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13-Sep: At the Friday press conference for the Italian GP, Paolo Martinelli indicated the next year's Ferrari engine will be an evolution of the current one and said "Well, I think next year's engine will be an evolution of the current one and as usual, normally, we start the first tests in September and normally use October and November to make developments and our target is to work on reliability with long runs simulation etc on the dyno and later on the track between December this year and January 2003."
Martinelli doesn't expect they will be changing the V angle of their engine and said "Probably not but I think we have some interesting evolutions while maintaining the same V-angle."
As for when he expects the new car to be ready, Martinelli said "We have no exact schedule at the moment. Of course, we are targeting to be ready early February, that is the normal target, but we have no precise date at the moment."

Patrick Head confirmed that BMW are working with Williams in areas other than the engine side and said "There is some collaboration on the transmission side, but we are looking at some other areas and have been looking at some other areas. BMW have obviously got big resources but are not specialists in Formula One racing cars, but they have certainly got a lot of very capable people."
Head confirmed that the team is working on a new transmission for next year and said "Well, we are certainly doing a new transmission for next year but I don't know very much about Ferrari's transmission, but obviously we're not happy with the results we have achieved this year. We've obviously spent a lot of time analysing why and initially wrote out a specification for the new car and that's steadily being developed and we're working towards that and only next year we'll see whether we've made a good step forward."
As for which other areas are Williams concentrating on for next year's car, Patrick just said "Lack of speed. Nothing else that I'm going to talk about."
When asked when Williams are expecting to test their 2003 car, he said "We are testing with developments of the current car, we will run a current car with the new engine in it fairly soon, which will have a modified version of the current gearbox on the back of it and then later this year we will be running another version of the current car with next year's engine in it with the basis of next year's transmission in it as well, and then it is all a planned stage, but we certainly have a date for the first running of the new car and it is certainly in 2003, as a complete unit."
Patrick doesn't expect Williams to beat Ferrari here and said "The higher speed circuits have been circuits that have suited us quite well in the past and different types of layout of car can sometimes optimise their performance towards one end of the downforce scale or the other. Obviously at the moment one tends to try and optimise things towards the higher downforce end because that is where the predominance of the circuits are but over the last few years we have generally been more competitive at Hockenheim and Monza than we have at other tracks. But where as last year I think the Ferrari had very definite weaknesses, they have done a very good job of attending to those weaknesses, so I don't think the Ferrari has types of circuit at which it is weak anymore. I think we might be closer than previously, but the gap technically between the Ferrari this year and our package is big and I don't see any reason why it should suddenly be reversed."
Head also talked about the difficulty in fitting the HANS device to Juan Pablo Montoya and said "We did run at the last Monza test with a HANS device on each driver. It wasn't actually strapped to the helmet because we weren't ready for that stage, but Ralf was pretty happy with it and a single seater race car, particularly a Formula One car, is much more difficult to an Indycar or a NASCAR because you have got to deal with Monaco, with the driver literally looking sideways at Station Hairpin and that is not what happens on a high speed oval. In the case of Ralf he said he was happy with it, didn't have any problems, and that was I think the fourth or fifth iteration of HANS device that we had produced for him. In the case of Juan Pablo, it was completely impossible for him because firstly he has got a very short neck and secondly, when he drives, where as Ralf articulates from the shoulder, when Juan Pablo turns the wheel the shoulder comes up hard against the helmet, so we have got to find a structure that is strong enough to take a very high longitudinal load in which we have no cross sectional area, so it is going to be a serious problem to work out how to produce a HANS device that will work for Juan Pablo whereas we have certainly achieved that for Ralf."

Pat Symonds confirmed Renault are changing the architecture of their engines but didn't get into a lot of detail and said "It depends how you define architecture. The thing that people seize on with our engine is the V-angle. We're not changing the V-angle next year. Yes, the architecture is changing if you like to use that word but we don't see the V-angle as such as being a fundamental problem and therefore that's not an area that we are attacking."
And for 2004, Symonds said "Well 2004 is a different ballgame really because we are looking at engines that are going to have to last 800 kilometres. Now again, I don't think the V-angle is fundamental in making an engine last 800 kilometres but there certainly are what you have termed architectural features that will have to change. Yes."
Symonds also confirmed that the 2003 car will be running in early December and said "The R23 transmission ran on the dyno for the first time two weeks ago, it has now done about two Grand Prix distances. The RS23, the engine, should be running on the dyno in about three weeks. Our aim is to run the R23 as a complete car, believe it or not, in week 49 of this year. But that will have the R202 bodywork on it, so I am not sure whether it answers your question. The car that you will see in Australia, we will try to shake down just before we go I guess."

Geoffrey Willis talked about the changes he made at BAR since joining the team back in March of this year and said "We've had to look at every part of the way the team is working, obviously with me particularly in the design side and the engineering side of the car. Really, we've rebuilt the whole design team. The car was not good enough in any area and it took a while to make that clear to the people in the team. We decided to have a substantial re-organisation in the team. During that time we reduced the size of the team and as part of that re-organisation have now rebuilt the entire design group just in time to get them together for next year's car and we have a lot of work to do because, as I made clear to the entire team, really everybody was responsible for the poor performance of the car. It was not a competitive car in any area so everybody has to look equally towards improving their game."
He added that the team has been built up and he expects a big improvement for BAR next year and said "Yes, we have, we've recruited a few senior people from other teams. We've benefited from some people's misfortunes in that and I feel that we now have a very strong team. We just need a little bit of time to build the whole team together. If I can get 75 per cent of from where I'm going to where I want to get, I hope I can do about 75 per cent of that with next year's car and then work on after that. I think we can make quite a substantial improvement. My feeling is that it's going to be harder work going between 2003 and 2004."
As for when next year's BAR will be ready, Willis said "I shouldn't say exactly the date we are planning to do. For us it is possibly slightly different because we do have so much work to do in getting a properly designed car out. We are fortunate that the regulations are pretty stable so quite a lot of things that one would work on really early. We have a totally new engine from our engine partner for next year so I am certainly trying to set us up to have a substantial amount of testing time available in the first two months of next year."

Gabriele Tredozzi talked about how he manages such a small design team at Minardi and said "It's a very small team. The total number is around 100 people, 110, still the same from many years ago, and it's been a good job to remain at this level, because sometimes it was very hard. The team worked well, the drawing office is not a lot of people but we work well together, make a good job with good experience and this is one of the keys of the team. The level of the performance is very high in Formula One and you cannot gain the performance in one year. You need to move forward step by step in every area and it's not easy for a small team because you must also be conservative because you can't take any risk in the beginning and don't make a big mistake, because the power of the team is not very high and you cannot come back in those conditions."
Naturally, next year's Minardi will be an evolution of the current model and Tredozzi explained "Yeah, sure, the car will be an evolution because the stable rules for us is very good, because when you have a big change in the rules for the little teams it is more difficult. So there will be evolution in every area because you cannot gain the performance in one place in the car. Everywhere, weight, aerodynamic efficiency, stiffness of the car, everywhere. We must improve everywhere. Sure, we need more wind tunnel time, this is sure, because the only wind tunnel time available is not a lot, it's a few days, one week per month, five days only and this is all."
Gabriele also indicated that last year they lost a number of good people but they have managed to recover from that loss and said "The team is good. This is my opinion also, this year's was very good job because also many people, good people, left the team and last year at this time, it was in very bad condition. We work hard, everybody worked very hard, and I'm very happy for the people in the team."
As for when next year's Minardi will be ready, Tredozzi said "Good question, big question. Normally our car is ready in the beginning of February, but it is not easy to say now when we will be testing next year's car. What we can do is we will try the best to have our car ready as early as we can but you cannot have it ready too early to make a bad car. You must wait the maximum you can to use all the possibilities you have. It must be ready two weeks before the first race to make a proper test but this is very the limit and for us we will be very close to this."

13-Sep: What the teams and drivers said following Friday practice at Monza ... Report

13-Sep: Italian GP 2nd Friday Practice Session: Michael Schumacher sets the fastest time of the session ahead of Rubens Barrichello and Kimi Raikkonen. Eddie Irvine, Juan Pablo Montoya and Mika Salo make the top 6 ... Timed Results ... Report ... Notes

13-Sep: Italian GP 1st Friday Practice Session: Michael Schumacher sets the fastest time of the session ahead of Juan Pablo Montoya and Ralf Schumacher. Pedro de la Rosa, Jarno Trulli and Eddie Irvine make the top 6 ... Timed Results ... Report ... Notes

Italian Formula 1 Grand Prix Schedule:

Session Time (Local / GMT) - Current local time
Friday Practice Session 1
Friday Practice Session 2
Saturday Practice Session 1
Saturday Practice Session 2
Qualifying Session
Warm-up Session
Race
11 AM Monza Time / 9 AM GMT
1 PM Monza Time / 11 AM GMT
9:00 AM Monza Time / 7:00 AM GMT 
10:15 AM Monza Time / 8:15 AM GMT
1:00 PM Monza Time / 11:00 AM GMT
9:30 AM Monza Time / 7:30 AM GMT
2:00 PM Monza Time / 12 PM GMT
Go to the Italian GP Page

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