incident with Alonso. The Briton was in trouble with another new aid to overtaking: Pirelli tyres designed to wear quickly and lose grip suddenly. Having started second Hamilton will be more disappointed not to have been challenging for a win than by the drop from seventh to eighth that resulted from the penalty. Nonetheless it has sparked some controversy.

While Hamilton's defending was robust there was nothing visible on the television coverage which required intervention from the authorities. The likelihood therefore is that Pirro and his colleagues saw more than was apparent to viewers. The other conclusion is that this year's new "overtaking tools" (KERS, moveable wings, tyre grip which "falls off a cliff") will lead to more incidents and an increasing need for consistent and fair decisions from upstairs.

After a successful career on the track, Matthew Marsh now works at JMI - the world's leading motor sport marketing company. He can be reached at: mmarsh@justmarketing.com