The Weekly Grapevine

The 2008 Entry List

D(ecision)-Day for Formula One post-2008 is edging ever closer. Following a unilateral 31 March cut-off point for entries for the 2008 (and beyond) championship, the FIA had scheduled a meeting of all applicants on April 10, later cancelled. And, whilst the sport's governing body has yet to announce exactly who, what and which entities had submitted entries - striking a blow against those who fervently believed that 'new' F1 would, from its start, be governed transparently - strong rumours as to the attendance abound.

Twenty two parties - the exact reasons as to why not all deserve to be referred to as 'teams' will become clear as this column unfolds - are said to have submitted entries (for, mind, 12 paddock slots). They will then have until 1 November next year to lodge the requisite €300,000 entry fees. Rejects will be advised by the FIA in advance of being named (and, likely, shamed) by the media.

Until April 18 the full list of applicants remains shrouded in secrecy. There are, of course, those who have admitted to submitting entries, and others who have not denied their interest. The former group includes all six signatories to commercial rights CEO Bernie Ecclestone's revised Code of Commercial Conduct - which, given that all references to 'Concorde' has been expunged from documents relating to the brave new period, is struggling to find an identity - plus the five Grand Prix Manufacturers' Association members, motor-sport and -industry consultancy Prodrive run by David Richards, and former Minardi boss Paul Stoddart.

Thus it is safe to assume that representatives from - in present numerical order - Renault, McLaren, Ferrari, Toyota, Williams, Honda, Red Bull, BMW, MF1, Toro Rosso and Super Aguri, plus Richards and Stoddart will be joining FIA President Max Mosley and Ecclestone for tea and biscuits on April 10.

Paul Stoddart at the 2006 Australian Grand Prix © XPB/LAT

Then, given that CVC Partners have recently received clearance from the European Union to take over the sport's commercial rights, the venture capitalist's managing partner Donald McKenzie will, no doubt, make an appearance to acquaint himself with his primary 'suppliers' and elaborate upon his company's latest purchasing sprees: in addition to the 86% of SLEC previously procured by CVC, last week saw the remaining 14% of F1's holding company (held by merchant bank Lehman Bros) and all of Allsport, F1's hospitality/merchandising concession holder, come under McKenzie's control.

The 11 existent teams have all proved in the recent past that they, to larger or lesser degrees, have the wherewithal to compete at world level, and should thus be clear shoo-ins. But, as always in Formula One, nothing is as simple as it could and should be, and, with Article 45 of the 2008 Sporting Regulations stating, 'All applications will be studied by the FIA and accepted or rejected in its absolute discretion', even teams with the most illustrious of histories could find themselves in F1's cold.

What chance a McLaren, Renault, Toyota or even Ferrari having their entries rejected come 18 April? In theory, every likelihood, as there is nothing to prevent the FIA, which owns the FIA Formula One World Championship, from doing just that. Of course, protracted and costly court cases would follow should that come to pass, but just as homeowners are fully entitled to reserve right of entry into their abodes, so the controlling body may reserve the right of entry into any of its championships, and the Formula One World Championship, despite its iconic status, is no different.

Logic, though, dictates that the G11, as presently gracing grids, will be accepted by the FIA. All too often, though, the sport, which relies upon the application of the highest forms of logic when faced with technical conundrums, seems strangely devoid of same when dealing with nitty-gritties.

That said, there is no guarantee that the 'rebel' five will even be present come the opening round of the FIA's 2008 championship. Given that no financial or other commitments beyond a set of signed documents have been demanded from entrants (until that is, 60 days before the championship year proper commences), GPMA members, still embroiled in a war of words and wills with the FIA (and, to a lesser degree, with Ecclestone), can at any stage until that point withdraw their entries to do their own thing.

They may, thus, have acted extremely prudently and hedged their bets: ensured entries were timeously lodged whilst retaining the option of withdrawing them at any point within the next 19 months - during which an enormous amount of upheaval (or, hopefully, reconciliation) can occur. But, for now, they are in the FIA fold, and included amongst the 22.

Who, then, are the others?

Shortly before cut-off, Prodrive issued a release confirming its entry, and, as related in these pages a month or so ago, Prodrive has the wherewithal and will to enter the formula in its own right. Richards' F1 experience is a matter of record, his 'Fulcrum' base offers superb facilities, better probably than are available to 50% of existing teams, and the former World Championship-winning co-driver has of late nailed his company's colours firmly to the FIA's mast. So, without doubt, a top contender for a slot.

Prodrive's proposed factory design © Prodrive

Complicating the cause of the known candidates are numerous entries from GP2 and F3 teams, who, for their own reasons, appear to have overlooked the fact that, in the 56 years since the World Championship officially commenced, no less than 116 operations have disappeared - most of whom had been junior league operations with aspirations way beyond their stations.

Whatever, grouped in this 'hopeful' category are the likes Spanish GP2 teams Racing Engineering and BCN Competicion, plus France's DAMS, and David Price Racing. Can these entries be taken seriously? Racing Engineering, owned by the exceedingly wealthy marquis Alfonso de Orleans and riding the crest of F1's present Spanish wave, is directed by ex-F1 technical director Gary Anderson and stands every chance of acceptance. Should, that is, a vacancy come to pass.

BCN and DAMS, too, stand a chance, but the former, run by Argentine F1 engineer Enrique Scalabroni, has struggled in A1 Grand Prix - the team failed to win a single race in 22 starts with what is, to all and intents antiquated technology when compared to F1 - whilst the latter, way more successful in A1, has oft made F1 noises to no tangible effect. Better odds of making the cut, however, rest with DPR, which harbours close links with the Japanese company lifestyle products company Direxiv - which has made no secret of its F1 aspirations.

Price's outfit, in turn, has close links to McLaren - the company was heavily involved with Ron Dennis' pet F1 road/racer project, both as parts supplier and race-winning entrant - and it is salient to note that Dennis maintained last week that Direxiv, thought to have approached McLaren with a view to taking over the company's redundant Woking facility, had submitted an entry. But, given the politics atmosphere surrounding F1 at present and Dennis role therein, such McLaren links could prove counter-productive for the ambitious Japanese company fronted by beauty queen Misato Haga.

Also suspected of having submitted entries, but realistically ranged below afore-mentioned GP2 outfits are Italy's FMS International - partially owned by Giancarlo Fisichella and yet to run competitively in the series, and Carlin Motorsport (operated by Trevor Carlin, who last year gained a modicum of F1 experience via Midland-Jordan). Do these teams, in their present incarnations, really deserve a shot at motorsport's Big Time?

At least, though, aforementioned teams have facilities, whereas at least four of the suspects do not at present own racing cars, let alone workshops. True, they all, to larger and lesser degrees, have F1 experience, and their connections may well help them. (Or, are they merely helping their connections?)

One such 'entrant' is Irishman Eddie Jordan. Compatriot Gary Anderson on Sunday said that the former team boss was itching to get back into F1, and had submitted an entry. Maybe, but with no factory, no cars and no sponsors to speak of, and no entry fee required from the FIA for the appreciable future, talk can be cheap, and Jordan's recent words have held little overall value. Add in Jordan's friendship with Ecclestone - who could well be pulling in favours to 'pad' the entry list - and any entry as may exist is tagged 'suspect' by this column.

Another with the considerable motivation of unfinished F1 business is Craig Pollock and, he too has been linked with an entry. But, like Jordan, he has no vehicles, facility or team to speak of, and whilst the blue-eyed Scotsman has drive in spades, any application by the ousted BAR founder is thought to be a long shot. Crucially, Pollock has made no aspirational noises of late; in fact, in Australia he told Speedtv.com: "Anybody who puts an entry in is making a huge personal commitment. It's (2008) not a long way away - they'd have a very short time to build up anything. And I wish everybody a lot of luck. It'll be tough for everybody." Make of that what you will.

Craig Pollock at the 2006 Australian Grand Prix © LAT

If Pollock is being cagey, then former Minardi boss Paul Stoddart was exactly the opposite when confronted during his home Grand Prix. He admitted to having submitted an entry - even before the GPMA's members couriered their entries en bloc - and stated he was very serious in his intentions. However, given his 'history' with the FIA, rather a lot of clear water needs to flow under various bridges before the Australian aviation entrepreneur can once again insert 'Formula One Team Principal' on his c.v.

No analysis of the situation can be complete without a mention of those who were expected to enter, but subsequently failed to do so (or admitted to having elected not to). Top spot here goes to Roger Penske, whose teams have conquered all major racing series - including F1, with a fine win in the 1976 Austrian Grand Prix coming courtesy of John Watson.

As a CART stalwart and IRL entrant, Penske knows better than most the devastating effects of a championship split, and could well be biding his time to see whether F1 stays together in the long term. If it does, he will, given the ceiling of 12 teams, have lost out; if not, he will have been wise to stay away. Either way, Penske, who gave Ilmor their first real break, would appear to have had the decision made for him.

Then, ART Grand Prix, often referred to as 'Ferrari Junior' in view of Jean Todt's son Nicholas role as president of the team originally set up by Frederic Vasseur, have stated they did not submit an F1 entry. Likewise, fellow GP2 team Arden's aspirations are said to have been quelled by team owner Christian Horner's 2005 elevation to Red Bull Racing Sporting Director.

No doubt the San Marino Grand Prix weekend will be a hot-bed of speculation and hints and rumours as individual agendas ensure the gossip mill continues turning at full speed, although the identities of the 22 should at least be known after Monday's meeting, then comes the long wait to 28 April.