MSAR-Safety NEWS

Elliott Sadler's NASCAR Crash -Crash Report

2010-08-23T09:45:00.000+01:00

CONCORD, N.C. -- Sam Johns stands next to the remains of Elliott Sadler's car that almost went head-on into an inside retaining wall on Sunday at Pocono Raceway. The director of operations at Richard Petty Motorsports isn't wearing rubber gloves and his pockets contain no swab boxes, but make no mistake, this is a CSI-type investigation.

CSI Concord, we'll call it.

In this case, the investigation isn't to determine how someone was killed, but how a life was saved -- or at least how a serious injury was prevented.

Normally, the car would have been torn down and discarded into the junk pile within hours of arriving at the shop on Monday. Because of the severity of the crash -- NASCAR officials told Sadler it was the hardest-recorded in the sport's history -- it may be days, weeks or months before this case is completely closed.

As Johns speaks, Hendrick Motorsports officials are on their way to pick up the carbon fiber seat their company built to perform X-rays to make sure nothing was compromised. Sadler's helmet, seat belts and HANS (Head and Neck restraint) device also are being shipped off for further evaluation.

The same goes for the oil lines and any other parts that are constructed outside these walls.

This is as close to an autopsy as you'll find in auto racing when death isn't involved.

"We've been slow and meticulous on this, taking it apart to make sure areas didn't fail where we don't know just looking at it," Johns said. "The biggest thing we can do after a crash like this is continue to learn and educate ourselves."

Safety education became more a priority than ever after Feb. 18, 2001, the day Dale Earnhardt was killed on the final lap of the Daytona 500 with an impact to the right front similar to Sadler's. It's why drivers are required to wear the HANS and six-point seatbelt, why NASCAR developed the new car with the seat further from the door, a higher ceiling in the roll cage and crush zones, and why HMS developed the carbon fiber seat.

It's probably a good reason why nobody in NASCAR's top three series has been killed in a crash since that dark day.

It's why Sadler walked away on Sunday with only a few bumps and bruises -- not even a headache the next day.

People can call this car ugly all they want, but it sure looked beautiful from where Johns was standing.

"There's been times we've complained a lot about the car, but boy it has done its job from a safety standpoint," Johns said.

No doubt. And Sadler has no doubt he would have been seriously injured -- or worse -- in the old car without the latest innovations.

"Ten years ago in an aluminum seat and no HANS and having that same wreck in the old car we'd be talking about something different now," Sadler said. "All the tedious stuff that NASCAR holds teams accountable for, I understand that better after a wreck like this."

Reenacting the incident

Before we get back to the dissection of the car, let's reenact what happened.

Sadler was coming off Turn 1 with Sam Hornish Jr. and Reed Sorenson racing side by side in front of him. He was drafting to catch them when he noticed smoke from an incident that he later discovered began with Jimmie Johnson getting into the back of Kurt Busch.

As Sadler slowed like the cars in front of him, teammate AJ Allmendinger got into his rear bumper. When Allmendinger turned right, Sadler's car shot to the left, slid through the grass and into the retaining wall where the right front took the biggest blow.

Sadler didn't anticipate a hard hit. He figured at worse he'd glance off the rail, get the damage repaired and continue the race.

"All of a sudden it was holy … " Sadler recalled.

Replays slowed frame by frame by Johns and NASCAR show Sadler's body lunged forward at least six inches. Sadler doesn't remember this, but knows, were it not for the HANS and six-point harness that allowed his body to move all at once instead of the whiplash effect that led to Earnhardt's death, he might not be here to talk about it.

The six-point harness that was mandated to replace the five-pointer in 2007 gets overlooked a lot because of the HANS, but it played a major role. It kept the pelvis area in place -- the five-pointer allowed the body to slide forward -- and forced Sadler's body to move from the waist down in unison.

That put most of the stress on the upper body that absorbed much of the blow instead of creating a whipping motion that could have created problems. It knocked the breath out of Sadler and the belts broke the skin slightly, but nothing more.

As the car bounced off the wall, spun around and totaled the rear of the car, the engine flew out. The best Johns could figure was that the mounts were broken on impact. There's a large dent near the gas pedal where the engine first lunged, but no major structural damage to the shell that protected Sadler.

The car eventually came to rest with the engine not far away. Sadler was able to climb out on his own, and had enough awareness to lay flat on the ground to stretch his abdomen while trying to catch his breath.

Officials don't have much more to go on in determining exactly what came off the car at what time because there's only one 5- to 10-frame video captured near the point of impact. An aerial shot is usually the most helpful, but there was none.

What officials know is the fuel line inside the car wasn't compromised, that the front end suspension collapsed as it was supposed to and the tethers in place to hold wheels, hood and other parts together did their job.

"To me, the most important thing was the driver cockpit was in one piece," Sadler correctly surmised. "That did its job. The HANS device did its job. The knee knocker in between my legs did its job.

"All that did well."

Back to the autopsy

Tom Gideon was in his car listening to the race on the radio when he heard about the collision. Before the car was returned to the garage on two wreckers, NASCAR's director of safety initiatives was in communication with track officials.

By Monday morning, Gideon was at RPM with three inspectors going piece by piece through the wreckage. Sometimes they bring the car to the Research and Development Center in Concord, but RPM being across the street made it easy.

The initial survey?

"Everything worked pretty good," Gideon said.

For more than an hour Gideon and his crew went over the car trying to determine how each part worked. The tether system for the most part held together, but there were pieces separated from the car that will require further research to see what happened.

"We don't want parts to come off," Gideon said.

Most of the focus was on the shell and everything inside of it. Despite a few wrinkles on the dash and floor, nothing unusual.

"You can see right there where the engine started to get back into the car," said Johns, pointing to the dent near the gas pedal. "But for the most part everything did a real good job."

You can't say enough about how well the carbon fiber seat worked in tandem with the HANS and six-point harness. Keeping the driver stable is the No. 1 priority. It helps prevent basal skull fracture that was ruled the cause of Earnhardt's death.

It's actually quite amazing to see how intact the shell was. Other than the mangled gas pedal and minor movement of the firewall, one would hardly know it had suffered trauma.

“ We're still studying it. We still have data coming in. … We're all the time looking at getting stronger. We never rest. Nobody wants to see anybody get hurt. ” -- Tom Gideon, NASCAR director of safety initiatives

Because Sadler is taller than most drivers, having the additional head room in the new car didn't hurt either. What little movement his body made wasn't impacted by contact with the roll cage.

Because all chassis have to be certified at the R&D Center, each should be able to take on the same blow with similar results. With the old car, teams often made tweaks that could change the outcome and make the data collected after such a crash less consistent.

As bad as this looked on TV, it's a valuable test for NASCAR and teams.

"This test apparently worked well," Gideon said.

What most impressed about this process was how open RPM has been with NASCAR and other teams. There was no rushing to cover up areas of the car where the organization may have found an advantage. If a competitor calls with questions, response is quick.

"When we're talking about safety of the drivers, it's not a competition thing now," Johns said. "We all need to protect our drivers. We'll share whatever information we can with a team."

That wasn't always the case before 2001. Live -- or in that case die -- and learn.

This is no crime scene, but it certainly is treated like one for the sake of safety.

"We're still studying it," Gideon said. "We still have data coming in. … We're all the time looking at getting stronger. We never rest. Nobody wants to see anybody get hurt."

Taken from http://m.espn.go.com/rpm/story?storyId=5440211&pg=1

BELL RACING EUROPE ACQUIRES BELL RACING USA

2010-08-17T10:26:00.000+01:00

Bell Racing Europe SA has reached an agreement with Bell Sports, Inc., a division of Easton Bell Sports, Inc. to extend Bell Europe’s exclusive license to manufacture, distribute and market auto racing helmets and accessories under the Bell Helmets trademark to the territories of North and South America. Easton Bell Sports will maintain operational responsibility for Bell Racing Company until September 30, 2010, at which time; Bell Racing Europe will assume marketing and distribution responsibility for auto racing helmets and related accessory products sold under the Bell brand in these territories.

“Bell Racing Europe has been an outstanding partner in executing our European strategies and we feel this extended partnership will allow synergies that benefit both organizations while strengthening the Bell brand across multiple countries,” said Steve Bigelow, EVP & GM, Bell Sports, Inc. “The decision to expand our relationship with Bell Racing Europe is based on their experience in working with the FIA and our collaborative efforts to develop a new line of auto racing helmets for Bell Racing
Company.”

Bell Racing Europe’s new organization, serving the North and South American markets, will operate under the name Bell Racing USA and will be based in the United States in Champaign-Urbana Illinois. Kyle Kietzmann, current General Manager of Bell Racing Company will join the new organization as President of Bell Racing USA and will be responsible for managing all aspects of the U.S. based operation including sales, marketing, product development, distribution and sponsorship. “Consolidating the Bell Racing Europe and Bell Racing USA operations under common ownership will create a worldwide organization with the mission of developing innovative, technologically superior auto racing helmets that maximize protection and improve driver performance,” said Kyle Kietzmann, President, Bell Racing USA.

“We are passionate about the sport of auto racing and committed to enhancing Bell Racing’s position as the number one car racing helmet manufacturer in the world.”

“We view this as a very positive move” said Martine Kindt-Cohen, CEO Bell Racing Europe and CEO Bell Racing USA. “We’ve been working with Bell since 1985, but the fundamental change happened when we acquired the European and Asian license in 2001. Bell Racing’s work with the FIA on the 8860 Advanced Helmets and on the children’s helmets has given Bell a serious technological advantage which will be implemented in the new Bell Racing
USA product line. We are also very happy to have Kyle Kietzmann as co-owner and President of the new operation; Kyle has been with Bell Auto Racing for so many years, and his experience and motivation are invaluable.”

All helmet products will be designed in the United States and Europe, engineered and
manufactured in Bell Auto Racing’s exclusive 50,000 square foot Asian manufacturing, research and development facility, staffed by over 90 manufacturing and engineering employees and equipped with the latest technologies, manufacturing and testing equipment. The effective date of the agreement will coincide with the launch of the Snell SA2010 standard for auto racing helmets. Bell Racing USA will introduce a completely redesigned 2011 product line on October 1, 2010. The new product line, specially developed for the US market, will incorporate many of the technological innovations and design features developed by Bell Racing Europe for the advanced
FIA8860 super helmets.

The ownership group for Bell Racing USA has over 70 years of combined experience in the auto racing industry and has worked with the world’s greatest drivers in all forms of racing including F1, Rally, Indy Car, NASCAR and NHRA. The Bell Racing USA ownership team includes:
*Martine Cohen-Kindt, CEO, Bell Racing Europe and Bell Racing USA
*Stephane Cohen, President, Bell Racing Europe and Chairman Bell Racing USA
*Stephan Kindt, Sales and Marketing Director, Bell Racing Europe
*Kyle Kietzmann, President and COO, Bell Racing USA.

Bell Racing, founded in 1954, specializes in designing, developing, manufacturing and distributing auto racing helmets to professional and amateur drivers competing in the sport of auto racing and go-karting. More champions in all forms of racing have worn Bell helmets than any other brand. The Bell name is synonymous with quality, performance and engineering excellence.

Easton-Bell Sports, Inc. is a leading designer, developer and marketer of branded
equipment and accessories that enhance athletic performance and protection. The Company markets and licenses products under such well-known brands as Easton, Bell, Riddell, Giro and Blackburn. From Easton to Riddell to Bell to Giro, the brands of Easton-Bell Sports set the standard of design and protective excellence across multiple sports, equipment categories and sales channels. Our commitment to this philosophy and standard is reflected in our unrivaled history and foundational belief in technological innovation. It is the reason each brand holds a strong number one status within key product categories in baseball, softball, hockey, football, cycling as well as snow, action and power sports.

Bell Helmets is a licensed trademark of Bell Sports, Inc. Easton Bell Sports, Inc. retains all rights to the Bell Helmets name and trademark under the terms of this agreement.

Elliott Sadler's NASCAR Crash - Among Hardest Recorded

2010-08-04T12:24:00.001+01:00

CHARLOTTE, N.C. -- Elliott Sadler says NASCAR officials told him his head-on collision with the inside retaining wall at Pocono Racing on Sunday was the hardest recorded in the history of the sport.
NASCAR did not give Sadler the number of G-forces recorded by the black box device and the governing body typically does not release that information.
"We do not share those numbers except with the team and the folks at the Midwest Roadside Safety Facility at the University of Nebraska," NASCAR said in a statement.
"They want to meet with me this weekend," Sadler said on Tuesday. "But we were told this morning that it was the hardest one they have in their data in history."
That means harder than Kyle Petty's 2003 crash at Bristol which, according to published reports, was the hardest at the time at more than 80 Gs (80 times the force of gravity).
Other hard hits that NASCAR publicly has claimed among the hardest include Dale Earnhardt Jr.'s 2003 crash at Talladega, David Reutimann's 2007 crash at California and Jeff Gordon's 2008 crash at Las Vegas.
Sadler amazingly walked away from his crash with only a sore right shoulder and collarbone, and minor scrapes from the seat belts. He credited the HANS device (Head and Neck restraint), the carbon fiber seat designed by Hendrick Motorsports and new safety designs NASCAR implemented in the new car for protecting him.
"I'm very thankful for that," Sadler said. "I think 10 years ago in the aluminum seat and no HANS and having that same wreck we'd be maybe talking about something different now."
Sadler issued a challenge to Pocono Raceway to bring track standards up to car standards. He was assured by NASCAR president Mike Helton that the governing body is working with the track to make that happen.
Track officials had said before the race that they planned upgrades, but didn't have time in the six weeks between the June event in which Kasey Kahne nearly went over the backstretch wall on Sunday. Among the expected improvements are SAFER barriers on several inside walls such as the one Sadler hit, a catch fence on the back stretch and possibly a skid pad to replace the grass runoff area that Sadler slid through.
"This is 2010, not 1970," said Sadler, who won Saturday's Truck Series race at Pocono. "We have a lot of knowledge now on SAFER barriers, things the tracks can do to help us in case we're in a wreck.
"If you want to be a part of the Sprint Cup series and Nationwide Trucks you should be held accountable to have the latest and greatest safety stuff available just like the teams and NASCAR do with the cars."
David Newton covers NASCAR for ESPN.com. He can be reached at dnewtonespn@aol.com.

Taken from http://sports.espn.go.com/rpm/nascar/cup/news/story?id=5435268

Jordan Williams unhurt after dramatic crash at Snetterton

2010-06-30T09:29:00.001+01:00

Briton escapes without injury after multiple barrel roll

Jordan Williams escaped completely unhurt from a dramatic crash in the second race of the weekend at Snetterton (Saturday 26 June).
Williams had taken his first ever single seater victory in the opening race, having jumped pole sitter Nigel Moore at the start of the race, propelling him into third in the overall standings.
The 19-year-old couldn't replicate his great start in race two, however, and slipped back one place to third as Maxime Jousse passed him away from the line. Williams settled in behind Jousse around Riches and Sear corners, before boosting down the Revett straight as he attempted to reclaim second on the entry to the Esses.
Williams' boost coincided with Jousse missing a gear, creating a big speed differential between the pair. As Williams went to the inside to overtake, however, Jousse can be seen to move across the young Briton's path, with Williams' car unavoidably hitting Jousse's rear and becoming airborne.
In what is a huge testament to the strength and safety of the Formula Palmer Audi car, Williams' car then rolls five times down the straight before eventually coming to a rest, with Williams able to jump out of the car almost immediately.
Despite the crash, for which Maxime Jousse was officially reprimanded, Jordan was able to contest the final two races of the weekend the next day in a spare car - demonstrating great determination and resolve to take a top ten finish in the final race of the weekend.
You can watch onboard footage of the dramatic incident, including riding with Jordan Williams, below:

Taken from - http://www.formulapalmeraudi.com

Interview with Dr. Robert Hubbard - HANS Device Inventor

2010-05-18T10:29:00.000+01:00

FOX Sports Interview with Dr. Robert Hubbard, the inventor of the HANS Device.

<a href="http://video.msn.com/?mkt=en-us&amp;brand=foxsports&amp;playlist=videoByUuids:uuids:f45549c8-2f23-4691-9819-43b71a3a7895&amp;showPlaylist=true&amp;from=IV2_en-us_foxsports_videosearch&amp;fg=everyzing" target="_new" title="Wind Tunnel: Dr. Robert Hubbard">Video: Wind Tunnel: Dr. Robert Hubbard</a>

Taken from: http://multimedia.foxsports.com/m/video/30544424/wind-tunnel-dr-robert-hubbard.htm?pageid=15362&seek=3.009

The Top 5 Stories that Changed Sports this Decade

2010-05-18T10:16:00.002+01:00

The top 5 stories that changed the world of sports as we know it in the 2000s.
#5 – Dale Earnhardt’s death in the 2001 Daytona 500; February 18th, 2001.
Sports heroes are not supposed to be killed suddenly in a sport they love. However, it does happen. On Sunday, February 18th, 2001, on the final lap in NASCAR’s season-opener, the Daytona 500, Dale Earnhardt slammed the outside retaining wall in turn 4. As the field passed by, Earnhardt’s car slid to the infield, as the car he owned driven by Michael Waltrip won the Daytona 500. Rescue workers rushed to Earnhardt’s car, where he was airlifted to a local hospital, and later pronounced dead.
Sometimes it takes tragedy to find a fault in a sport. Following the incident, NASCAR took many steps to ensure driver safety. They began the mandated use of the HANS device, a head-and-neck restraint system. Just recently, the new Car of Tomorrow was introduced to make the car safer.
Unfortunately, it often takes tragedy to show that change is necessary.

Taken from:

http://section26sports.wordpress.com/2010/01/02/the-top-5-stories-that-changed-sports-this-decade/

2010 Snell Ratings

2010-05-18T10:02:00.000+01:00

Helmet technology will take another step forward as manufacturers begin to offer a new generation of helmets designed to meet the new Snell Foundation 2010 certification standard. This new standard, which incorporates a radical shift in the way that helmets are tested and constructed, will result in helmets that are both much lighter and much safer than ever before. In order to understand what this new standard will mean to you, here is a brief overview of changes you can expect to see.

Head Form = Circumference

A= 50 cm
C= 52 cm
E= 54 cm
J= 57 cm
M= 60 cm
O= 62 mm

The biggest change in the new helmet safety standard is they are going to adopt variable head form sizes. In prior Snell standards, they tested the helmets using a standard sized “dummy” head with a standard circumference to mimic the size, shape and weight of a human head. The new 2010 standard is going to require a number of variable head forms that will better approximate the cubic mass and circumference relationship of various head sizes. Everyone obviously does not have the same head size, so Snell is requiring the manufacturers to create six different head forms to test.

Every helmet size will be a little more unique. Manufacturers are going to have to change construction somewhat between sizes in a given model and this is requiring them to look at new, advanced shell construction methods to give them as light a weight shell as possible that’s also as strong as possible. For each helmet tested, it is dropped twice and there are different criteria for the first and second drops depending on head form size.

Since the helmets will be properly sized to the actual head geometry of the racer, it’s going to be a better helmet because it’s not going to shift or move during an impact.

With advances in head and neck restraint systems (HNR),such as the HANS Device, the new Snell standard will have a component that will test for compatibility of the helmet shell with the HNR. The attachment anchor points (where the device attaches to the helmet) will require proper reinforcement in those areas to withstand lateral shear force that they may see in an impact. Manufacturers will most likely view the helmets and HNR as part of an overall driver safety system.

Snell introduces new helmet ratings every five years. If you have an SA2005 helmet, it should be compatible for some time to come. When the SA2005 standard was introduced, most sanctioning bodies started phasing out the use of SA95 helmets. For those that will be interested in getting one of the new SA2010 rated helmets, availability from manufacturers will most likely begin in October 2010 and be phased in throughout 2011.

If you would like to read more about Snell testing and standards, you can visit their website at www.smf.org.

Brands Hatch Makeover.

2010-02-10T18:17:00.003Z

Brands Hatch has carried out a major resurfacing project, replacing over half the Indy circuit to improve the quality of the track surface for it's competitors, who can experience it on test days available throughout January and February.

The track has been resurfaced from mid-way down Cooper Straight, through McLaren, around Clearways and down the Brabham Straight to the centre of the pit complex using Prixmat surface material, well known for its high performance friction surface qualities.

Other circuit improvements include the addition of new kerbing at the exit of Druids, reinforcing the area behind the kerb on the exit of Graham Hill Bend and reducing the width of the tarmac run-off at the bottom of Paddock Hill Bend.

MotorSport Vision Chief Executive Jonathan Palmer said, “This resurfacing project represents a major investment in Brands Hatch. Even in these tough economic times, MSV is committed to developing and improving our circuits. It will be interesting to see what effect the new surface has on lap times.”

BREAKING NEWS: SCHROTH Racing in a new class - HANS GT

2009-10-29T18:02:00.002Z

SCHROTH Racing announces the release of a brand new series of HANS device, the HANS GT and an extension to their current range.

Continuously striving to offer their customers the best technology and the best prices SCHROTH Racing have produced the new HANS GT which does just that! The HANS GT is a major development in affordability and performance, offering customers a high performance, lightweight design at low cost. The HANS GT incorporates all the key features of the PRO version including SlipStop and Vision advantage (sliding tether) and is only 200gms heavier than the carbon PRO.

The HANS GT line from SCHROTH Racing offers an exceptional blend of carbon fibre and Glass fibre Technology (GT). Starting at around 700g the HANS GT is 400g lighter than the entry-level Sport models and just 200g heavier than our PRO line. The HANS GT is the perfect balance of high-tech and cost savings!

The new line of HANS GT from SCHROTH Racing are designed on the proven shape and forms of
their PRO Systems as tried and tested in the lab and on the track. The newest versions of the HANS GT includes a 20° Medium and 20° Large as well as a 30° Medium for the majority of drivers and one additional model in the works for early 2010 will be a 10° Medium.

New for 2010 SCHROTH have also launched new sizes of their existing range to suit a wider variety of drivers. These include a 20° Small, a 20° Extra Large.

Overview of features of the entire SCHROTH HANS product line for 2010 include:

HANS Pro - HANS GT - HANS Sport
* Vision Advantage Plus Sliding Tether System - Standard on ALL HANS.
* Patented SlipStop™ Plus contact surface on PRO and GT; retaining winglets on Sport
* Proven comfortable shapes to fit all types of drivers and seating positions
* Wide range models (10°M, 20°S, 20°M, 20°L, 20°XL, 30°M, 30°L, 40°M)
* Free carrying bag to protect your HANS
* Interchangeable Padding System (Foam and Gel padding kits available)

Click here for more info

Rally Crash - Thumbs up for HANS!

2009-10-28T16:42:00.011Z

After years of circuit racing and rallying, whilst running 3rd fastest overall on day 2 of 5 on the 2009 Targa Newfoundland Rally, my first event using the
HANS device you guys supplied, it happened! We left the road at approx 90mph and did some kind of end over end with a few rolls to end up 300ft in the Bush. Apart from my Navigator’s broken arm we both walked away without any other issues which can only be attributed to the Schroth HANS Device used in conjunction with the correct Harnesses and Sparco Pro ADV Lateral Head Restraint Seats. I’m 100% sure it would have been a very different outcome without the HANS! Thanks for all your help, support and up to date knowledge when the decision was made to purchase HANS Devices for the team, I’ll never get in a race car again without it, it saved us for sure!

Thanks
Roger Tillotson

Ecclestone pessimistic about Donington

2009-10-12T10:56:00.001+01:00

Bernie Ecclestone now doubts that Donington Park will be ready in time to host the 2010 British Grand Prix even if the circuit bosses can secure the required funding package.

Donington had been given until the end of this week to prove to Ecclestone that it had the finance in place to complete the comprehensive rebuild required to host Formula 1 next year.

The F1 commercial rights-holder hinted that he had not written off the circuit completely at this stage - replying "wait until Monday to write the truth" when asked by the Daily Telegraph if the latest deadline had been missed.

But he admitted that he was now very pessimistic about Donington's chances.

"It's not good, is it?" Ecclestone told The Times. "Even if they get the money, I cannot see how it will all be ready in time to go.

"It is very disappointing because we thought it would happen, but they cannot go on missing deadlines.

"They could still come to us saying they have the money, but there is no way the circuit would be ready at this late stage. It looks as though we will have to start planning again."

Donington has a 17-year deal to hold the British GP, but needed to make substantial changes to its infrastructure, access, and paddock facilities as well as redesigning the circuit to feature an additional infield loop. This work began earlier in 2009, but is a long way from completion and has been delayed by both planning and financial issues.

Ecclestone had initially been adamant that Donington was the only option for the British GP's future, but he has since indicated that present home Silverstone would be allowed to step in if Donington was not ready.

Next year's British GP is provisionally scheduled for 9-11 July.

End of the road for Donington?

2009-10-12T10:51:00.002+01:00

The fate of the British Grand Prix lies in the balance as yet another deadline passes at Donington where Simon Gillett is unable to demonstrate how he will fund the redevelopment of the circuit due to host the event from next year.

Friday saw the fourth - or fifth, depending on your point of view - deadline come and go, leaving Bernie Ecclestone to tell the Press Association: "We will see what happens on Monday."

However, talking to The Times he admitted: "It's not good, is it?"

"Even if they get the money, I cannot see how it will all be ready in time to go," he added, a view shared by many. "It is very disappointing because we thought it would happen, but they cannot go on missing deadlines. They could still come to us saying they have the money, but there is no way the circuit would be ready at this late stage. It looks as though we will have to start planning again."

Speaking at this year's event, when asked what would happen should Donington be unable to meet its commitments Ecclestone said that Silverstone would host the 2010 race. However, Damon Hill, president of the British Racing Drivers' Club (BRDC) which owns Silverstone has since said that he doesn't want to see the Northamptonshire track used as a stop-gap.

Gillet and his company Donington Ventures Leisure Ltd have faced all manner of problems ever since the deal was first announced, ironically, at Silverstone on the Friday of the 2008 British Grand Prix. Other than finance, there have been various legal and planning issues, not to mention the global economic crisis.

Nonetheless, Gillet has constantly insisted that all was well, that money would be in place, targets would be met and that the future of F1 in Britain was assured, though many have been sceptical from the outset.

Debentures, one of the main ways in which Gillet hoped to raise the required £120m in funding, might work for the All England Club in terms of the Wimbledon Tennis Championships, they might work for Arsenal Football Club (ugh!), Wembley Stadium, the Millennium Stadium and Twickenham, but there was never any guarantee that the system would work for Donington. Not with the prices being asked and not with the economic crisis.

Ecclestone, who has waged a bitter war against the BRDC for as long as most fans can remember, constantly leaving the future of the event in the balance, may claim not to be worried by Britain's potential absence from the 2010 calendar - after all, he has Abu Dhabi and Korea - but the fans, teams, drivers and sponsors will, the British Grand Prix having been a constant on the F1 calendar ever since it hosted the first round of the official Formula One World Championship in 1950.

Silverstone Accident

2009-10-05T17:56:00.007+01:00

Recaro race seats and Schroth 6 point harness supplied by MSAR Safety kept us alive. Thanks guys.

John Thorne

Well, nearly 10 years in racing so it had to happen sometime, my first really big shunt - and I wasn't even driving at the time!

Off side corner took the brunt.	Overall 7.	Snapped wheel & snapped brake disc.
Front chassis totally destroyed.	All suspension components scrapped.	Rear Quarter.

While testing a new driver for next seasons CSL Cup, the combination of cold tyres and some oil down on the circuit meant we spun off at Abbey corner on Silverstone GP circuit. Unluckily enough we managed to avoid the tyre wall and slammed sideways into a concrete retaining wall at over 60mph, this was the result.

Overall shot of damage.	Footwell.	Front chassis.
Overall 5.	Remainder of wheel & tyre assembly.	Overall shot 2.

The driver was knocked unconscious and in the aftermath I looked over to see him slumped in the seat and thought “Oh God, he's dead”, I put my hand on his chest to check his breathing and when he moaned I thought “Oh thank God, he's alive." The marshalls were fantastic, they did their usual brilliant job, got me out, got the driver out and sent us down to the medical centre as quickly as they could.

The force was so great the passenger seat frames warped.	Warped transmission tunnel.	Snapped top mount.
Cockpit remained intact.	Cracked floor pan behind drivers seat.	Snapped chassis leg.

Prognosis looked OK for me but Roger was incoherent and both of us were rushed to Northampton General Hospital. A few hours later and Roger is on his way home with a mild concussion but I'm in a bit of trouble. Turns out I've broken my ribs on the right hand side and I'm peeing blood - not good. One overnight stay later and a full chest ultrasound confirm I've done my best to re-arrange my internal organs with the result of some internal bruising but nothing long term, I'm let home with the NHS version of horse tranqulisers and told to 'rest'. Ha.

The floor of the drivers side folded underneath itself.	Bent passenger sub frame.	Drivers footwell.
Wheel 2.	Passengers footwell intact.	Creased Firewall.

I see the car for the first time a few days later (there's only so much day time TV one can take before even pain forces you out) and I'm a little shocked, the impact was tremendous. The E46 chassis is strong in itself but we've managed to narrow the whole car by nearly a foot. Even the transmission tunnel and floor are buckled to the extent that they are folded over one another, it really is pretty shocking to see.

Overall 3.	Drivers floor 2.	Warped transmission tunnel.
Overall 4.	Drivers foot well in tact, with minor warping of pedal box.	Warped firewall.

We spend a long time developing our cages for all of our race cars and the same overall design is used on the Cup cars and the Vauxhalls and I have to say I'm glad we put so much effort into them, the passenger compartment is nearly unaffected, even the pedal area suffers almost zero intrusion and Roger and my injuries are purely due to the shock force itself. We triple brace the front suspension towers and brace these into a special dash bar which runs across the width of the car and even this has been compressed together by the impact – concrete walls don't give much.

Offside front wing.	Snapped brake disc.	Transmission Tunnel.
Roof and pillars totally in tact and un-moved.	Broken chassis.	Overall 8.
Front shot.	Footwell.

I can think of better ways to market a cage but no better way of testing one. The car's shell is destroyed but we can strip most of what is there and build a new car so its a testimony to the E46 shell as well. Tough cars these E46 M3's. Our safety was also ensured by our using top quality safety equipment. Recaro race seats and Schroth 6 point harness supplied by MSAR Safety kept us alive. Thanks guys.

Bent & destroyed competition shock unit.	Underside.	Crack behind drivers seat.
Passengers seat rail warped.	Nearside front leg moved 10mm.	Collapsed manifold primaries.
fside wheel arch.	Even the near-side chassis leg moved 10mm.

Bell announces the launch of BELL STAR CLASSIC

2009-10-05T15:55:00.002+01:00

The Bell Star Classic has the same shape as the famous Bell Star from the seventies but is produced to the latest safety standard (Snell SA2005) using the latest production techniques and high tech materials. This helmet is perfect for classic car enthusiasts and drivers of historic racing cars.

"A Star is (re)born."

The Bell Star helmet, launched in 1966, was the world's first full-face motorsports helmet. That Bell would introduce a quantum technological leap forward like the full-face had come to be expected. After all, Bell invented the motorsports helmet in 1954, significantly upgraded the design with the addition of expanded polystyrene (EPS) foam a couple years later and quickly earned the admiration and support of the world's top motorsport racers and enthusiasts. Many famous drivers such as Jacky Ickx, Jackie Stewart, Niki Lauda, Gilles Villeneuve and many others have all worn the Bell Star to protect their head in the seventies.

Fast-forward 40-odd years to 2009 and Bell is again launching a helmet called Star Classic to the delight of true classic car enthusiasts and historic car drivers. Reintroducing the same shape as the famous Bell Star from the seventies but produced to the latest safety standard (Snell SA2005) using the latest production techniques and high tech materials.

* Famous Bell Star design as worn by famous F1 drivers in the seventies
* High tech lightweight carbon-Kevlar® composite shell combined with multiple densities liner
* Snell SA 2005 homologation for highest level of safety.
* Available with Hans® "post" clips fitted as original equipment and FIA 8858 label.

Snell SA 2005 approved – FIA 8858 approved for use with Hans®

Sizes: SML – MED – LRG – XLG

Price £530.00 or with Hans Clips £610.00

HANS device saves Hall in Nelson Rally

2009-09-29T09:36:00.003+01:00

"That would have to be the best $1500 we have ever spent," was leading Nelson rally driver Kieran Hall's comment as he surveyed the remains of his Southfuels Subaru Impreza, after a 170kph crash saw his goal of becoming the 2009 New Zealand Rally Championship [NZRC] Rookie Champion dashed on the final stage of Day One of the Rally of Nelson last weekend - September 19 - 20.

Clipping a large hidden rock on the inside of a high-speed bend catapulted the car upside down and head-on into a bank on the opposite side of the road and it came to rest within 80 metres of the rock, making for an enormous rate of deceleration.

The fact that KIeran and Co-Driver Peter Hart were able to walk away from the wreck, and signal to following cars that they were ok, is testament to not only the structural integrity of their Southfuels Subaru, but also the HANS [Head And Neck Support] Devices they were wearing, which ensured the sudden stop did them no harm.

"The worst part was all the gravel and rubbish that caught me in the face as the car initially hit the bank with my side of the windscreen, but I reckon I wouldn't be here making these comments now if it hadn't been for the HANS Device, that's for sure...!", said Kieran.

"The car's a mess and our dreams' gone, but we are both ok, so we are Proof Positive that HANS are a 'Must' for our sport nowadays."

"So now we have to re-group and, following discussions with our Sponsors and Supporters, work out what we can do to salvage what we can from the car and decide what our best options are - to either reshell it or invest in a new one, so we can come back bigger and better than ever for the 2010 NZRC."

In the meantime Kieran will be concentrating on preparing for the Rally New Zealand Rising Stars International Award Final Shootout to be held in the Maramarua Forest, south of Auckland, over the weekend of November 21 and 22, having gained automatic qualification after last weekend.

The International Award winner - who will be selected from the three qualifiers - will win a prize package worth at least $50,000, which includes a financial contribution and professional mentoring, to use towards competing in an international rally in 2010.

"So we have plenty to do - and perhaps a bit more than we would have liked - but still have lots to look forward to in the next couple of months, as we put together year two of our four year programme to become NZ Rally Champions."

Original Article

Lotus will return to F1 in 2010

2009-09-15T13:34:00.004+01:00

Lotus are to return to Formula 1 next season for the first time since 1994.

The Malaysian-funded outfit have been awarded the final grid spot and join Campos GP, Manor and US F1 as one of four new teams for 2010.

The FIA has given current team BMW Sauber "14th place" for 2010, meaning they are now first reserves.

However, motorsport's governing body says it will "consult urgently" with the 10 existing teams to expand the grid from 13 to 14 teams for 2010.

"The FIA believes that a good case can be made for expanding the grid to 14 teams," read an FIA statement released on Tuesday.

"It will be consulting urgently with the existing teams regarding the introduction of an appropriate rule change to expand the grid to 28 cars in time for the first Grand Prix in 2010."

Lotus will be initially based at the RTN facility in Norfolk, UK, some 10 miles from the Lotus Cars factory. The 50,000 square foot facility was originally built by Toyota for its initial Formula 1 programme and then used by Bentley for its Le Mans programme.

The team's future design, R&D, manufacturing and technical centre will be built at Malaysia's Sepang International Circuit.

In its new incarnation the team is a partnership between the Malaysian Government and a consortium of Malaysian entrepreneurs.

It will be led by team principal Tony Fernandes, the founder of the Malaysian-based Tune Group, which owns the Air Asia airline.

Mike Gascoyne - who has 20 years experience in the sport after working with Jordan, Renault, Toyota, and most recently Force India - returns to F1 as the team's technical director.

Lotus has reached an engine supply deal with Cosworth.

"The team will announce its two drivers by October 31 2009. Currently six local and international drivers have been selected," said a statement from the Malaysian Government.

Malaysian Prime Minister Najib Razak added: "This is not only a dream, it is a reality. Malaysia is part of Formula 1 and we are determined to do our best to make our mark in this arena.

"I believe this is a meaningful development that will boost Malaysia's image."

Just three hours after the Lotus return was confirmed by the FIA on Tuesday, BMW Sauber revealed Swiss-based Qadbak Investments had agreed to buy its team.

The German car manufacturer, which took over Sauber in 2005, had said it would withdraw from F1 at the end of July, citing "current developments in motorsport" as the reason for their decision.

BMW was the second major manufacturer to announce it was leaving the sport after Honda's withdrawal eight months earlier.

But the FIA said it had received an "impressive application" from the team despite the uncertainties over its future ownership.

BMW Sauber's reserve slot means they can fill any vacancy that might occur between now and the start of the 2010 championship.

The organisation behind the new Lotus team have bought the rights to the name Team Lotus - which competed in F1 from 1958 through to 1994 - and have been awarded BMW's place, also pushing out Spanish outfit Epsilon Euskadi, following an intensive selection and due diligence process conducted by the FIA.

The team won seven constructors' crowns and six drivers' championships, including wins by Britons Jim Clark and Graham Hill, during their golden era in the 1960s and '70s.

Three-time world champion, the late Ayrton Senna, drove for Lotus for three seasons between 1985 and 1987 - although the team enjoyed limited success during that period.

Lotus withdrew from F1 in 1994 because of financial pressures but remains the fourth most successful constructor of all time.

Stanley makes successful GT Debut

2009-09-02T19:56:00.003+01:00

Jamie Stanley (sponsored by MSAR Safety) made a successful GT racing debut on 29th August contesting the Britcar four hour race in the Fox Motorsport Ferrari F430 GT3 run by the FF Corse Team.

The Foxint.com backed car qualified fifth overall and third in class with experienced GT racer Rob Barff at the wheel before handing over to Stanley to allow him to complete his qualifying laps.

Stanley started the race and was soon lying in fourth place and second in class until the leading class two car of Mick Mercer slowed and Stanley seized the place to elevate the FF Corse team to third overall and the leaders in class two.

Following a fuel stop under the safety car Stanley handed the car over to Barff who pushed hard and soon elevated the team back to the class lead and third overall. With one hour to go Barff handed the car back to Stanley and the team managed to hold their position until the final few minutes of the race where the team needed to make a final splash and dash fuel stop.

The result of the extra fuel stop meant the Foxint.com, FF Corse team crossed the line fifth overall and third in class. "If someone had said that I would pick up a trophy the first time I raced a Ferrari I'd have taken that let alone almost win our class" said Stanley.

"I think the weekend has been fantastic FF Corse have done a brilliant job with the car it has run faultlessly and thanks to FOXINT.COM hopefully we can build on this with further success" added Stanley.

Stanley will return to racing action himself in the Lotus On Track Elise Trophy when the series heads to Spa Francorchamps in October.

Images courtesy of Paul Cherry

Lifting the lid - Formula One helmets uncovered

2009-08-19T05:15:00.006+01:00

Before the 2009 Hungarian F1 Grand Prix, helmets only really made the headlines when a driver decided to sport a new livery or auction one for charity. But Felipe Massa's dramatic accident during qualifying for the Hungarian Grand Prix brought driver safety - and in particular the great strides made in helmet design over the past few years - into much sharper focus.

Back in Formula One racing's early days, it was speed, not safety that took precedence. Legendary world champion Juan Manuel Fangio preferred to race in a simple balaclava. But by 1953, even Fangio couldn't hold back the tide, and helmets were made compulsory. The ones used nowadays, however, bear little resemblance to their primitive 1950's predecessors and are the product of years of research and development.

As with all aspects of the sport's safety, the FIA sets the standard, and the governing body's most recent evolution of their helmet regulations, FIA 8860-2004, was developed over an eight-year period. Drafted by UK testing facility, Transport Research Laboratory (TRL), the new criteria were adopted by the three main Formula One helmet manufacturers, Arai, Bell and Schuberth, and the resulting homologated helmets were made compulsory by the World Motor Sport Council in 2004.

Although the exact composition of the materials that make up a Formula One helmet is a secret closely guarded by the manufacturers, the rigid outer shell features a couple of layers, usually fibre-reinforced resin over carbon fibre. Underneath, there is a layer of aramid (also used in many bulletproof vests) and another much thicker layer of polyethylene, a soft and deformable material, which is covered with the same flameproof material used in drivers' overalls. Smaller quantifies of aluminium, magnesium and the binding agent epoxy resin are all added to the mix too.

The typical weight of a Formula One helmet is a remarkably minimal 1250 grams. The lighter the helmet, the less weight it adds to the driver's head under extreme G-forces, which in turn lessens the risk of whiplash-type injuries when something goes wrong. But as Massa's accident in Hungary so dramatically demonstrated, a helmet also needs to be super strong, so it can absorb impacts and resist penetration during a crash.

With these (somewhat incompatible) aims of being both tough and lightweight, it's no wonder the effort that goes into crafting a helmet that can fulfil the FIA's demands is immense. First, the driver's head is scanned to create a life-size model. This sculpted replica is then wrapped, layer by layer, with 120 mats of high-performance carbon fibre to ensure the perfect fit.

With every thread of fibre consisting of about 12,000 'microthreads', each of which is about 15 times thinner than a human hair, the process is as expensive as it is cutting edge. In one helmet, the total length of all the threads is approximately 16,000 kilometres. Over the same distance you could drive from Tokyo to London.

The individual layers are then bonded together in an autoclave (a type of 'industrial pressure cooker'), hardening under high pressure and at a constant temperature of 132°C. In addition, the parts which will be subject to huge loads once the helmet is in use, like the visor cut-out, are reinforced with supplementary materials, like aluminium and titanium.

As well as fulfilling its primary role of protecting a driver, the helmet must also allow him to see and breathe. Ventilation is provided through a small intake at the front, which filters the air to clean it of any motor oil, carbon and brake dust particles. Up to 10 litres of fresh air flow into the helmet's interior per second.

The visor is made from a three millimetre-thick piece of specially-devised clear polycarbonate. Combining excellent impact protection, with flame resistance and excellent visibility, it's by far the best solution. Most drivers tend to use tinted visors, which are coated with anti-fogging chemicals to prevent them misting up. In addition, there are several transparent tear-off strips attached to the outside, which the driver can remove as and when the visor gets dirty.

With equally strict safety standards to live up to, helmets are tested just as thoroughly as the cars. Fitted on an imitation metal 'head', and equipped with sensors that measure deceleration, the helmet is mounted on a sledge running on vertical track. To replicate an impact, the helmet (and 'head') are then lifted to a specified height and dropped on to a variety of objects, including a flat surface, a sharp edge, and a half-sphere.

The helmet test facility at TRL boasts a drop tower over 15.5m tall, which is capable of accelerating objects through gravity by up to around 17m/s (63km/h). A helmet designed to meet the FIA's 8860 standards needs to withstand an impact of 9.5m/s (34.2 km/h). At this speed, the sensors must never display a deceleration of more than 300g, while 225 joules of energy must be dissipated.

In line with the regulations, helmets also undergo a variety of further deformation and fragmentation evaluations, as well as procedures to test the HANS device, which prevents a driver's head from hitting the steering wheel. There's also a compulsory fire test, during which the helmet is subjected to an 800°C flame for 45 seconds. To pass, temperatures inside the helmet are not allowed to exceed 70°C, otherwise it is back to the drawing board. The visor, meanwhile, has its protective qualities evaluated by having projectiles shot at it at 500km/h. The impact marks must not exceed a depth of 2.5mm.

On top of these all-important safety tests, helmets also go through stringent wind-tunnel trials to ensure the design creates minimal drag when the driver is travelling at speed. All in all then, from start to finish developing a Formula One helmet is a long-winded and pricey process. But considering that Massa is already up and about - and talking about getting back behind the wheel - it's clearly worth all the effort.

Original article from the official Formula 1 website

How could you get back in a race car after a wreck like that?

2009-08-15T23:34:00.002+01:00

People often ask me, "How could you get back in a race car after a wreck like that?" usually referring to my tumble at Talladega in 1996.

The only explanation I can give them is to try and describe how a driver thinks. Oh boy!

On race day, drivers don't wake up in the morning thinking about the possibility of being in a big wreck. Instead, they're focused on the last few laps of practice the day before the race, the info they can give the crew chief before the car rolls to the starting line and preparing for that day's race and the idea of winning.

You see, drivers are all about finding speed. That is where their total concentration is. They understand and accept that wrecking is a part of their job. But their minds are occupied with finding a way to be better than the driver next to them. A lot of energy and effort goes into finding an area on the track or an adjustment in the car that translates to having an advantage.

This may explain why after a particularly scary wreck, like the one we saw Monday at Watkins Glen, how drivers seem so calm in their interviews. Throughout all of their racing lives, drivers are obsessed with the idea of competing and winning. That is what occupies their minds.

Because of this, you don't immediately realize what you just experienced. You have no consideration for how spectacular a wreck might have been. The only things you're thinking about is that your day is done, that you lost points in the standings and, possibly, that you just destroyed your most productive car.

I'm not saying this is normal; I'm just saying this is how a driver thinks.

My wife's explanation, drawing on years of frustrated experience, is that race car drivers lack that little voice most people apparently have in their heads that warns them of danger and tells them they need to be cautious. For many years, she would get angry with me and ask, "At what point are you going to listen to that little voice telling you to slow down?" Only recently did she realize that it's not that I ignore the little voice. Rather, it isn't there.

I don't ever recall hearing it, and I guess it could explain why us race car drivers aren't afraid of wrecking or getting back into the car after The Big One, and why most fans don't understand our reaction to the question, "How can you get back in the car?"

For the three drivers most affected by Monday's wreck – Sam Hornish, Jeff Gordon and Jeff Burton – there will be little effect from the crash as they move to Michigan for the next event. I know this because they unstrapped and exited their cars. I know this because I understand drivers. And I know this because mentally, after the first few laps of practice this Friday, their attention will be on Sunday's race and how to make their cars just a little faster for it.

But I left some wiggle room in saying "little effect," because you cannot subject yourself to that kind of abuse and not have it affect you physically. If it happens often enough and becomes exaggerated, it ultimately affects others aspects of your life that help mold you as an athlete or competitor.

In the case of Gordon, if he exacerbated the problems with his back, that won't necessarily affect how deep he can drive into the corner and it won't impair his ability to mash the gas pedal in the middle of a turn. But it will have an impact in his daily life, concerning things he takes for granted like quality of sleep, which can be aggravating and disruptive.

After my wreck at Talladega, the biggest problem I had wasn't inside the car, but outside of it. I lost sleep because of the pain and discomfort. The injury changed my routine without me even realizing it.

Any driver on any given Sunday understands that to beat the best, you need to be at your best. While I claim drivers don't spend much time thinking about the possibility of being in a wreck and are quick to dismiss ones they've walked away from, it doesn't necessarily mean they are not affected by them.

I can assure you that over the past few days, all of these three drivers gave consideration to how lucky they where. They appreciate the safety improvements that NASCAR has made to the cars and the gains made in the quality of their seats, helmets and HANS device. They appreciate being healthy, which leads to perhaps the greatest appreciation: Despite experiencing a violent wreck just a few days ago, they are healthy enough to compete this weekend. Because that's how drivers think.

By Ricky Craven - NASCAR Driver
Ricky Craven is one of a select group of drivers to have won races in each of NASCAR's Nextel Cup, Busch and Craftsman Trucks series. Craven also won Rookie of the Year honors in the Cup, Busch and Busch North circuits, becoming the first to earn the honor in three major NASCAR touring series.