http://www.motorsport-total.com/f1/news/20...n_10071055.html

De la Rosa: "I am very satisfied"
recorded by Dieter Rencken
10th July 2010 - 22:33 clock
Sauber's Pedro de la Rosa about his ninth starting spot in Silverstone, the secret behind this performance and his wishes for 2011

(Motorsport Total.com) - Even in Valencia showed the two Sauber drivers indicated that they would particularly at Silverstone a good performance can provide. Barely two weeks later put Pedro de la Rosa and Kamui Kobayashi to this announcement into reality: While Kobayashi is the twelfth grid secured, de la Rosa even reached the Top 10 and are classified here even before Michael Schumacher. In his media round of the Spanish he speaks about the positive training results.

Q: Pedro, are you satisfied with this result? If the rank ninth bit of a surprise for you? "
Pedro de la Rosa: "I am very satisfied. We had to Valencia expected that it might run something better for us. That it would go but so far forward, we had not expected. Especially not after the first training day. Since then we have made many changes to the car. Since the third free practice everything is going better. "

"The car was fast corners have always been pretty good. This is obviously a help. But we were already in Valencia a bit more competitive than usual, because there we had the new diffuser at the start. Here we have a new front wing here. Even small animals makes crap. Some teams have some problems with her abgasangeströmten diffuser. From this we can capitalize. "

Q: In Istanbul, you seemed to problems with the soft tires to have. Is this issue settled now or have you continue to fight it? "
De la Rosa: "In Istanbul, I was on the harder compound from the start with the music here, but once I let the soft wind variant, pioneered anything. I could not drive faster. It is not only the tires, you must also work on the car. "

"When in doubt, you must be the hard tire seem utterly indifferent. Then you should be very concerned foremost with the soft tires. That is what we have since been taken care of. So we have changed as the weight distribution to us specifically to give this site. It is ultimately all about speed in qualifying, because in the race, you must look just at your tires. "

Question: "You would tire of this topic, therefore not take this as your personal problem?"
De la Rosa: "I think while it was more about balance. It is true, however: By Silverstone, I had no really great skills, otherwise I would not walk sometimes from rank 16 out of the race. I'm very pleased because I drive very well. "

Q: What is at Silverstone is the key to success? "
De la Rosa: "You can not make mistakes. This sounds very simple, but it's not true. I want to start well and keep out of me all the skirmishes, so I can take care of me then for my tires."

"I walk on the soft blend into the race and would come in the box as soon as graining occurs. That is, changing tires and off for it. That should work. Otherwise, we're all in the same boat."
The Sauber team is heading to points

Q: You and your team-mate in qualifying were very good move. Can you both the points on Sunday to target? "
De la Rosa: "Our speed is pretty neat, so we should absolutely can approach special points."

"It's not that we have benefited from some erratic weather conditions. We were faster are on the road than some guys who are on the one usually better, and the other in a very competitive team at the start. Actually, it's incredible: We fight on equal terms with these people. "

Question: "Your car is designed to handle courses with fast corners. What do you expect in this context of the race in Hockenheim and Budapest?"
De la Rosa: "Furthermore I have not had any idea (laughs, note, note). But theoretically Budapest would be pretty difficult for us. What happened in Hockenheim, we shall see. There could, however, somewhat better run for us. "

Q: And what do you say in this connection to Spa-Francorchamps and Monza? "
De la Rosa: "Spa was very good for us, but Monza is probably quite difficult. Here we are dealing with low downforce and aggressive curbs. This is not easy for us, as we have seen in Canada."

"In Monza we will place a similar speed to the day. We need to tackle the whole thing step by step. I do not know what developments are yet to come. For Hockenheim we will again get some parts - including for the diffuser. Let's wait from simple. "

De la Rosa: Age is not a problem

Q: Michael Schumacher in 2010 and you are returned to the Formula 1. How would you describe the age issue and what role age plays in racing? "
De la Rosa: "Everyone is different. Crocheted, I can only speak for myself. I am good in training, because this is a hobby of mine - regardless of my profession."

"But I was never completely out of the business, because over the years I was always involved in the test. That was not much enough, though, is to get the feeling. For this reason, it was not that difficult for me to lie a comeback. To return fully to reach the very top of your performance, you need consistency in the first place. This can only set after a year. "

"Right now I am already at a good level, but because I think there is still a lot - if I could muster the necessary consistency. This race series you kick against the best in the world, there has to be right everything. In first year you have to reel off one race after another, in the second year you know your way then a lot better. "

"For years I was on the typical test tracks on the road and you know at some point as your pocket. Then you will come but once in courses such as Monaco, where I started not seen since 2002. There I began virtually from scratch. So I would say that, in my case, the consistency is the key to success. "

Q: How would you react if you we same Mark Webber would happen? Man he has the front wings removed and the part then hingeschraubt on the car of Sebastian Vettel. So my question: How important is it, the team behind him ? know "
De la Rosa: "If only a few parts are available, then that is a perfectly normal procedure."

"The team is the corresponding part in this case simply the driver, who is better positioned in the World Cup. In my case it would be exactly the same: Kamui has more points than me, so he should get the new parts first. This is the normal way how to handle something like that. This is very simple and I see the same way. "

Q: Would not you bring the up the wall? "
De la Rosa: "No. I is important that the people I trust. You should not place yourself in question and have confidence in your driving performance. If the team is behind you, it does not matter if your teammate in a race the Upgrade and you have not. That's just part. "
If the weight usually well thought out?

Q: Your experience is very extensive and you are also in the drivers' union (GPDA involved). If one were to ask you now, what rule you would change for 2011, which would fall on your choice and why? "
De la Rosa: "This is perhaps not very important, but next year the car's weight is increased to 640 kilograms. But that is not enough if you think that KERS is already enshrined in the rules."

"For there are already some teams that are on the road with too much weight, although there is no KERS. The best system in the coming year are around 25-30 kg. This one would already be above the weight limit. I know from colleagues which are already on a diet. How will this effect the team? And the second question is, skin it out with the funding think? I for one, we should not penalize heavier riders. "

"A major driver in 2011 may not have the opportunity to work through ballast weights on the balance of his car. 20 pounds are so overconfident when alone the KERS already 25 pounds on the scale brings. We need more room. We want to save costs. Does it make sense as to make the cars more easily? I think not. Quite the contrary, we should increase the weight of something. "

Estoy esperando las declaraciones de Peter Sauber, para tirarme a su cuello ...................

British GP - Race

By finishing sixth in the British Grand Prix at Silverstone Kamui Kobayashi scored eight championship points and this is the best result for the team so far. His team mate, Pedro de la Rosa, had to give up at half distance because of damage to the rear of the car caused by an accident.

Weather: dry, partly overcast, 21-22°C air, 32-40°C track

Kamui Kobayashi: 6th
C29.02 / Ferrari 056
Im really happy, but actually I dont have much to tell. I had a very good start from 12th, the team did a great pit stop and the race pace today was as good as I thought it would be. I was pretty confident before the race because I can really feel how the car is getting better and better now. I had no chance to overtake anybody this time, but I still enjoyed the race. I didnt find it especially hard, I didnt even sweat.

Pedro de la Rosa: DNF (accident on lap 26)
C29.04 / Ferrari 056
Naturally Im very disappointed. The car was quite good. I had some understeer, but nothing major. Right after the start I was racing alongside Rubens Barrichello and he pushed me wide in turn one. That was where I lost two places and dropped back to 11th. But I was still racing for points when Adrian Sutil hit me from behind at half distance of the race because not everybody in front of me had stopped by then. Unfortunately the damage proved to be too bad to continue.

Peter Sauber, Team Principal:
This was another strong and successful race for Kamui. But the difference to the recent Grand Prix in Valencia is this time he had to withstand a lot of pressure over the entire race distance. There was never a real gap ahead or behind him. He managed this tight situation very well and I think he could have gone even faster. My compliments not only to him and his driving, but also to the team which is improving the car step by step. Pedro had a very unlucky race. Right after the start he was pushed off by somebody, but he still had a good chance for points before the incident with Adrian Sutil on lap 26.

James Key, Technical Director:
I am very pleased we brought home points for the second race in a row. We consolidated our performance shown in qualifying. Kamui had an excellent first lap and then he drove a very controlled race - again with no mistakes. The team also got everything right and the pit stop strategy was fine. It is a great shame for Pedro, because he really deserved a good race result. But after the collision the rear wing endplate and diffuser were damaged, and once we have had a first look at it we decided to retire Pedro from the race because we were uncertain about further structural damage.


Bueno, por lo menos lo nombra

Estos nos han leido y sabian que estariamos con el cuchillo entre los dientes.......vamos, me lo he quitado para poder escribir

Para aquellos que esteis interesados.....

40 years of Sauber Motorsport a tale of the unexpected - the story

The German Grand Prix at Hockenheim on 25th July will see Sauber Motorsport celebrate 40 years of racing. The C29 cars of Pedro de la Rosa and Kamui Kobayashi will bear an appropriate inscription, and a photo gallery is now online in the media section of www.sauber-motorsport.com.

Peter Sauber had not shown any particular interest in cars, and none at all in driving them around a track. Indeed, even today he views cars as no more than a means of getting from A to B. And yet Sauber Motorsport is set to celebrate 40 years in the motor racing business. A story which began largely by chance was backed up by impressive perseverance and later driven by the virtues of hard work and considerable skill.

Sauber appeared to have his future mapped out for him. His father owned an electrical engineering company employing around 200 people which had premises in Zurich and on Wildbachstrasse in Hinwil. The young Peter qualified as an electrician with the aim of completing further training before following in his fathers footsteps. However, things were to turn out rather differently.

Back in 1967, Sauber used to travel to work in a VW Beetle. That was until a friend talked him into having some tuning work done on the car. Later that year Sauber entered the Beetle in a handful of club races for a bit of fun. Far more importantly, however, the experience sparked his interest in tinkering with cars. Indeed, his modification work on the Beetle reached the point where the car could no longer be registered for road use. This brought Sauber to the next stage in his motor sport career: in 1970 he set himself up as an independent maker of open two-seater racing sports cars. He designed the Sauber C1 in the cellar of his parents house in Zurich and used the first letter of his wife Christianes name as the model designation for the car.

The same year he founded PP Sauber AG and moved into a specially built workshop on his fathers companys site in Wildbachstrasse. In 1970 he won the Swiss sports car championship with the C1, but soon decided to reduce his appearances at the wheel to occasional competitive outings. In 1974 he pulled on his helmet for the final time, before retiring from the cockpit to focus all his attention on building cars rather than driving them. The C was retained as a Sauber trademark.

Sauber had not chosen an easy path to go down; making a living from building racing sports cars in Switzerland seemed like mission impossible. But for Sauber that was no reason to wave the white flag, and he battled on doggedly. Working days often extended deep into the night and money was tight.

It was with the C5, which Herbert Müller drove to victory in the then prestigious Interserie championship in 1976, that Sauber came to international prominence. This was followed by his first attempts at Le Mans, by which time Sauber Motorsport had four employees on the payroll. In 1981 Hans-Joachim Stuck and Nelson Piquet drove a Sauber-built Group 5 BMW M1 to victory in the 1,000-kilometre race at the Nürburgring.

The following year was a defining one for Peter Sauber. He was commissioned by Swiss composite materials specialists Seger & Hoffmann to build a car for the Group C World Sports Car Championship. The result was the Sauber C6. It was during this period that initial contact was made with Mercedes engineers who were interested in motor sport. The relationship was very much on a private basis, of course, since international motor racing was still a taboo subject at the Stuttgart-based manufacturer following the tragic accident at Le Mans in 1955.

Sauber powered his racing sports cars with Mercedes engines from 1985, bringing the team closer still to Stuttgart. And just a year later Henri Pescarolo and Mike Thackwell drove a Sauber C8 to victory in the 1,000-kilometre race at the Nürburgring. More triumphs followed, eventually persuading Mercedes to return to international motor sport. From 1988 Sauber acted as Mercedes official works team. The partnership reached its zenith in 1989, a one-two in the legendary Le Mans 24-hour race backed up by the Drivers and Manufacturers titles in the World Sports Car Championship. A year later the team repeated its success in the World Sports Car Championship. Sauber Motorsport had now expanded to some 50 employees.

This period also saw the establishment of the junior team, an idea of Saubers then business partner Jochen Neerpasch. Michael Schumacher, Heinz-Harald Frentzen and Karl Wendlinger were selected for the team. Peter Sauber helped all three to take the step up into Formula One.

With the lustre of the World Sports Car Championship beginning to fade, Mercedes set its sights on Formula One and, in summer 1991, F1 was declared a joint project. Preparations hit full swing and Sauber built a new factory at its premises in Hinwil.

However, bad news was on its way that November. The challenging economic climate at the time caused the Mercedes Board of Management to decide not to enter Formula One with a works team. Sauber was left with two options: pocket the financial settlement and turn its back on racing or use it as start-up capital for its own grand prix operation. In January 1992 Sauber decided to take the plunge, and in autumn that year the C12 completed its first testing session, an Ilmor engine providing the power. By that time the company was employing just under 70 people.

On 14th March 1993, two Sauber C12 racers piloted by Karl Wendlinger and JJ Lehto lined up, as planned, on the grid at Kyalami for the South African Grand Prix. The two World Championship points earned by Finnish driver Lehto for fifth place in the race ensured the teams debut was a widely acclaimed success. Contracts signed with Red Bull and Petronas in 1995 gave the Swiss team a solid foundation and allowed it to establish itself as a fixture in Formula One. In 1995 and 1996 Sauber served as the Ford works team, and from 1997 the cars were powered by Ferrari engines and carried the name of title sponsor Petronas.

However, the crucial breakthrough remained elusive. That was until 2001, when three milestones in the teams history arrived in quick succession: the partnership with major Swiss bank Credit Suisse, a fourth-place finish in the F1 Constructors World Championship in mid-October and, just a few days later, the groundbreaking ceremony for the teams own wind tunnel.

Peter Sauber chose this time to introduce fresh blood into Formula One, bringing Kimi Räikkönen and Felipe Massa into the team. Sauber later recommended Robert Kubica to the powers-that-be at BMW.

In 2005, and now in his early sixties, Peter Sauber decided to explore ways of passing on his lifes work into good hands. An offer from BMW appeared to tick the right boxes. The Munich-based manufacturer, who had been working in F1 with Williams since 2000, was keen to line up with its own works team. On 22nd June 2005 BMW announced that it had acquired a majority stake in the Swiss team.

2008 the third year of the BMW Sauber F1 Team was the next high point in Saubers history. The development of the team in Hinwil was now complete and the workforce had grown to over 400. The team set itself the goal for the year of recording their maiden victory. That first win duly arrived in the form of a one-two, Kubica leading Nick Heidfeld across the line in Canada. The BMW Sauber F1 Team notched up a total of 11 podium finishes in 2008. Kubica clinched the teams first pole position in Bahrain and Heidfeld added its first two fastest race laps to the honours board. The team finished the season in third place in the World Championship with 135 points.

A difficult start to 2009 was followed on 29th July by a piece of news that sent shockwaves through the team: at a press conference in Munich BMW announced that it was withdrawing from Formula One at the end of the season. The company bowed out of F1 with 36 points and sixth place in the World Championship in its final season.

The next press conference took place on 27th November 2009, this time in Hinwil. Peter Sauber had reached agreement with BMW and bought the team back from the carmaker. However, the joy was tinged with sadness. Prior to the agreement BMW had decided to reduce the size of the team, and the number of employees was cut from 388 to 260. It was with this slimmed-down workforce that the Hinwil-based team prepared for the 2010 season, powered by engines supplied by Ferrari and with drivers Kamui Kobayashi and Pedro de la Rosa at the wheel.

Facts and figures:

1967: Peter Sauber competes in club races with a lightly tuned VW Beetle.

1970: Sauber sets up PP Sauber AG to build racing sports cars. The same year he becomes Swiss sports car champion with a Sauber C1.

1976: Herbert Müller wins the prestigious Interserie championship in a C5. This is followed by the first few outings at Le Mans.

1981: Enters the World Sports Car Championship with the C6.

1986: A C8 wins the 1,000 km race at the Nürburgring.

1988: Sauber becomes the Mercedes works team.

1989: A one-two in the Le Mans 24-hour race with the C9 is followed by victory in the World Sports Car Championship (Drivers and Manufacturers titles).

1990: Wins the World Sports Car Championship again (Drivers and Manufacturers titles).

1993: First race in Formula One the South African Grand Prix at Kyalami. JJ Lehto finishes fifth in a C12.

Between 1993 and the German GP on 25th July 2010, 21 drivers collected a total of 518 F1 World Championship points for the team from 587 starts.

The only race win so far in the teams history has been the one-two recorded by Robert Kubica and Nick Heidfeld on 8th June 2008 in Montreal.

The teams best World Championship placing so far has been second in 2007.




40 years of Sauber Motorsport - Theyre all such scaredy-cats, change the colour!

This year Sauber Motorsport is celebrating 40 years in motor racing. Swiss businessman and team owner Peter Sauber reflects on some eventful times.

The German Grand Prix at Hockenheim on 25th July will see Sauber Motorsport celebrate 40 years of racing. The C29 cars of Pedro de la Rosa and Kamui Kobayashi will carry an appropriate inscription, and a photo gallery is now online in the media section of www.sauber-motorsport.com.

Interview with Peter Sauber

Why did you decide, four decades ago, to go into business building racing sports cars? Switzerland isnt exactly the most popular place to set up this kind of company.

Peter Sauber: My occasional amateur races in a VW Beetle and the work I used to do on the car brought me into contact with the motor sport community in Switzerland. Within these circles I met a likeminded enthusiast, and together we developed the project for building two-seater racing sports cars. If wed looked into the economic wisdom of building and selling racing sports cars in Switzerland, theres no way it would have made sense. But luckily the sensible approach doesnt always win the day!

Was it possible to earn enough money in this business?

PS: No, it wasnt. Between 1970 and 1978 we built a total of 13 examples of the C1 to C5 models. But that just didnt prove to be economically viable. Building and selling the cars was nowhere near enough. However, we were able to make money by running the cars for wealthy clients.

Were there moments when you were tempted to throw in the towel?

PS: Oh yes, there were a lot of those! The first ten years were especially difficult, as we werent just lacking the financial resources but also the people we needed. We were pushing our limits physically as well. There were many occasions when we worked late into the night. The Le Mans 24-hour race was particularly gruelling; with all the preparations for the race, you barely slept for a week. If you then had to watch the cars drop out mid-way through the race, it would finish you off both physically and mentally. More than once I called my wife from Le Mans and said to her: Thats it, Ive had enough now.

That idea never lasted for long, though

PS: No, we always kept going. I was aware from the outset that it was extremely difficult for a whole variety of reasons to make a living from building racing cars in Switzerland. What always drove me on, though, was the determination not to concede defeat in the face of an almost insurmountable challenge.

How did you work in those days? Who designed the cars and who built them?

PS: We started out as a two-man operation. With the C1, which we built in the cellar of my parents house, we started out with a pretty good idea. The basis for this racing car was a Brabham Formula 3 machine, including the engine and gearbox, for which we designed a new two-seater chassis and bodywork. The C1 was much better than the cars it was racing against. That was how I managed to win the Swiss sports car championship in 1970. I certainly wasnt a particularly talented driver.

How did things go from there?

PS: The C2 was created according to the same principle, but for the C3 we designed every part ourselves. Like its two predecessors, it was based on a tubular frame. By then there were four of us working together, one of whom was a friend from school who was studying engineering at the time. He was responsible for the design and I did the soldering and welding. With the C4 and C5 we used an aluminium monocoque which we also made ourselves for the first time. From the C3 onwards Paucoplast were responsible for building the body, and the company is still doing work for us today. It was a very intense time.

And then the partnership with Mercedes-Benz gradually took shape.

PS: Yes, it began in 1984 and was a very delicate matter to start with. Motor sport was still a taboo subject at Mercedes back then, with the serious accident at Le Mans in 1955 still weighing heavily. So a dedicated group of Mercedes engineers helped us out in their free time until we became the official works team of Mercedes-Benz in 1988.

Professor Werner Niefer played a particularly prominent role here.

PS: Professor Niefer was Chairman of the Board at the time and a real old-school businessman of the sort you struggle to find in large companies nowadays. Back then I worked with Mercedes without a contract; I shook hands with Professor Niefer, and that was worth more than any piece of paper with signatures scrawled on it.

What was the story with the Silver Arrows?

PS: In March 1989 the Sauber-Mercedes C9 cars, with their dark blue paintwork, were all ready for their first race at Suzuka. Professor Niefer wanted the cars painted silver, but there was a lot of resistance among his colleagues on the Board, for whom our prospects of success were too uncertain. Professor Niefer asked me to paint a model car silver and bring it to the Geneva Motor Show, where the key meeting was due to take place. Things were not moving very fast, but then he suddenly put his arm around my shoulder, took me aside and said: Theyre all such scaredy-cats. Change the colour! The cars were duly repainted, but it was all very cloak-and-dagger. This was the rebirth of the Silver Arrows. We celebrated a one-two at Suzuka, won the Manufacturers and Drivers titles in the World Sports Car Championship and crossed the line first and second at Le Mans as well. So we repaid his faith in us.

What would you say has been the best period youve had over the 40 years?

PS: Off the top of my head Im tempted to say the successful time with Mercedes. But when I think back now, the 18 years in Formula One are right up there, of course. I dont really want to single out any particular period of time; the whole 40 years have been amazing, and the difficult moments are all part of that.

You brought Mercedes-Benz back into motor sport and provided BMW with the platform to line up as a works team in Formula One. Are you proud of what youve achieved?

PS: Yes, definitely. Im also proud that I achieved this from Switzerland. After all, these are two big German companies with long histories. In 2005 the German automobile association, the ADAC, presented me with an award in recognition of my achievements, so it isnt as if it went totally unnoticed.

What have been the sporting highlights of your career?

PS: In the old days I would certainly say winning the Manufacturers and Drivers titles in the World Sports Car Championship in 1989 and the one-two in the Le Mans 24 Hours. More recently, the highlight would have to be Robert Kubica and Nick Heidfelds one-two in the 2008 Canadian Grand Prix in Montreal.

And the low points?

PS: Without doubt the serious accident suffered by Karl Wendlinger in Monaco in 1994, which left him in a coma for 19 days, and Robert Kubicas horrific crash in Montreal in 2007. In the end, both accidents had a happy ending. Robert is still competing in Formula One, of course, and Karl continues to race GT sports cars. Im very thankful that they are able to do so.

How do you hope the future will work out?

PS: Id like to lead the team back into a secure position and establish it at a good level from a racing point of view. If I can manage that, it will be a case of mission accomplished for me.



Peter Sauber

Date / place of birth: 13th October 1943 / Zurich
Nationality: Swiss
Residence: Wilen (CH)
Marital status: Married to Christiane, two sons, Philipp (1971) and Alex (1973)
Hobbies: Riding his motorbike, skiing, horse-riding, playing golf

Career:
1970
Becomes Swiss champion in a sports car
he built himself (Sauber C1)

1976
Title win in the Interserie championship,
Herbert Müller (Sauber C5)

1982
Enters the World Sports Car Championship

1986
Victory in the Nürburgring 1,000 km race
(Sauber-Mercedes C8)

1989
Manufacturers and Drivers titles in the World Sports Car Championship (Sauber-Mercedes C9);
one-two in the Le Mans 24 Hours

1990
Manufacturers and Drivers titles in the World Sports Car Championship (Sauber Mercedes C11);
sets up junior team, which includes Michael Schumacher,
Karl Wendlinger, Heinz-Harald Frentzen

1993
First Formula One race the South African GP,
5th place for JJ Lehto (Sauber C12)

2001
4th place in the Constructors World Championship with
Kimi Räikkönen and Nick Heidfeld (Sauber C20)

January 2006
BMW takes a majority stake in the team,
which is renamed the BMW Sauber F1 Team;
Sauber stays on in an advisory role;
Sauber named Swiss of the Year for 2005

2007
101 World Championship points,
2nd place in the Constructors World Championship

2008
135 World Championship points, 11 podium finishes,
one-two in the Canadian GP (1st Robert Kubica, 2nd Nick Heidfeld),
3rd place in the Constructors World Championship

November 2009
Sauber buys back the team from BMW

Off topic

Para los que esteis mañana en madrid

MAÃ?ANA PEDRO DE LA ROSA Y DIAGEO JUNTOS EN LA OPERACIÃ?N SALIDA DE VACACIONES 2010

Con el apoyo de la Dirección General de Tráfico y Pere Navarro

- El piloto de Fórmula 1 es el embajador de consumo responsable de DIAGEO y lleva desde 2005 difundiendo el mensaje de 0 alcohol al volante.

- Familias, grupos de amigos, parejas que se van de vacacionestodos recibirán consejos de Pedro en persona sobre la importancia de mantener el control en la carretera y no mezclar alcohol y conducción durante este verano.

- Además, Pedro presentará la innovadora inciativa online de Diageo sobre consumo responsable de alcohol que llegará a miles de jóvenes: BBBien!.

FECHA Viernes 16 de julio, OPERACIÃ?N SALIDA SEGUNDA QUINCENA DE JULIO

INTERVIENEN
> Pedro de la Rosa
Piloto de Fórmula 1 de la escudería BMW Sauber

> José Antonio Bonache
Director de Asuntos Corporativos de Diageo Iberia y Sur de Europa

Localización A4 AUTOV�A DE ANDALUCIA Restaurante La Allandesa, Km. 15 junto a gasolinera CEPSA. Entrada por salida 13 de la misma (Getafe) a través de la vía de servicio, accediendo a través de la gasolinera CEPSA. http://allandesa.com/.

Nota: en la salida 13, continuar por vía de servicio, ¡¡no coger desvío a la derecha hacia Getafe!!
http://www.pedrodelarosa.com/castellano/noticias.php?id=1621

hora???

A qué hora??

estoy a la espera de que me confirmen la hora.
saludos

AGENDA
11:00h > Recepción de medios
11:30h > Rueda de prensa
12:00h > Photocall
12:05h > Consejos Pedro a diferentes públicos
12:30h > Entrevistas a grupos reducidos


salu2 y disfrutarlo...

Gracias Yossi, muy interesante.

duplicado

Cosas como estas son las que hacen que le tenga fé a Peter Sauber, luego podrá darle el asiento para 2011 o no, pero me parece que es tío con los pies en el suelo y las cosas claras. Como he dicho alguna vez, creo que en ocasiones se le saca mucha punta a sus declaraciones y se quiere leer mas allá de lo que hay.

Yo no puedo llegar antes de las 3...pero de todas formas me pasaré a ver si queda algo...

German GP - Preview

After two encouraging Grands Prix with a booty of 14 World Championship points for Kamui Kobayashi, the team is looking forward to the German Grand Prix on the 25th of July in Hockenheim. Pedro de la Rosa, who had his best qualifying result so far this year in England with ninth, hopes for more luck in the race. The two C29s will have modified diffusers and proudly display on their monocoques the message that it is the 40th anniversary of Sauber Motorsport.

11th of 19 Championship Rounds, 23rd 25th July 2010, Hockenheim


Pedro de la Rosa:
Actually I know the old Hockenheimring better than the new one, but the shorter lay-out definitely makes for very good racing. This is especially down to the great overtaking opportunity before the hairpin. I hope we can carry on with the performance we had in Silverstone, although Hockenheim doesnt offer so many high speed corners. The team has improved the car quite a lot since Valencia, and in Silverstone we were able to get the most out of the cars potential. It was very good on Saturday and, of course, I was deeply disappointed when I could not finish the race and score. But I have to look forward, and I think I can fight for points. The Hockenheim track tends to be hard on the rear tyres and we will have to work around that.

Kamui Kobayashi:
I know the Hockenheim circuit pretty well as I have raced there in Formula Renault, Formula 3 and GP2. I actually quite like the track. It has some narrow sections, but also a long straight and this combination makes it a very technical circuit. It is not easy to find the right set-up for the car there, and this is an interesting challenge. After two good races recently I hope we can keep our momentum and develop the car further. If the new update we will be getting for the German Grand Prix also works, as the last two did for Valencia and Silverstone, Im confident of scoring points again.

Technical Director James Key:
After two good races we obviously want to carry on the momentum as best we can at Hockenheim. Its quite a different track to the last two. Its more a mix of slow speed corners in the final section, where you can gain lap time if you get it right, and to a certain extent quite a bit of straight line running. Its gonna be a tradeoff between downforce and drag. Braking stability will be important to get the best out of the slow speed corners. There are some high speed areas, which we think will suit our car well.

Most interestingly its a circuit where you have one or two good overtaking opportunities. Tyre compounds are extreme, they are either very soft or very hard, so it will be interesting to see how that works out for qualifying and the race. This will increase the workload on Friday and Saturday to make sure we have a good understanding of both compounds. We will have several aero updates on our C29, including a modified diffuser. Its a package which is again a step in the same direction weve been pursuing for Valencia and Silverstone.

Repetido. Sorry.

Nota de prensa:
http://www.pedrodelarosa.com/castellano/noticias.php?id=1622

Pedro Martínez de la Rosa ha realizado estas declaraciones en Getafe, como embajador del consumo responsable de la empresa Diageo, con motivo de un acto en el que ha ofrecido consejos a los conductores para la operación salida de verano.

En lo personal, De la Rosa ha reconocido que "aspirar a un podio es demasiado". "Mi lucha es por el top ten. Hay que ser realista. Tenemos nuestras limitaciones. Hay cuatro escuderías, que son ocho coches, Red Bull, McLaren, Mercedes y Ferrari, que son fortísimos y están a otro nivel".

"Quedan nueve carreras, casi medio Mundial por delante. Tenemos cero puntos, sólo hemos acabado tres carreras de diez, que es muy poco, pero al final la suerte se ha de equilibrar y acabaremos puntuando", ha afirmado el piloto español.

"Hemos demostrado que podemos ser rápidos en según qué circuitos cuando el coche se adapta, pero tenemos que rematar la faena, tenemos que conseguir meter el gol y para mí en estos momentos marcar un gol es intentar acabar la carrera y entrar entre los diez primeros", ha añadido.

"Tenemos el potencial, los ingredientes están ahí, yo estoy conduciendo bien, Sauber es un equipo medio, pero está evolucionando el coche con un presupuesto muy limitado y vamos a dar mucha guerra de aquí al final", ha sentenciado De la Rosa.

De hecho, el objetivo de entrar en el top ten ha estado ya muy cerca en las últimas carreras: "En Inglaterra estuvimos ahí. Nos clasificamos entre los diez primeros. También en Valencia, pero luego me sacaron el punto. Hemos enseñado los dientes y hemos dado muestras de que podemos estar ahí. No nos deben entrar las prisas. Las dos próximas carreras, Alemania y Hungría, son muy importantes para mí y para el equipo. Y vamos bien preparados".