The Weekly Grapevine

The Formula One Teams Association

There was a time when the number of accounts of the goings-on within a team principals' meeting were in direct proportion to the number of attendees. And, in times of ultra-high politicking, there were not infrequently more versions being bandied around than team bosses had attended.

However, a remarkable veil of silence would appear to have settled since last week's meeting in Maranello, during which the idea of forming a team trade union was mooted and had, according to three totally unrelated sources, Ferrari boss Luca di Montezemolo proposed as the first of the body's annually rotating chairmen by none other than former sworn enemy Ron Dennis.

As of Sunday in Hungary, no definite decision had been taken as to the exact name of this trade union, although all present seemed agreed that the words 'formula', 'one' - in either Arabic or digit form - 'teams' and 'association' should appear in the title.

Teams president Luca di Montezemolo © LAT

The naming exercise, though, seems not to have taken into account that FOTA was twice reserved within the sport, and F1TA sounds a bit, well, twittery, and certainly not becoming of a body ultimately representing close on 10,000 employees and billions in capitalisation.

This was readily admitted to by a team representative (note: not a team principal, which is crucial as this saga unfolds), who stated, "the final name has not yet been decided, and it is all with the lawyers who still have to draw up the papers which cover things like the name and the way things will work."

(The FOrmula Three Association and Formula One Truckers Association, the body responsible for road transportation, permits and dispensations as required by the sport, are both already known as FOTA.)

Equally unclear at the time of writing was whether future meetings would be held during race weekends, and thus in the absence of the chairman - not due to flash his F1paddock pass before Monza - and, if so, who would be chairing those meetings: "That is also under discussion," said our source.

However, back to the thrust of the matter: the significance of a team representative, and not his boss, imparting information. Simply put, obtaining information on the meeting - to which, saliently, Bernie Ecclestone and his boss, Donald McKenzie of CVC Partners, were invited - was not the work of a moment on account of the unity that now binds the teams.

In the past, getting one or more versions of proceedings was the work of a moment: a quick call or two to those in the loop, a quick chat in the paddock with one in the know, and the desired 'information' was readily imparted.

Of course, depending upon the individual's agenda, a bit of mischievous disinformation may have been thrown into the mix, and the trick, one learned through a combination of intuition and burned fingers, was to separate the wheat from the chaff. Some hacks could; others didn't - and were favoured with 'scoops' or exclusives as reward for gullibility.

All too often team bosses resorted to relating one particular aspect on the record, then suggest interviewers switch off their dictaphones - and, lo and behold, totally different scenarios unravelled. Why they bothered to expend time on official versions remains a mystery only they could answer. But at least the truth was outted, so some purpose was served.

However, during the Maranello Meet all 10 team bosses realised that their freedom of information acts were an impediment to their new-found unity, and thus agreed to draw a veil of secrecy over matters.

Ferrari headquarters in Maranello © XPB

In fact, they reportedly went further: irritated that one of their number spoke too freely with favoured journalists, they made clear that, while his team was welcome in Maranello, the meeting would be best served if he remained at base.

Whether the tale has legs is another issue, but a quick squiz through the attendance list shows a rather prominent member of the paddock community being conspicuous by his absence.

However, despite this precedent, some folk seemed unable to maintain radio silence, and slowly the veil lifted. Some spoke 'on record', others off it, with others whispering through cupped hands conditional on not being quoted. Gradually, though, a reasonably clear picture of the meeting, held in Ferrari's technical centre - immediately behind the company's wind tunnel - emerged.

Getting substantiation of proceedings, though, was well-nigh impossible.

It seems that the first point on the agenda was the establishment of a trade union following the 3 July request from FIA president Max Mosley that teams submit proposed new technical regulations which "must be ready within three months and have the support of at least a majority of the teams, failing which the FIA will itself prepare new rules for 2011."

Second was naming this new body. Despite suggestions before the meeting that a return of Formula One Constructors' Association was on the cards, 'Team' - not 'Constructor' - was adopted, prompting speculation that the way to customer car teams had been left open. Although this was rejected by two vociferous opponents of customer cars - Force India and Williams - it is clear the option exists.

Next was a voting structure - simple or two-thirds majority, or the unanimity that had become the norm since the days of FOCA, which in 1997 Bernie Ecclestone converted into the commercial rights' holding group he today controls, if not owns - and 70 per cent was agreed upon, a significant figure in view of the fact that 60 per cent are car-company controlled, with the balance being the independent teams.

Thus any motion would have to be carried by at least one independent, or three manufacturer teams, depending upon which 'faction' proposed it. And, significantly, the teams have settled on a majority of 19 per cent more than the minimum called for by Mosley. An important proviso was that the 70 per cent would apply to new discussion points only, not existing business, which would require unanimity.

Voting format decided, the teams discussed Mosley's letter, and here they agreed (apparently unanimously) to request that the deadline of 3 October be extended to 15 January on account of the work required. 'We'd rather deliver a comprehensive set of regulations by 15 January than provide half-cocked stuff by 3 October,' confided one team principal, before adding he was hopeful the governing body would consider the request favourably.

Pascal Vasselon, Aldo Costa, Mike Gascoyne, Willy Rampf © XPB

Next came Kinetic Energy Recovery Systems (KERS), the subject being rather topical in the wake of the recent Red Bull Racing and BMW incidents. While three teams (Williams, BMW, Honda) were adamant the 'green' technology should be introduced on target in 2009, five outfits (Force India, RBR, Renault, Toro Rosso and Toyota) hoped to postpone it by 12 months with, surprise, Ferrari and McLaren being open either way.

A follow up meeting was held at the Hungaroring on Sunday morning, where this split was reaffirmed. The teams did, though, agree to share their experiences with the new technology so as to achieve maximum safety asap, further cementing the bond between the teams, whose new motto could be 'best of buddies save for two hours every fortnight.'

Thus, it seems, KERS, which falls under 'existing business' and whose application is in any event optional, remains on course for introduction in Melbourne. How many teams, though, will run KERS remains open, particularly as one technical director predicted 'negative performance gains', certainly in the first year.

Thereafter points of particular import to the teams' collective and to the commercial rights' holder were discussed, namely the Concorde Agreement and future calendars. Taking the last first, the teams were adamant that 18 should be the maximum number of races - in order to prevent personnel/sponsor fatigue, and avoid saturating the audience.

Thereafter a draft of Concorde was circulated. But, according to one team principal, certain clauses contained in the May 2006 Memorandum of Understanding - which sets out distribution of the sport's revenues until 2012, backdated to January 2006 - had been omitted, so back to the lawyers it was sent.

Then the teams discussed 2012-onwards revenues, requesting that Ecclestone and McKenzie leave the room. The latter returned to Monaco, whilst BCE headed for his private jet and Biggin Hill Airport, in the process stranding RBR's Christian Horner and Williams's Adam Parr, whom he had kindly given a lift to Modena earlier that morning, in Maranello.

During this 45-minute session the teams agreed to push for 75 per cent of revenues after expiration of the current covenant - up from the present 50 per cent - with dire consequences for CVC, which presently shells out around $15m per grand prix in interest to service loans it negotiated to purchase 75 per cent of the sport's rights.

Thus ended the first cordial team principals' meeting in over 10 years - 'is it coincidence that in that period no FOCA existed, whilst a certain Frenchman dominated the sport?' asked one - although the biggest hurdle for the association is yet to come: maintaining the peace.

But, outside influences seem intent on facilitating this harmony: Horner and Parr flew back to London courtesy of Ron Dennis Airlines, and bonded further in the close confines of the aircraft.