|
| |||
 |
Reflections on Nurburgring | ||
| by Roger Horton, England | |||
|
This was a clear-cut Michael Schumacher victory. As the track became slightly slippery from the rain swirling in from the Eifel Mountains, he took the lead from Mika Hakkinen and drove off into the distance.
However, once the rain had increased and the track conditions became constant, Hakkinen showed he could match the German's pace and even close a little when the traffic allowed. But in that in-between time, when the rain was just starting to fall and the grip level changing at every corner, Michael Schumacher showed that he had no equal amongst his current rivals on the grid. We have of course seen it all before, and on occasions the confidence that allows him to power-slide his Ferrari around like some carefree kid in a local Kart race turns to overconfidence and bites him badly. But this race, the sixth round of the FIA's 2000 world championship, provided Schumacher with the perfect opportunity to showcase his talent, and take one more important step to secure the drivers' title for Ferrari. Some time ago, one F1 insider suggested, tongue in cheek, that sprinklers should be installed at all Formula One race tracks and turned on at opportune moments to enliven the action. The idea might be in the realms of fantasy, but it is an undeniable fact that all the wet races held in recent years have provided huge entertainment and given value to every spectator. Whether it be the purist appreciating the artistry of a driver controlling a car with far too much power for the level of available grip, or the casual fan who likes a little bumping and overtaking. Surely the purpose of racing should be that the best car/driver combination would get the benefit of their superiority and win if they are good enough. If the next six races should by chance held in the rain, and Michael Schumacher wins them all, so be it. Who can ever seriously get tired of watching a true genius demonstrate his art? Watching races won by superior skill on the track has surely more to do with Grand Prix Racing than who can refuel their car a fraction faster than a rival team. Pit stop strategy might be of interest to some, but it does not create legends. If a wet weather race offers an opportunity for some it can be a nightmare for others. With the race starting on a dry track, set-up compromises were always going to decide the fate of a few drivers. Pole sitter David Coulthard was never a factor in this race, but finishing a lap down cannot be a true reflection of his abilities in the wet. In the end his drive was all about damage limitation and at least the four points gained here keeps his points tally moving along. This race, like much of the 2000 season, was another huge disappointment for the Jordan team. Hot on the heals of Honda's announcement - that they would not be supplying the Silverstone based team with works engines for next year - came the disappointment of seeing both cars eliminated within moments of the start; Jarno Trulli through contact with another car and Heinz-Harald Frentzen with engine failure. Things, though, are not always as they seem in F1 and with the BAR team once again unable to get their cars to the finish line, the Honda effort on their return to Formula One is being rather overshadowed by others, especially BMW. Even if Eddie Jordan's engines are provided through the Mugen operation, it is the specification that counts most. With Jacques Villeneuve threatening to jump ship at every available opportunity, BAR-Honda team boss Craig Pollock must know that his grip on his most valuable asset is tenuous at best. If Villeneuve does indeed leave his team, then it could well trigger the break up of the BAR side of the BAR-Honda partnership. Although few question that a fully owned Honda operation was always Honda's long-term goal on entering F1, just whether they would be fully ready for this by next season is a moot point. If the Jordan team can keep qualifying and racing ahead of the cars powered by Honda's more powerful engines, then Eddie Jordan might still be in with a chance to benefit from the fallout a BAR-Honda breakup might induce.
The BMW-Williams team came away from the Nurburgring with no points added to their season's tally. Ralf Schumacher never recovered from being shuffled back from his fifth position off the grid in the race he came so close to winning in similar track conditions last year. Starting so far back, Jenson Button was always going to struggle in conditions that were totally new to him. Once again he did nothing silly and kept his car mostly out of trouble and on the track until his electrics died with just a few laps left to run. Button, though, is not just competing against the other twenty-one drivers currently on the F1 grid, but against the Colombian Juan Pablo Montoya, currently engaged at the Indianapolis Motor Speedway, for a place in the Williams team next season. Soon, team boss Frank Williams must decide whether to stump up a reputed $5 million dollar buy-out fee, should he decide to pursue his option of securing the Colombian's services for next year. His current CART employer, Chip Gannasi, currently holds the first option on his services. There are many that feel Montoya is one of those drivers that come by perhaps once every generation, and his recent performance at Indianapolis, where he qualified in style on the front row of the grid, can only reinforce this growing impression. As Frank Williams rebuilds his team to once again take its natural place in F1's pecking order, the result of this Nurburgring race will have given him much food for thought. Despite all their money and technology the McLaren were beaten by the skill of the driver in the Ferrari's cockpit. Soon, perhaps, the BMW-Williams will also be a match for the Ferraris and the difference between winning and losing will again come down to the skill of the driver behind the wheel. Can Button, or indeed Ralf Schumacher, ever be good enough to beat Schumacher senior? Jenson Button is in a race against time to show his boss that perhaps he could.
|
| Roger Horton | © 2000 Kaizar.Com, Incorporated. |
| Send comments to: horton@atlasf1.com | Terms & Conditions |
Listen online to Roger Horton's weekly Formula One commentary on TrackTalk | |
 Back to Atlas F1 Front Page |
 Tell a Friend about this Article |