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Vettel based his season on a strategy of taking pole position, blitzing the first two laps and from then on going only as fast as he needed to.

The plan generally worked to perfection – Vettel took 11 wins and 15 poles from 19 grands prix – but it left you wondering just how fast he and the Red Bull could have gone.

In Brazil, I asked him if, with the title already in the bag, he had ever been tempted to just go for it, to really push the car and himself to the absolute limits. He replied that he had done just that in Korea and India, the scenes of two of his most dominant wins. “We were able to explore and sometimes take a little bit more risk,” Vettel told me.

Despite Vettel’s domination in 2011, there were very few of the runaway wins normally seen when one car is superior to the rest. Quite often, the races looked competitive, with Vettel tantalisingly close to – but frustratingly just out of reach of – his leading rivals.

Vettel and team boss Christian Horner often insisted the Red Bull had less of an advantage over McLaren and Ferrari in 2011 than in 2010. Yet Vettel won only five races and recorded 10 poles in 2010 on his way to winning the championship for the first time.

Let’s examine the two seasons in a little more detail.

In 2010, Vettel’s advantage in qualifying over team-mate Mark Webber was only 0.053 seconds when averaged out over the season. In 2011, it was 0.414. Likewise, Vettel’s average advantage over the fastest driver not in a Red Bull was 0.077secs in 2010. In 2011, it was 0.317. That is a massive percentage gain from year to year.

There are reasons why Webber was so far adrift of his team-mate. Unlike Vettel, he struggled with the new Pirelli tyres, which affected both his pace in qualifying and his tyre wear in races.

The Australian is also physically bigger than Vettel so was occasionally at a disadvantage with the car’s weight distribution, which again impacted on both his pace and tyre wear.

Turn One, race one; Vettel already has a big lead as the rest squabble. The story of 2011. Photo: Getty

The DRS overtaking aid, which gave drivers within one second of a car in front a boost in straight-line speed, also influenced matters.

But it is the tyres which were key. Asked to produce ones that spiced up racing, Pirelli came up with rubber that wore out rapidly, forcing a greater number of pit stops and resulting in more unpredictable races.

It is also worth looking at Red Bull’s race strategy in 2011. The team may have had a car whose aerodynamic superiority made it the fastest by far, but it lacked a little straight-line speed compared to the McLarens and Ferraris. On top of that, I understand Vettel thought some of his rivals were perhaps better at wheel-to-wheel racing.

As a result, Red Bull’s strategy was based on Vettel taking pole position, then opening up enough of a gap by lap three to prevent anyone from being close enough to make use of the DRS system, which couldn’t be used for the first two laps. After that, he would measure his pace to those behind, producing a super-fast lap or two if he needed to.

Such a strategy did have its risks. If Vettel found himself in the pack during a race, he would have problems overtaking as the car was set up for lap time not straight-line speed. In other words, an error in qualifying or at the start could mess up an entire race.

Red Bull were caught out a couple of times, notably when Ferrari’s Fernando Alonso rocketed to the front on the run down to the first corner in Spain and Italy.

In both cases, Vettel managed to get past again. In Spain, he did it by pit-stop strategy, although it took two attempts, while in Monza he achieved it a brave overtaking move around the outside of the flat-out Curva Grande.

Had it been a McLaren that passed Vettel – a car that was faster than the Ferrari over the lap and down the straights – he might have been sat behind for the entire race.

But team boss Horner was adamant the strategy that Red Bull employed was the right one. “As a team, you have to attack the events,” he said. “If you are conservative, sometimes you can pay a penalty. If Vettel was in a situation where he needed a big overtake, yes, a gamble was taken. But it was a calculated risk.”

So how dominant was the Red Bull, really?

It had a clear performance advantage in at least nine of the races, of which Vettel won eight – Australia, Turkey, Valencia, Belgium, Italy, Singapore, Korea and India. The other one was Brazil, where he hit trouble.

That leaves five races at which it was not possible to ascertain whether Vettel’s was the fastest race car, although it almost certainly was in most of them. They were Malaysia and Monaco, which he won, and China, Canada and Abu Dhabi, which he did not. And the remaining five races where it definitely was not, out of which he won only in Spain.

The first obvious conclusion is that the Red Bull’s pace advantage was restricted by the tyres. On many occasions, Vettel could have gone faster but chose not to because he was concerned about over-using the tyres.

At the same time, Red Bull insiders insist Vettel was not always in the fastest car. There were weekends, they say, when they did not think the car was quick enough yet Vettel still managed to put it on pole. Equally, there were times when Vettel was having to drive on the edge to break the DRS and to hold his advantage at the head of the field.

The Pirellis required something new of the driver – an exquisite feel for the limits of the tyres, the intelligence to drive measured races at exactly the pace the tyres and car could cope with and the consistency to do it at every race.

How many drivers could do that?

Jenson Button had a great season for McLaren, finishing second behind Vettel in the standings. The 2009 world champion treats his tyres delicately and, at his best, is as good as anyone. However, his form tends to fluctuate depending on outside circumstances, while he is not the best qualifier.

As for Hamilton, his speed and feel are at least equal to Vettel’s but the 2008 world champion struggled in 2011, making too many errors and perhaps not fully grasping the demands of the new F1.

Then there is Alonso. The double world champion boasts speed, consistency, adaptability and mental strength. However, the Ferrari was nowhere near fast enough this year and it’s rare that the Spaniard transcends the car’s abilities in qualifying, although he nearly always does in races.

That is why, in 2011, Vettel was generally in a league of his own, even on the occasions when his car was not.

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Introduced amid much controversy and no small amount of trepidation in some quarters, questions about the validity of the overtaking aid, not to mention the wisdom of employing it, decreased during the season. So much so that, at the Monaco meeting, it was decided that only small refinements needed to be made to its use for the 2012 campaign.

But while the FIA and the teams all agree that DRS has played a valuable role in improving F1 as a spectacle, they are determined to ensure it performs in the way intended. In particular, no-one wants to cheapen one of the central aspects of a driver’s skill by making overtaking too easy.

Sebastian Vettel enters the DRS zone at the Spanish Grand Prix. Photo: Getty

To recap briefly, DRS was introduced in an attempt to solve the perennial problem of there being too little overtaking. After years – decades even – of discussions, F1′s technical brains hit on what they thought could be a solution: DRS.

DRS does what it says on the tin. When deployed, the top part of the rear wing moves upwards, reducing drag and giving a boost in straight-line speed. In races, drivers could use it only if they were within a second of the car in front at a “detection point” shortly before the “DRS zone”. The DRS zone was where DRS could be deployed, which was usually the track’s longest straight.

The idea was to make overtaking possible but not too easy.

There is no doubt that racing improved immeasurably as a spectacle in 2011 compared with previous seasons. But how big a role did DRS play? And did overtaking become too easy at some tracks and remain too hard at others?

It is a more complex issue than it at first appears because it is not always easy to tell from the outside whether an overtaking move was a result of DRS or not.

In Turkey and Belgium, for example, several drivers sailed past rivals in the DRS zone long before the end of it, leading many to think the device had made overtaking too easy.

But, armed with statistics, FIA race director Charlie Whiting says appearances were deceptive. What was making overtaking easy at those two races, he said, was the speed advantage of the car behind as the two cars battling for position came off the corner before the DRS zone.

Whiting showed me a spreadsheet detailing the speeds of the respective cars in all the overtaking manoeuvres that happened in the Belgian GP.

“This shows very clearly that when the speed delta [difference] between the two cars at the beginning of the zone is low, then overtaking is not easy,” he said. “But if one car goes through Eau Rouge that bit quicker, sometimes you had a speed delta of 18km/h (11mph). Well, that’s going to be an overtake whether you’ve got DRS or not.”

According to Whiting, the statistics show that if the two cars come off the corner into the DRS zone at similar speeds, then the driver behind needs to be far closer than the one-second margin that activates the DRS if he is to overtake.

“One second is the activation but that won’t do it for you,” Whiting said. “You’ve got to be 0.4secs behind to get alongside into the braking zone.”

Confusing the picture in 2011 – particularly early in the season – was the fast-wearing nature of the new Pirelli tyres, which led to huge grip differences between cars at various points of the races. A driver on fresher tyres would come off a corner much faster and brake that much later for the next one. That would have a far greater impact on the ease of an overtaking move than DRS ever would.

Critics of DRS might argue that while it may be useful at tracks where overtaking has traditionally been difficult, like Melbourne, Valencia and Barcelona, for example, it is debatable whether there is a need for it at circuits where historically there has been good racing, like Turkey, Belgium and Brazil.

According to Whiting, DRS does not diminish the value of an overtaking move at tracks where it is usually easy to pass. It just means that DRS opens up the possibility for more. In other words, it works just as it does at any other track.

McLaren technical director Paddy Lowe is an influential member of the Technical Working Group of leading engineers which came up with DRS. He said people had been arguing for years that engineers should alter the fundamental design of cars to facilitate overtaking.

However, tinkering with aerodynamic design was never going to be a solution, according to Lowe, because F1 cars will always need downforce to produce such high performance, and that means overtaking will always, by the cars’ nature, be difficult.

“What’s great [about DRS is] at least we can move on from this debate of trying to change the aerodynamic characteristics of cars to try to improve overtaking,” added Lowe.

“We’ve found something much more authoritative, much cheaper, easier and more effective, and adjustable from race to race.”

Whiting thinks DRS worked as expected everywhere except Melbourne and Valencia.

Valencia’s DRS zone could be extended for 2012. Photo: Getty 

So for next season’s opening race in Australia, he is considering adding a second DRS zone after the first chicane, so drivers who have used DRS to draw close to rivals along the pit straight can have another crack at overtaking straight afterwards. As for Valencia, traditionally the least entertaining race of the year, the FIA will simply make the zone, which is located on the run to Turn 12, longer.

There is potentially one big negative about DRS, though.

There is a risk that its introduction could mean the end of races in which a driver uses his skills to hold off a rival in a faster car. Some of the greatest defensive victories of the modern age have been achieved in this way. One thinks of Gilles Villeneuve holding off a train of four cars in his powerful but poor-handling Ferrari to win in Jarama in 1981, or Fernando Alonso fending off Michael Schumacher’s faster Ferrari at Imola in 2005.

The idea behind the introduction of DRS was for a much faster car to be able to overtake relatively easily but for passing still to be difficult between two cars of comparative performance. In theory, if that philosophy is adhered to rigidly, the sorts of races mentioned above will still be possible.

However, once an aid has been introduced that gives the driver behind a straight-line speed advantage that is an incredibly difficult line to walk, as Whiting himself admits. “You’ve got to take the rough with the smooth to a certain extent,” he said.

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In an interview in the Times, former world champion Emerson Fittipaldi?s outlined his five-point plan to enhance Formula One. Cut costs ?They spend a fortune in wind-tunnel testing alone. Reduce costs and the slowest teams would catch up and make it more even.? Limit downforce ?They need to reduce enormously the downforce in the cars, the only way to bring back overtaking. We need more mechanical grip so that you have longer braking areas, can set up the car coming out of a corner, get in the slipstream and then overtake.? Close the pitlane ?When the safety car goes out they should close the pitlane. Now it?s just a lottery.? Lift ban on team orders ?It is a very stupid rule. It?s why they are called teams, it?s why they have two cars. If a driver is leading in the championship, everything has to go in his favour. What is wrong with that? It?s so easy for teams to camouflage their orders anyway. All they need to do is tell one guy on the radio he has a problem with his brakes. They can bend the rules very easily. In the old days they would even swap cars, so why do we have this ban now?? Retain traditional grands prix ?These places are the soul of racing. The Americas are under-represented. We have Canada back, but there is no USA, no Argentina, no Mexico. We need to stay in the heartlands.?

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If the prevailing opinion of a new design can be judged by initial sales, then the jury is in on the Tesla Model X. They like it. They really, really like it. From the time the electric crossover was driven out on stage at Tesla Design Studios late Thursday night/early Friday morning until Valentine’s Day four days later, the company says it has received over $40 million worth of reservation love.

What that means is that over 500 people have plunked down a significant amount of cash – $5,000 for regular production version or $40,000 for a Signature package – to reserve a vehicle that won’t even begin serious production until 2014. Think about that for a moment. Nobody, except a lucky few employees, has even driven the X prototype. Hell, barely anyone has ever taken the wheel of the Model S, with which it shares its platform.

While some of the orders did come from people switching their Model S reservation to the X, Tesla says sedan sales weren’t cannibalized. In fact, the company says, sales of the S saw a boost of 30 percent following the big event.

Another indication of sentiment for publicly traded companies like Tesla Motors (TSLA) is its stock price. If you panicked and sold off shares a month ago when the price plunged 20 percent on news of the departure of a couple personnel, you may want to begin kicking yourself now. (Go ahead, we’ll wait.) From that $22.79 low, it has climbed to $33.17 (as of this writing). Now, we’re not financial experts, but that would seem to indicate that the market likes the company’s outlook.

Make your way past the break to read the press release and, if you were unable to see the live presentation of the Model X on Tesla’s website, we have that official footage waiting there as well.

Continue reading Tesla takes 500 Model X reservations worth $40M, Model S sales also spike

Tesla takes 500 Model X reservations worth $40M, Model S sales also spike originally appeared on Autoblog on Wed, 15 Feb 2012 10:33:00 EST. Please see our terms for use of feeds.

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Bound and determined to get your hands on an Aston Martin One-77? If so, now’s the time to get serious. According to duPont Registry, the very last factory-built One-77 is finally up for sale.

The car is located in Tampa Bay, Florida, and its exact build number is not known. According to the report, the first and last One-77, build numbers one and 77, were pre-sold to wealthy buyers expecting them to appreciate in value faster than the other 75 One-77 models created.

In any case, duPont Registry claims there are between five and eight One-77 supercars roaming the streets in the United States, making this one rare Aston Martin. Interested? Better get a move on… and bring along something in the neighborhood of $2 million.

Only one Aston Martin One-77 left to purchase new originally appeared on Autoblog on Fri, 10 Feb 2012 18:01:00 EST. Please see our terms for use of feeds.

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