This week's Grapevine brings you information fresh from the paddock on: Michelin's Step Forward Minardi's "Year of Growth"

Michelin's Step Forward

Heading back to Monza, Michelin believe that for the second time this season, they probably have the drop on Bridgestone.

Following on from Hockenheim and Spa, the tyre manufacturer is convinced they have the right idea, leveraging their wider front tyres to provide maximum stability and grip. As much to the point, extensive running at Monza has left them with a compound which runs at a very consistent operating temperature on fast circuits, and at most levels of wear. Until now, there has been a problem where a long, high speed straight would see the surface temperature of the material – and hence the grip – diminish considerably.

The penalty for this even temperatured material is the time it takes to get there. But Michelin have recognised all season that their rubber is taking a lap or so longer to get to racing temperature than Bridgestone's tyres: attempts to fix this have only resulted in tyres that have high wear rates, or are susceptible to relatively wide temperature fluctuations around the track.

Given the "right" compound, it leaves Michelin looking to change performances by varying the structure of the tyre. The way in which a tyre is put together is a vitally important component of the cars' underlying suspension: after all, most of the "give" as a car takes a curb or bump comes from the tyre wall flexing, rather than the single inch of movement that the suspension members themselves are typically limited to. At Monza, the different constructions are significant. A quick lap there relies on drivers being able to attack the curbs at the chicanes. To do that effectively, the car needs to be able to gain good traction off the curb, which relies on the tyre being in firm contact with the ground – specifically, the teams are looking for good "bump" handling. Typically, however, the compromise for good bump control is that the car is liable to experience roll, which compromises the aerodynamics...

So, Michelin are offering two constructions. One is optimised for bump control – the other is more balanced, designed to limit roll. They are expecting to see a mixed response from teams: in testing, it seems the drivers' preferences are based on their personal style, and the way they prefer to set up the car.

Minardi's "Year of Growth"

It's hard to know what must have been going through Paul Stoddart's mind, when he learned that Tom Walkinshaw had secured the Cosworth engine supply for 2002. Certainly, it would not be printable here...

As he readily admits, he had the contract in his hand at Hockenheim, pending his signature, to run with the units himself. But there were two problems. First, it required stumping up significant funding, and he was not prepared to secure an engine against his personal fortune; and second, the Ford unit was his second choice – behind an even more coveted Ferrari supply, which would have cost little more, and offered a bundle of fringe benefits that Jaguar would not be so free with.

Whilst Stoddart was holding back on making a decision, Prost confirmed their intention to retain Ferrari's engines another year, and Arrows landed the Cosworth engines. Stoddart, meanwhile, secured funding from his new Malaysian driver's backers, but discovered his options closed. All part of the learning experience, certainly: other, more experienced team owners would have tied Cosworth down, then worried about the consequences if something better had come along. But that's another story...

So, Minardi were faced with a choice between building their own engine next year, or taking on the vacant AsiaTech contract. There is enough expertise and wherewithal in the team to build an engine. Given the time, that is. But, as the season finale rapidly approaches, there was no way the team could put together a "modern" engine in time to test the car properly ahead of the opening Grand Prix: 800bhp and reduced mass would have been an option, but reliability would have been poor. Whilst a season of development should have righted that, there would still have been the underlying question of where it was all going.

Designing an engine to go up against those made by Ferrari, Ilmor, BMW and so on is a non trivial task. These manufacturers have put tremendous time and resource into establishing their edge on the rest of the field, and are fighting to maintain it. Closing that gap, given Minardi's limited resources, would have approximately the same chance of success as that of Yoong winning his first Grand Prix.

So, on sombre reflection, Stoddart realised that if he can't have a competitive engine, then the next best thing is clearly the cheapest. AsiaTech had a powerplant, but nowhere to put it, so the price was fairly reasonable. Furthermore, with both Yoong and AsiaTech on board, Stoddart has opened huge potential for sponsorship in the Far East, particularly Malaysia.

Talk of Proton getting involved, either as an engine manufacturer in their own right, or branding and funding the AsiaTech, is not exactly far fetched. They have a sporting program, and the board has been pleased with the exposure their relatively limited investment. Accordingly, the promise of a venture into Formula One is exciting. However, this sort of move is expensive, and needs considerable thought – particularly as the world looks like there could be a global recession, and which would results in reduced car sales.

That said, if all goes to plan, then around June or so of next year, Stoddart will either be announcing the Ferrari deal he is still trying to close for 2003, or backing by Proton. In the meanwhile, the team is looking to make the most of their limited funds to ensure the Minardi chassis can make the most of whichever engine is in it.