El misterio del patrocinador desaparecido.

Lo que yo vi recordaba un poco a la tipografía de Kärcher... pero en rojo.
Creo que no encajaría bien en ese espacio tan pequeño del mono.

Q. The Sauber looked to be around half a second faster in Spain than it was at Shanghai. Was it a question of changing the car significantly or was it more about unlocking its potential?


James Key: It's a bit of both. We already had an aerodynamic upgrade on its way for Spain that was looking good, and we also made a very natural evolution of the F-duct. There was no change to the operation of the system, but new and improved parts. That's the natural evolution that we took to Spain.

We have also changed direction a little on what we are doing with the car to unlock its potential. We sat down after the Chinese Grand Prix, looked at the weaknesses, some of which were easy to see and some that were slightly more subtle. We looked at things like low-speed corner performance, which was one of the bigger issues we had at Shanghai. We also got the drivers into the factory between Spain and China to go through everything step by step and we found some good directions through that.

We tested the parts and the set-ups in Spain and that has given us a new direction. So it's a combination of a natural upgrade and unlocking the cars potential. It's a double effect to a certain extent, but the aero upgrades are the biggest step. The rest is all down to using the car better.

Q. Would you say that the car's level is now right on the edge of Q3?

JK: I think so. The step we saw in Spain was genuine, but there is also a certain degree of circuit dependency. We'll have to see how we do in Monaco because it's a very different track, but Istanbul is a more typical circuit and we expect a similar level of performance to Spain. There has been a genuine step forward, but we've got to keep doing it because no one else is sleeping. But the directions that we thought were right proved to be right, so we have something to follow-up with confidence.

Q. You joined the team last month, so can you put any of the improvement down to ideas that you have brought to the team?

JK: I saw a few things that we could change and some of the things that we did in Spain involved experimenting. This is a team effort and it's certainly not down to one person, but certainly some of the stuff we tried in Spain came off the back of some conversations I've had and some of the areas I've been looking into. But on the aero side, a lot of it was already a work in progress and that was the biggest step.

Q. Although you weren't at Sauber at the time, is there an argument that the instability of the second half of the year following BMW's withdrawal had an effect that the team was still recovering from in the first four races of 2010?


JK: There's always an element of that. The team didn't change, it kept working and it had a budget, but having been through that situation in the past myself, I know it can be distracting to have that uncertainty. Returning to a more stable situation always helps the flow. What was lacking when I arrived was a clear direction. When you are lacking pace, particularly when you are not expecting to be, is that you scratch your head and question everything.

What I've been able to do is decide on the areas to concentrate on so I've definitely helped with that direction. We're beginning to get the flow back now. When you have that, you can see the next step and things fall back into a more normal pattern. But there is still more for the team to do because the team is still slightly in recovery mode.

Q. How well-advanced is the technical restructuring?

JK: It's underway. What has been done so far is, to some extent, tidying up. When I arrived, I put it to the team that is was a way to further adapt to its size. It's about streamlining in certain areas to get a more concentrated effort. That has been done with a simple restructuring of the design office with a plan for the future.

The aero side is under constant review and we've got a plan for that now. There are also some departments that need to join together because they were larger before. So it's a restructure for all of the positive reasons. It's all about adapting the team to its side. Over the next month or so, it should be finalised.

Q. A Sauber has only finished twice this year in 10 starts. Are you happy that reliability is improving?


JK: One of the changes that we have made is to shore up the reliability process. On the engine side, we talk to Ferrari and they have made a lot of effort to identify their problems. In Sauber, there was a communication system that had perhaps worked well in the past but that wasn't so well joined together. We've internally recruited someone to look after the list of problems and to manage it to make sure that everyone is aware of the issues.

Q. In Spain, you were ahead of Force India but a bit behind Renault. Is being fifth fastest a realistic target?

JK: The competition for that position is very tough, but it is possible to achieve it. We have predictions of where we need to be mid-season and we're trying to stick to that plan. It's realistic, and the step we made in Spain pushed us to close to the top of that midfield group.

Ah y repito, si alguien va a asistir a un GP y es tan amable de facilitarme une gorra de Pedro, o alguien sabe nada, soy todo oidos.

En teoría el merchandasing de Pedro estará en su web en breve y en Sauber lo están preparando. Así que tranqui que pronto tendrás tu gorra.
Saludos!

Lo del Sauber C29 no tiene nombre. Menuda .... de coche, es muy triste que sea el coche menos fiable de TODA la parrilla, en este punto todos están un paso por delante nuestro. Otra carrera más con la decepción de no acabar. Pedro que es la persona que se merce mejores resultados, por su optimismo, pilotaje, coraje, insistencia, etc, no puede hacer nada porque su coche es una autentica castaña.

Con estos resultados nunca van a llegar patrocinadores, y creo que en Sauber tienen que encontrar una solución ya, a este coche que no se aguanta por ninguna parte.

Pase lo que pase siempre estaremos con Pedro, pero creo que se merece muchísimo más de lo que tiene.

VAMOS PEDROOO!!!

Viendo la carrera de hoy y que solo llevan 2 llegadas a meta de 12... creo que el proximo patrocinador de Sauber tendria que ser este:

No se que es lo que sucede en el equipo. Lo que esta claro es que tienen un problema y de los grandes. Cuando no es un motor, es un problema hidraulico, la caja de cambios o un lance de carrera.

Anteriormente fue el motor, hoy supuestamente de nuevo la caja de cambios, ¿mañana?. Esto no es problema de falta de $$$$, estoy totalmente de acuerdo con Yossi, BMW les ha metido un pufo de cuidado.

En fin, como peor no se puede estar, solo se puede estar igual o mejorar, seguiremos esperando la carrera soñada e intentaremos hacer borron y cuenta nueva.

ANIMO SEÃ?ORES Y ANIMO PEDRO

De la Rosa urges Sauber to improve

By Pablo Elizalde Sunday, May 16th 2010, 13:18 GMT

Pedro de la Rosa, Sauber, Monaco GPPedro de la Rosa has urged his Sauber team to improve its reliability after his retirement from the Monaco Grand Prix.

The Spanish driver has failed to finish in five of the six races so far because of mechanical failures, with team-mate Kamui Kobayashi also going out of today's race.

The Japanese has also finished just once this year.

"When you look at the standings, it's zero points. We have to improve," de la Rosa told Spanish television. "Reliability is our Achilles heel at the moment.

"That's why before of every race I say we have to finish, we have to finish, because it doesn't matter how fast or slow you are if you don't finish."

De la Rosa, who retired with a hydraulic failure, said he is staying positive despite the problems, as he reckons there are good races coming up.

"We had a problem with the hydraulic system. I was going well but then I began having problems to change gears, then I lost the power steering and then I couldn't change gears anymore and I had to retire.

"What can I say? I wanted to finish here. We were doing a good job, the car was going well. Now we have to look to Turkey and keep a smile on your face before there are some very good races coming."

http://www.autosport.com/news/report.php/id/83662

Jejejejejej. Muy Bueno. Genial Villaformer

Me imagino que todas las piezas del C29 pasaran innumerables controles, pero creo que es hora de volverselos a pasar. Lo mismo encuentran "al gato encerrado"...................

Lo tengo que decir que sino reviento : MENUDA CASTAÃ?A DE COCHE Y DE ESCUDERIA

Monaco GP - Race

From 15th and 16th on the grid there wasnt much expected from the race, but both drivers started well and the situation improved significantly. However, before the first half of the Monaco Grand Prix both cars had retired due to technical problems.

Weather: sun and clouds, dry, 21-22°C air, 33-38°C track

Kamui Kobayashi: retired on lap 27 / position 5 / gearbox problem
C29.01 / Ferrari 056
It is a shame because our race pace was a lot better than our performance in qualifying. I think we again missed a chance to score points. My start was good. The first corner is never easy in Monaco, but it went alright. But then I wasnt able to shift up anymore. I just looked for a safe place to park the car and that was it.


Pedro de la Rosa: retired on lap 22 / position 5 / hydraulic problem
C29.03 / Ferrari 056
Obviously another race I wanted to finish. The car was okay at the beginning. At the start I stayed away from trouble, which was the main target, and then I was taking care of the tyres. We had a split strategy, which I think was good. I was on the softer compound, Kamui on the harder one. I was cruising behind Vitaly Petrov and waiting for my chance to push. But I was alarmed when I had a problem with the quick shift, and when the power steering became heavier and heavier it was clear I had a problem with the hydraulic system.


James Key, Technical Director:
A disappointing end to a tough weekend, and one we wouldnt want to repeat. It was frustrating in many ways because our drivers were being held up in the race, and there was more to come from the car. We felt that a strategic call could help us to overtake some cars ahead. We split the strategies of our cars to take advantage of safety car situations. So we had left our options open for the race, but then we saw on the data that we had a significant increase of hydraulic temperatures on Pedros car. Pedro reported that the steering had become particularly heavy. We pitted him and wanted to see what the problem was, but there was clearly a hydraulic pressure problem. We couldnt diagnose it quickly enough to get him back out again into the race. Just a few laps later there was a gearbox issue on Kamuis car. He lost a gear and then couldnt select the next one, which caused him to stop on the track. That problem is currently under investigation. We shall learn what we can from this weekend, but look forward to tracks where we think the car will work better and hope for a much more promising showing in Istanbul.

Menuda barraca de coche.

Es inaceptable que a estas alturas de la F1 se tengan estos problemas de fiabilidad. Joder que hace 15 años si podía ser un poco entendible pero estando en el 2010 es una p*** vergüenza. Está haciendo bueno al A20. Si me dijeras que se rompe porque es demasiado rápido pues vale, pero es que es lento, muy lento. No puedo entender cómo coj**** se puede diseñar un coche tan malo y tan mal conjuntado.

Lo que tampoco puedo entender es cómo todos los miembros del equipo. incluido los pilotos, se sorprenden de que no haya fiabilidad. Comentan que en pretemporada no habían tenido estos problemas. Claro que no los tuvieron, si sólo hicieron un simulacro de Gran Premio el último día a todo correr. Y encima este simulacro no fue real porque tuvieron que detenerse varias veces por problemas en otros coches.

En resumen, es inaceptable lo que está pasando. Es una vergüenza. ¿Así es como pretenden conseguir captar a posibles sponsors para el próximo año? No se lo creen ni ellos. Yo estaba muy muy ilusionado con este equipo pero desde este GP ya no puedo. No han demostrado estar a la altura de los pilotos. No les han dejado hacer nada y encima en su momento les metieron caña.

Señor Sauber, de 0.

Saludos

Los problemas de Sauber en relación al motor y sistema hidraulico vienen del mismo sitio: refrigeración.

No es la primera vez que Key dice que reportan problemas de sobrecalentamiento antes de producirse los fallos.

Hoy Button ha experimentado lo que pasa si un motor no se refrigera bien. Sauber lo experimenta cada fin de semana y no parece que remiedien éste problema, en fin.

En Febrero había 6 grados al sol en Montmeló. 6 grados Kelvin. En Australia, la lluvia 'protegió' al motor. En Asia aparecieron los problemas. En España no hubo ocasión, pero quizá hubiese sobrevivido por la larga recta y el viento que hacía.
También es cierto lo de la distancia de GP. Eso explicaría por qué en entrenamientos libres y qualy no hay tanto problema.
Estoy de acuerdo con Philip:

Sinceramente es muy dificil de entender la verdad que tengan problemas asi los nuevos entraria dentro de lo logico pero que lo tenga la base de un equipo que en los ultimos años batieron records de carreras terminadas con Heidfeld es totalmente ilogico la verdad.

Lo raro de verdad, es que sucede en las primeras vueltas de los GP. No sucede nunca ni en los libres, ni en la Qualy.






Tienen que saber que es, si o si. Un equipo humano tal no puede cometer el mismo fallo siempre. Simplemente o no han dado con la solucion o no es tan facil de reparar o implica una inversion tan grande, como cambiar el C29 por completo.

Yo lo único q temo es que por problemas del propio monoplaza, al final de la temporada lo paguen los pilotos.

Siempre son problemas hidraulicos y de caja de cambios. Muy mal.

Yo lo siento, pero no veo motivos a corto plazo para ser optimistas. Lo siento.

Van pasando las carreras, y esos problemas de fiabilidad, que parecía terminarían solucionando se reproducen, afectando a la mecánica de ambos coches. 2 de 12 es un balance muy pobre para una escudería que aspira a puntuar. Supone poner a los pilotos en una presión impresionante cada vez que terminen la carrera, porque tienen la espada de Damocles del "cuando me volveré a ver en una de estas" sobre su cabeza. Es triste que dos buenísimos pilotos como Pedro y Kamui tengan que lidiar con un coche que está por debajo hoy por hoy de su rendimiento.

En Mónaco Pedro hubiera pescado un puntito casi seguro, o sino Kamui, pero estas cuentas de la lechera no valen para absolutamente nada. Como bien dice Pedro, lo que dice la clasificación es que estamos con 0 puntos y el campeonato avanza de manera alarmante.

¿Cuántas carreras en total lograrán terminar Pedro y Kamui esta temporada? ¿4 ó 5 más entre los dos? A este ritmo no parece que vayan a ser muchas más, esperemos que consigan dar con el problema, pero si como comentáis la cuestión está en la refrigeración del coche ojo con los circuitos que quedan de aquí a final de temporada, teniendo en cuenta el calor que viene en la temporada europea. Crucemos los dedos.

No tengo ni puñetera idea de mecanica, pero ¿Que es un problema hidraulico?.

¿Una fuga?, ¿Un problema de perdida de algun tipo de liquido?, ¿aceite, liquido refriguerante, etc.?, si produce un aumento de temperatura, por la rotura de un manguito o un conducto que a su vez provoca un fallo de motor, caja de cambios, direccion o Dios sabe que.....y conocen el citado problema........¿Que lo produce?.........¿vibraciones?, y estas de donde vienen ¿suspensiones?, ¿fondo plano?, ¿distancia entre ejes?, ¿carga aerodinamica?.......¿QUE?

La verdad es que no se que pensar, ¿estamos seguros que FERRARI ha reparado los motores adecuadamente?.

En fin...........


Pd: Menudo toston, no he querido ni borrarlo para que lo vieseis