Tomorrow morning Flavio Briatore will begin his fight back against the lifetime ban imposed upon him by the FIA World Motor Sport Council for his part in the 2008 Singapore scandal.

His appeal against the decision will be heard at the Tribunal de Grande Instance de Paris, at the Palais de Justice. Justice has been handed out on this site since medieval times, and the Palais was once the seat of the French parliament.

But will Briatore get the justice he craves and that he believes he deserves?

Little is known about what Flav will argue but his options appear limited. We know, thanks to leaks to the press, that he will seek €1 million in compensation and to have his lifetime ban from FIA competition overturned. We know that he will argue that the case had been decided before it had even been heard and that he was made a scapegoat for the situation due to the personal vendetta of Max Mosley. But, as I said, how he hopes to argue this is, and may remain due to French judicial procedure, a mystery.

One of Flavio’s strongest arguments may well be the simple fact that both Nelson Piquet Jr and Pat Symonds were offered immunity to testify against Briatore. This could quite easily be argued to signal that the FIa was only intent on prosecuting Briatore and could give credence to his claims of a witch hunt. That Symonds ultimately chose not to take that offer, however, led to his own downfall. He will also be arguing his five year ban tomorrow.

Briatore and Symonds will try to argue that the case was heard without them being present, despite both of their testimonies to FIA investigators being used in the hearing at the WMSC. Had they wished to have been present to represent themselves, they could easily have done so. Their choice in not attending may thus stand their claims of a decision in absentia void.

Personally however, I do not believe that Briatore expects to win his case tomorrow. Frankly I don’t even think he wants to.

Had he wanted the decision overturned, he could have appealed in the first instance to the FIA’s International Court of Appeal. A body separate and independent of the WMSC and one filled with legal minds, he could easily have argued his case here and stood a good chance of being reinstated.

He has gone a different route however, taking his appeal through the French court system. But why? And why do I think he will lose?

He will lose because if he wins, the regulation of sport… any sport… could fall into chaos. Sporting bodies have always been and must continue to be free to punish those who break their rules.

We are not, for the most part, talking about legal issues when it comes to sporting penalties. Take the Bloodgate controversy in English rugby. While it is not illegal to bite down on a blood capsule, the fact that a player in a match of rugby did so to initiate a “blood replacement” led to him being suspended and his manager and physio being banned from the game for a period of some years. The Renault Singapore scandal isn’t too dissimilar.

So what happens if Flavio wins tomorrow? It essentially tells anyone who has been handed a penalty by a sport’s governing body that if they want to get it overturned they should appeal the decision through the courts. Can you imagine what that would do to world sport? Every yellow card, every red card, every sending off, every touchline ban, relegations, promotions, points dockings… every sporting penalty in every championship on earth could be appealed through the courts. It could create an enormous mess, and one which effectively strips the world’s sports’ governing bodies of any real power to govern their own sports.

But, as I said, I don’t think Flavio even wants to win this one. For me, tomorrow’s case was always one he was going to lose, and I think he knows that.

Flavio has gone the route he has because he expects to lose the case so that he can appeal to a higher body. And ultimately, when all other appeal courts in France have been expended he will take the case to where he really wants it to be heard… and that is the European Court of Human Rights in Strasbourg.

He will take his case to the highest court in Europe and he will argue that the FIA has stripped him of his basic human rights. In doing so he will seek to further discredit the reign of Max Mosley at the FIA, and to smash any chances Mosley might have had at entering European Politics, if indeed that is where Max had wished to end up after his FIA Presidency, as has been rumoured for many years.

I will not be surprised in the slightest if Flavio loses his appeal tomorrow. Afterall, if my hunch is right, it’s exactly what Flavio wants.

Kondisi : tangan I dari baru, matic normal, full orisinil, interior lux, perlengkapan (gadget) komplit, airbag, CD

I’ve finally got 5 minutes to myself, so I thought I’d do a quick post on the movements of all the drivers for 2010.  Obviously, not everyone has been announced, but thus far, here are the teams and line-ups for the 2010 championship.

McLaren – Lewis Hamilton & Jenson Button (from Brawn GP now Mercedes)

Ferrari – Felipe Massa & Fernando Alonso (from Renault)

Brawn (now Mercedes) – Nico Rosberg (from Williams) & TBA

Red Bull Racing- Sebastian Vettel and Mark Webber (no change)

Renault – Robert Kubica (From BMW Sauber) & TBA

Williams – Rubens Barrichello (from Mercedes formally Brawn) & Nico Hulkenburg

Force India - TBA & TBA

Toro Rosso – TBA & TBA

Manor GP – Timo Glock (from Toyota) & TBA

USF1 - Jose Maria Lopez (subject to securing sponsorship) & TBA

Lotus – One driver signed but not yet announced who & TBA

Campos Meta – Bruno Senna & TBA

BMW Sauber – Withdrawn

Toyota – Withdrawn

This still leaves quite a few F1 drivers without a confirmed seat so far.  These include ;

Heidfeld, Grosjean, Fisichella (quite likely to return to Force India), Sutil, Liuzzi, Kobiyashi, Alguersuari, Nakajima, Kovalainen, Raikkonen (sabbatical unless a championship winning seat is available).  Other possibilities include De La Rosa, Piquet, Bourdais, Davidson, Sato and Wurz.  I could continue, but it would make my list quite long.

There are several teams with one experienced driver announced, which could pave the way for them to sign a younger driver, or former F1 driver a second ‘rookie’ seat.

Campos have put their money in Senna and will want an experienced driver to direct the team into the 2010 season, which would leave the door open for drivers such as Heidfeld or even De La Rosa.  Either way, I’ll keep the list updated with any further announcements.

As for the 2010 calendar, that’s had some changes also, and there is still some debate if some of the tracks will still be participating.  Most notably in the United Kingdom, is the British Grand Prix.  It has been said my Bernie Ecclestone that Silverstone (who have been handed an offer due to Donington now in the hands of  administrators), has until the 9th of November to make their minds up or there is no British Grand Prix.

The Canadian GP is subject to completion of changes, Korean subject to completion and

Renault Kangoo Be Bop elettrica (Z.E.), è uno dei 4 veicoli Renault completamente elettrici, senza emissioni, che arriveranno sul mercato entro il 2012, allo stesso prezzo dei “fratelli” con motori a combustione interna. Da zero a 100 km/h in 9”, velocità massima autolimitata a 130 km/h, autonomia attorno ai 100 km con forte dipendenza dalle situazioni e dallo stile di guida.

Le impressioni ricavate nel test servono a illustrare efficacemente il concetto dello stato dell’arte in casa Renault. Il veicolo è in tutto e per tutto un “mezzo di trasporto” normale, dotato di tutti confort che di per se stessi potrebbero essere assenti per aumentare l’energia a disposizione. Invece non si fa mancare nulla: dal servosterzo ai vetri elettrici fino alla climatizzazione. Ci si muove agilmente nel traffico, senza incertezze.

Si gode di vantaggi di solito riservati a vetture di lusso. Infatti non si usa il cambio (che in realtà non esiste), l’insonorizzazione è perfetta, non c’è consumo a veicolo fermo. Se pensiamo alle diavolerie che una vettura “normale” si è inventata per ottenere questi vantaggi, spesso non di serie, consistenti nei pannelli insorizzanti, nei cambi automatici più raffinati e nei dispositivi “start-stop” ha un’idea dei vantaggi insiti nella trazione elettrica.

Questi Z.E. recuperano energia nella fase del rallentamento, salvo necessità di massima urgenza dove pigiando sul pedale intervengono i tradizionali freni a disco, ovviamente con servofreno e antibloccagio Abs.

Il desiderio di usufruire al meglio delle doti di recupero di energia può essere così interessante da indurre a concentrasi troppo su questo aspetto; meglio quindi in un primo tempo guidare normalmente, le raffinatezze verranno in seguito, quasi automaticamente e consentiranno di portare l’autonomia ben oltre la soglia minima. I veicoli Z.E. saranno ricaricabili completamente a casa, con la presa di corrente, nel giro di 6-8 ore plausibilmente di notte.

Oppure al parcheggio dotato di presa elettrica, durante le ore di lavoro tipo ufficio. Una ricarica parziale di una ventina di minuti (tipo ore di pranzo) consente di avere a disposizione 2/3 dell’energia massima per farsi almeno un’altra cinquantina di kilometri.

Fonte: http://quotidianonet.ilsole24ore.com

A finales del pasado mes de Agosto, un importante diario francés indicaba que Renault había ordenado detener inmediatamente la producción del Vel Satis, poniendo así fin a una andadura comercial que había durado ocho años. Sin embargo, la marca francesa no se pronunció en relación con esta noticia en ningún momento, hasta que esta misma semana, ha anunciado que la producción de este modelo se ha detenido en la segunda semana del mes de Noviembre.

El motivo de la cancelación, y no continuidad con una nueva generación, lo tienen las cifras de unidades producidas desde 2001. La producción total en estos ocho años no ha podido pasar de las 62.000 unidades, de las cuales 1.700 fueron producidas en 2008, algo que dice todo en cuanto a la demanda que presentaba el vehículo.

Bajo el nombre de Vel Satis, Renault lanzaba en 2001 la que hasta la fecha era su berlina más lujosa. Con el propósito de desmarcarse de la competencia, el vehículo contaba con un diseño característico que se diferenciaba de los tres volúmenes clásicos de sus rivales, pero que no fue bien recibido entre el gran público.

En España, la berlina había estado disponible con motorizaciones gasolina comprendidas entre los 163 y 245CV, y propulsores diésel de entre 115 y 181CV. Además, había recibido un restyling en el año 2005 y una actualización de motores y equipamiento en 2006.

Con su marcha, el hueco que deja este modelo en la oferta de Renault será sólo temporal. Actualmente, la marca francesa se encuentra trabajando junto a la coreana Samsung -como ya ha sucedido con el todocamino Koleos- en el diseño de una nueva berlina que suplirá su marcha. Por el momento, se desconce cualquier dato sobre su fecha de llegada y rasgos estéticos.

Renault innove, depuis l’an 2000, avec l’ouverture de “l’atelier Renault” sur la prestigieuse avenue des Champs Elysées à Paris. Ce magasin permet à Renault de mettre en place une nouvelle forme de communication et de relation avec ses clients pour un concessionnaire automobile.

L’objectif principal de cet atelier est d’être “un média vivant et chaleureux, un lieu de communication directe entre la marque et le public, dans un language simple, original et accessible”.

 Atouts de l’atelier pour attirer les visiteurs (environ 3 millions/an):

* Exposition : mise en avant des nouvelles innovations et technologies de Renault en matière de voiture.

* Boutique : vêtements, miniatures,  jouets…

* Restaurant – Bar

* Espace architectural : réalisé par Franck Hammoutène, capable d’accueillir et d’être investi par le public, vue sur l’exposition depuis n’importe quel endroit de l’Atelier.

Objectifs de la Communication :

–> Donner une image conviviale et chaleureuse à l’Atelier et à Renault.

–> Montrer la dynamique de Renault et son renouvellement perpétuel par la mise en avant de ses innovations. 

–> Montrer et prouver l’investissement de Renault dans le développement durable avec sa nouvelle gamme Renault Z.E 100% Electrique. (voir également article Pub TV *Renault *)

Du 1er au 15 Novembre 2009 a eu lieu une exposition temporaire liée au développement durable :

Pour cette exposition Renault montre ses nouvelles créations : les futures voitures 100% électrique. Pour les dirigeants de Renault, il s’agit de montrer qu’eux aussi s’intéressent aux problèmes liés à l’environnement et qu’ils souhaitent, donc, des technologies plus simples et respectueuses.

Cet exemple montre bien la place importante de la Communication Verte dans notre société actuelle. La richesse de Renault est d’avoir fait de son atelier un média pour sa politique d’entreprise. Quant à son exposition, Renault mise sur son investissement dans le développement durable et dans la protection de l’environnement mais également sur un design auquel on ne s’attend pas pour des voitures électriques. Voir ci-dessous.

Slogan de Renault :

“Une gamme de véhicules Zéro Emission pour tous.”

Promesse de Renault :

Renault promet que dans moins de 1000 jours (soit 3 ans), la concession répondra aux attentes des clients face aux voitures électriques de bonnes qualités:

” La voiture électrique nous ne sommes peut-être pas les premiers à en parler mais nous serons les premiers à permettre à tous de rouler avec.”

Voici la nouvelle gamme Z.E CONCEPT de Renault, voiture “100% Electrique” :

La FLUENCE Z.E CONCEPT

La TWIZZY Z.E CONCEPT

La Zoé Z.E Concept

La Kangoo Z.E Concept

Pour une meilleure visibilité de chaque modèle vous pouvez effectuer une visite virtuelle de l’atelier Renault en cliquant ICI.

Sources : http://www.atelier.renault.com/atelierrenault/fr/Atelier_Renault/en_ce_moment/actualites.aspx?id=tcm:1595-935108

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I have no reason to have a great love for Tony Cochrane, the head honcho of V8 Supercars Australia. In my mind, he and his organisation have done a major disservice in the bigger picture of motorsport in Australia. Instead of the mixture of makes, models and years we used to have in the Australian Touring Car Series (ATCC), we have a bunch of purpose built beasts that have as much in common with their namesakes as Honda Formula 1 cars last year had to an Accord, a Mercedes McLaren with an “S” class or a Toyota F1 with a Corolla Seca. (I accept this is MY opinion and not necessarily that of anyone else. I appreciate tens of thousands love the V8s and think F1 is as boring as continental drift and that’s all that matters in real terms).

In case you didn’t know,  a V8 Supercar is a custom built hybrid American NASCAR – no more and no less. The only part that is from either marque is the engine and the shape of the lightweight body panels. As Dick Johnson once remarked earlier this year, “to make it a Holden we change the motor and the panels”. And even that is debatable in comparison as to what the public can buy.

Compare this to the UK and European Touring Car series where any driver can win on any given day, and the entrants are an assortment of everyday cars suitably homologated from a whole bunch of manufacturers – Vauxhall (Holden), Ford, Honda, Peugeot, Seat, Renault, Volkswagen, Audi, Mercedes, Toyota, Nissan and more. Rivalry is just as intense between fans and the racing much, much closer, and to me, more exciting. I could BUY one of these cars, but not a V8 Supercar sadly.

I also don’t agree with Cochrane’s almost blackmail approach to the fans and Government in Western Australia by demanding the Barbagallo circuit (nee Wanneroo Park) be upgraded by figures approaching $27 million dollars. This is the man who personally makes millions out of V8 Supercars as a business. Nice if you can get it; everyone pays to be a part of his circus – fans, teams, drivers, sponsors and promoters. It’s no secret Cochrane models himself on F1 supremo Bernie Eccleston. Apparently he even owns the TV rights and has on-sold those to Channel 7. As I say, nice if you can get it. Technically, if I as a journalist go to a V8 meeting, I cannot shoot video and use it.

But this piece is not intended as a hate case against Cochrane or V8 Supercars in general. Please read on.

I have been to most of the circuits in Australia many, many times. I have represented my own magazine Australasian Camcorder, as well as other publications including The Australian, The West Australian, The Sunday Times, IBM magazine, the Gold Coast Bulletin, VideoCamera magazine, PixelMag, WISH and many others at Eastern Creek, Oran Park, Sandown Park, Lakeside, Bathurst, the Gold Coast, Winton, Symmonds Plains and of course Barbagallo. In fact I was the WA correspondent for the publications Motoring Reporter and Auto Action for over 8 years in the 70s and 80s. In short, I am an “old timer” of the motor support photo/journalistic world and been freelance ever since.

Back then, I had a season media pass and could go anywhere on the circuit I wanted. I had signed a disclaimer saying I accepted that motor sport was dangerous, and if I got hurt, or there was damage to my equipment, that was my problem. These conditions were cheerfully accepted as this was a part of the job. It was exciting.  There were risks that got the adrenaline running and you worked hard to get the ‘money’ shot that could pay handsomely. And give major kudos and credibility. I got my fair share, and it was a fun living. In WA, after the meeting on a Sunday, you’d have a few drinks with the drivers at the Espana Tavern down the road from the circuit (now THERE were some stories that will never be told), get some quotes from them and team management, head home, bang out the story on a Remington typewriter, and get to the airport by midnight to get the story (on paper in duplicate) and photo negatives in an airbag to Sydney on the red-eye midnight flight.

I have also been involved over the years in the production of many events in my capacity as the PR Manager of CBS Records (now Sony Music), a director of an import company with product launches as part of its day-to-day running and even motor sport events on a National scale. One of my (to me) major events was actually a motor sport event at Barbagallo in the early 80s which as I understand it, has still the largest spectator crowd achieved for a local event involving no Eastern State or International drivers.

Because of this, I believe I can look at the Barbagallo situation with its potential loss of the V8s reasonably impartially as a spectator, but also critically as a journalist and someone with experience over 30 years in these matters.

Two years in a row, I have walked out of the V8s at Barbagallo in disgust. Not at the V8 Supercar’s organisation handling of the event, but the local handling. Last year (2008) it was agreed that I would pick up my accreditation pass at the circuit. To those not aware, media personnel need a special pass allowing them to have privileged access to areas of the circuit for interview and photographic rights. This also involves wearing a special vest so that you are immediately identifiable by the marshals (who are volunteers) and security personnel (privately contracted for money). Sadly and somewhat amazingly, in 2008, no-one at the circuit knew where I had to go, talk to or where to park to obtain these items so after two hours of wandering from official to official, I gave up and went home. Without this specialised access, you simply cannot do your job as a journo.

This year was a bit different. V8 Supercars kindly sent me a season pass (to circumvent the above situation) so problem solved in that area as I didn’t have to pick anything up. Except at Wanneroo today. Oh it was no problem getting into the circuit and parking. Even access to such places as the grid before the start was not an issue. Once the race had started however, every 10 metres or so, some security grunt or another (who oddly all look alike – you know, big, brawny, bald, wrap around black sunglasses and beard/moustache combo) would demand to see the plainly obvious pass around my neck, and of course I was wearing the highly identifiable special media vest/bib. This can be seen at 100 paces. So effectively, it was a case of give someone a uniform and they have to prove they have earned it.

But wait. To park my car, I had to go through three checkpoints showing my media pass. And then be directed by another person as to where to park. Imagine my surprise then when over the circuit –wide PA system, my registration number is called out saying the “black Monaro rego number such-and-such is illegally parked and unless moved immediately, will be towed away”.

With a recently purchased hotdog in hand, I raced back to the car, explained to the security person I had been told to park there, and then waited for a higher up security person to come and say I still needed a special windscreen sticker. Remember I had passed three check points to get to this point.

This higher up security person directed me back to the main office to get this pass. No. They don’t do this, and don’t know who does. They directed me to an accreditation office. This was closed. I checked three more officials and they all shrugged. Parking elsewhere was full apparently.

As an aside, let me tell you about the hotdog. It was so bad as to be inedible. Seriously, I swear it was left over from last year.  Or possibly the year before. And at $4.50 not exactly a bargain. And cold.

It was all too hard; after a wait in a queue of about 20 other blokes to go to the toilet, I went home. 140km away.

Let me give a comparison. At the first ever A1GP race in Australia at Eastern Creek, the media, who after all are the people who actually promote these types of meetings, write about them, praise them, supply images, TV shows, magazines and generally give the public who can’t get there all the information they are hungry for, were treated like kings and queens. We weren’t a bother, we were an asset and to be looked after acordingly. Security gorillas weren’t a hassle; they were there to help in fact and drive us around in golf carts to get the best shots, bring us drinks, umbrellas if it rained, open doors when we were weighed down by heavy equipment and more. All done cheerfully and with a smile. The PR Company in charge were UK based. All the staff was from the UK. I wonder if that was the difference.

Marshalls were also looked after. After all, without these tireless volunteers, race meetings cannot function; these guys and girls wave flags, drive rescue trucks, provide medical aid, supervise traffic and much, much more. They were fed and watered, special shelters were designed and built by the promoters to keep them out of the direct sun and rain, and rosters made up to give them breaks.

This was, out of hundreds of motor sport meetings of all classes I have been to, the very best. And the way it should be.

I have also had excellent experiences at Oran Park (now no longer on the V8 Supercar calendar sadly), Eastern Creek, Sandown, Symmons Plains and of course Bathurst. Not to the level of that A1GP, but at least, making life reasonably comfortable. But Barbagallo seems, for some reason, to be different.

The left hand doesn’t seem to know what the right hand is doing. One person says “park there” and the next says “you can’t park there”. You can’t access the inside of the circuit without a marshal’s say so – and only at two points and when there is no racing on. Even when you can, access points are extremely limited, so it is almost impossible to get any unique shot. And the latest innovation – accepted it is series wide and not just Barbagallo – you cannot go into the pits without wearing a full blast driver’s suit for fire protection. That’s worth $1800+ and of course, must be purchased from V8 Supercars.

The catering is horrible, circuit access is dismal, circuit viewing point navigation difficult and a whole bunch of people wearing hi-viz jackets say continually, “you can’t do that/you can’t go there/where is your pass”.

So in the context of one Mr Cochrane wanting extra facilities to bring his – admittedly popular – V8 circus back to Barbagallo, I feel it goes a damn sight deeper than simply upgrading the pit facilities. Yes Barbagallo has done an amazing job since the halcyon days of the late 70s and early 80s. Old timers will remember the Marlboro Holden Dealer Team of Brock, Harvey and Negus getting a 1-2-3, Jim Richards breaking the lap record in the rain in the Big M Falcon, Peter Williamson locking his keys in the Toyota Celica and just making the start, Alfie Constanza and Johnnie Walker in the F5000 race, locals Dick Ward in his amazing Fiat Abarth, Graeme Hooley and Tim Slako in Torana A9Xs taking it up to the factory teams and the staggering Lotus Elan of Trevor Hines walloping Toranas and Falcon Phase IIIs under braking into the last corner before pit straight (we were allowed to stand there then to take photos – and that was the very best spot on the circuit and no-one was EVER hurt). And I still somewhere have a shot of someone rowing a boat down the pits after a spectacularly heavy downpour!

But the mind set of the management/committee/promotions people seems to be on the wrong track. Pardon the pun. I do remember – and here’s a scoop – a company I worked for in the late 70s seriously, SERIOUSLY thinking of putting a major long distance race on at Wanneroo Park, as it was then, with over a million dollars prize money. I was sent to Bathurst to see how that was done, as it was the pinnacle in Australia of motor sport. Drivers were interviewed (and they loved the idea and the circuit), sponsors were attracted, but in the end, it died.

Why?

Because my bosses decided that the circuit management couldn’t handle it. They were amateurs in a big boy’s world. I have to say, 30 years later, despite all the best intentions, it still seems the same. I don’t blame them. This is BIG business. And being so close to Asia it could be HUGE business – bigger than any Eastern States circuit could even dream of, but they simply don’t seem to have the acumen, the will or the nous to pull it off.

Any influx of Government funds as suggested will not help in the long term. With correct thinking, Barbagallo has the opportunity to be a major player in world wide motor sport if it is done right, but it has to be looked at as an overall picture with a five year and ten year plan + and not as a bandaid package just to make sure the V8s come back each year.

Are we too far from the mainstream? Is Bahrain? Abu Dhabi? Shanghai? Singapore? Even Adelaide or Darwin? Of course not.

We need to start from scratch with the original circuit as a template and build from there. State of the art access, parking, accommodation, camping, driver training facilities even an entertainment precinct should all be considered. Why not include a velodrome, rallycross circuit, BMX track, motocross, drag strip and so on. There is enough land.

So in principle I agree with v8 Supercars and Tony Cochrane. Barbagallo is a fabulous layout, but is let down by an infrastructure that is old and tired. I suspect a smidgeon of the old West Australian “we know what we are doing and the East should keep out of our business” attitude, but the same problems and the same questions and lack of answers were being asked 25 years ago!

Is anyone prepared to accept the vision of the possibilities and get it fixed once and for all? Or will this go the way of the World Rally Championship and countless other events?

Para não ficar atrás na disputa pelo novo mercado de carros com transmissão automatizada, a Renault deverá apresentar em breve a sua opção para este segmento.

Informações dão conta de que a montadora francesa já trabalha em um sistema automatizado para equipar os câmbios manuais da marca.

Os modelos da Renault que estão sendo cogitados para adotar o novo sistema são o Logan, Sandero e o Symbol.

Colour: Silver

J’aborde le virage culbute de mon week-end puisque nous sommes désormais dimanche. Et ça fait une semaine que ma femme a décidé de se barrer pour une raison qui me parait de plus en plus obscure au fur et à mesure que le temps passe. Un rapide check-up de mon téléphone mobile me permet de constater que ma femme n’a pas essayé d’appeler.

Je vis cette période de ma vie avec une certaine curiosité. J’appréhende avec amusement l’angoisse du célibataire. Avec amusement parce que moi je sais que ça ne va pas durer ad vitam eternam.

Mon pote Mangu chez qui j’ai regardé le foot la semaine dernière était rongé par les scrupules. Je lui ai dit au téléphone :

Relax Mangu t’y es pour rien. Pis tu sais, perso je suis pas DU TOUT en stress quoi. J’veux dire j’suis hyper confiant dans le fait qu’elle va pas tarder à revenir.

Mais bon concrètement je dois admettre qu’il y a effectivement un côté pénible au fait que ma femme se soit égarée dans la nature.

J’ai par exemple pu apprécier toute l’ironie du sort en recevant jeudi un email m’invitant à participer au Tournez Manège de Cauet. (Ce n’est pas une blague)

C’est quand même à se demander si on peut rester célibataire 5min sans qu’on nous démarche afin de résoudre notre problème. Et si c’est pas un problème d’abord? Et si être seul c’est mon choix?

Autre inconvénient :  Je n’ai aucunement envie de refaire ma vie et de ressembler à un gros con qui conduit un Renault Grand Scénic…

Je sens soudainement tout le poids de la pression sociale. Je comprends pourquoi Jean-Pierre Treiber a voulu que la police le retrouve. Il est vrai qu’on s’emmerde vite le soir seul dans sa forêt. Et d’un point de vue purement pratique on s’aperçoit que c’est pénible d’avoir personne pour faire le ménage, personne pour faire la cuisine, personne pour faire la vaisselle. On se sent un peu en marge. Et c’est dur d’être différent…

- C’est marrant comme une paralysie de l’œil n’a pas le même effet selon les gens : Thom Yorke ça le rend presque sexy. Alors que Jean-Pierre Treiber à côté on dirait un monstre. -

Bref.

Il faut jamais montrer aux femmes qu’on est dépendant d’elles. C’est la règle. Sinon elles l’exploitent et nous font tourner en bourriques toute la vie. Cependant, la question du repassage devient pressante. C’est donc dans l’unique but d’accélérer le processus de retour au bercail que je décide de lui écrire un petit message :

Martine,

il y a quelques jours tu es partie pour une raison dont le fondement ne m’apparait encore pas très clair aujourd’hui. Me quitter, c’est un choix de vie que je respecte même s’il ne fait pas de sens.

Je te rappelle néanmoins que je ne suis pas immortel. Je ne suis pas Robert Pattinson et nous ne vivons pas dans Twilight.

Je comprends que tu veuilles prendre le temps de la réflexion. Mais c’est autant de temps que tu passes loin de moi et de mon humour. C’est du temps potentiellement perdu qu’il ne sera plus temps de regretter au temps de ma mort. Car la vie ne dure qu’un temps.

Emprunter la poésie de Michel Jonasz :

Martine, tu t’rappelles : on s’était couché sur un millier de fourmis rouges. Aucun de nous d’eux n’a bougé. Martine, quand on s’aime les fourmis rouges… elles nous aiment aussi. Est-ce que quelque chose a changé? Couchons-nous sur les fourmis rouges pour voir si l’amour est resté.

Bisous.

Morisset

Putain. Si elle revient pas avec ça…

Elérkeztünk a Száguldó Cirkusz azon szakaszába, amelyik bombahírektől és bombapletykáktól hangos: bár a pályán semmi sem történik, most alakul ki a 2010-es felállás, és a pilótapiac „felszabadulásával” egyre erőteljesebben pusztítják a csapatok a kérdőjeleket. Ettől függetlenül van belőlük bőven, és még hosszú ideig találkozhatunk megválaszolatlan kérdésekkel.

Jövőre 13 csapat indul, minden istálló két pilótát vonultat fel. A teljes mezőnyből mindössze négy csapat ismertette mindkét versenyzőjének a kilétét:

Red Bull: Sebastan Vettel (német) és Mark Webber (ausztrál) – tehát a 2009-es felállás.
McLaren Mercedes: Lewis Hamilton (brit) és Jenson Button (brit) – az utóbbi évek legerősebb felállásának tekinthetjük abból a szempontból, hogy két világbajnokot vonultat fel a csapat. Utoljára 1989-ben volt példa arra, hogy két, már világbajnok pilóa ugyanazon csapatban versenyezzen: a francia Alain Prost és a brazil Ayrton Senna éppen a McLaren színeiben rótta a köröket, és csúnya marakodástt eredményezett a „bajnokok harca”.
Ferrari: Felipe Massa (brazil) és Fernando Alonso (spanyol) – a maranellóiak fizettek Räikkönennek, hogy 2010-re még érvényes szerződése ellenére hagyja el a csapatot.
Williams: Nico Hülkenberg (német) és Rubens Barrichello (brazil) – Hülkenberget az a Wili Weber menedzseli, aki korábban a Schumacher-testvéreket is „beszervezte” a Forma–1-be.

További négy csapat már hivatalosan bejelentette a szerződését az egyik pilótájával:

Renault: Robert Kubica (lengyel). A francia gyártó lehetőségei között elsősorban a már idén kipróbált francia Romain Grosjean szerepel, de korántsem biztos, hogy ő kapja a másik autót.
Toro Rosso: Sebastien Buemi (svájci).
Manor: Timo Glock (német).
Campos: Bruno Senna (brazil) – a fiatal dél-amerikai tehetség a néhai Ayrton Senna unokaöccse.

A Brawn GP utódja, a Mercedes GP egyik pilótája a német Nico Rosberg – annak ellenére, hogy a szerződést hivatalosan még nem közölték. A világbajnok csapat másik 2010-es versenyzője több mint valószínű, hogy a szintén német Nick Heidfeld. Kavarog a hír Michael Schumacher szerződtetéséről – aki egyébként elérte, hogy a Ferrarihoz kapcsoló tanácsadói szerződését bármikor felbonthassa –, de a szerződés életképességéről eléggé megosztott a vélemény.

Szinte biztos, hogy a Force Indiánál megmarad Adrian Sutil. Bár az idén kiválóan versenyző németet korábban a McLarennel is összefüggésbe hozták, jelenleg egyetlen lehetősége az átigazoláshoz a BMW utódcsapata, a Sauber-Qadhok. Az indiai csapat tehát az egyes számú pilótájában sem lehet biztos, a második számú pedig ennél is nagyobb rejtély.

Az említett Sauber csapat mellett a visszatérő Lotus és az újonc amerikai US F1 berkeiben még nincs konkrétan megnevezett pilóta. Eléggé nagy a valószínűsége, hogy az amerikai csapat színeiben visszatér 1997 kanadai világbajnoka, Jacques Villeneuve, viszont egyre több pletykát hallani a tengerentúliak felkészületlenségéről. Számos szakértő kétségbe vonja a US F1 2010-es indulását.

A bejegyzés végére pedig érdekességnek: Ross Brawn jelképes összegért, 1 fontért vásárolta fel a Forma–1-es bukás után a Honda-csapatot. A Brawn által felpofozott csapat megnyerte a konstruktőri vb-t, és az egyéni világbajnokot is – Buttont – ő adta. Ma a csapat értéke mintegy 245 millió dollár – derült ki, miután a Mercedest birtokló Daimler és részvényese, az Abar 184,2 milliót fizetett a 75,1 százalékos többségi tulajdonért.

Kovács Hont-Imre

Si les grandes entreprises en bonne santé ont connu peu de difficultés à trouver des capitaux auprès des marchés financiers cette année malgré la crise, pour les sociétés très endettées, en revanche, lever des fonds auprès des investisseurs relevait jusqu’à présent de la gageure.

Les “junk bonds” (obligations pourries) ou emprunts “high yield” (haut rendement), effectués sur le marché par des entreprises dont la dette est dite “spéculative”, font depuis deux mois leur grand retour sur la scène financière, après presque deux ans d’absence.

La crise financière ayant éloigné les investisseurs de tout placement un tant soit peu risqué, plus personne ne voulait acheter ce type de titres, craignant que l’argent prêté à l’entreprise ne leur soit pas remboursé. “Or sur ce marché très spécifique où les acheteurs sont très ciblés – la plupart sont des fonds d’investissement spécialisés -, s’il n’y a pas de demande, on ne peut rien vendre”, note un banquier.

Les émissions de dette “high yield” ont repris timidement cette année, mais l’activité a vraiment décollé en septembre. Selon les statistiques fournies par la Société générale, 16,641 milliards d’euros ont été empruntés entre janvier et octobre – davantage qu’en 2004 et en 2005 -, dont plus de 10 milliards depuis septembre.

“Les émissions les plus importantes sont venues de Heidelberg Cement, Rallye, Franz Haniel, Hella, Air France et Evonik. Les carnets d’ordres (où sont consignées les demandes des investisseurs avant le lacement de l’opération) ont en général largement dépassé le montant émis”, relèvent les analystes de la banque suisse Pictet & Cie.

Les signaux de reprise économique ont fait revenir les investisseurs vers des placements un peu plus risqués, au moment où les rendements offerts par les emprunts des sociétés de bonne qualité se sont réduits. De nouveaux investisseurs, les particuliers fortunés, sont également apparus. “Le cimentier Heidelberg, au bord de la faillite il y a un an, a émis, mi-octobre, 2,5 milliards d’euros, une des plus grosses opérations jamais effectuées sur le marché ; émission qui a été très prisée par les gestions privées allemandes”, constate Samuel Bouchet, gérant high yield chez CAAM, la société de gestion du Crédit agricole.

La demande récente de la part des investisseurs pour ce type de dette à forte rémunération est d’ailleurs telle qu’elle a permis de faire baisser les coûts de financement des entreprises. “Le 18 septembre, le groupe de distribution Rallye a émis des obligations à 5 ans avec un taux de financement de 8,5 %, indique Pierre Lebel, banquier à la Société générale. Un mois plus tard, le groupe a levé des fonds, de la même manière mais sur une durée plus longue, de 7 ans, tout en payant moins cher : le taux de financement était de 7,70 %.”

Les primes moyennes que les entreprises doivent offrir pour refléter la différence de risque entre leurs titres et un emprunt d’Etat, qui étaient montées jusqu’à 22 % en début d’année – soit deux fois plus que lors des précédentes récessions de 1991 et 2001 – sont revenues à 9 %. Elles pourraient même redescendre autour de 5 %, selon certains, ce qui correspondrait à un taux de défaut de 4 % à 5 % que prévoit l’agence Moody’s dans un an, contre 12,4 % actuellement.

La reprise des émissions de “junk bonds” ne tient pas uniquement au regain d’intérêt des investisseurs pour le risque, mais aussi au fait que de nouvelles entreprises ont fait leur apparition. “Beaucoup d’entreprises qui se finançaient autrefois sur le marché des prêts syndiqués, auprès des banques et des fonds spéculatifs (hedge funds) qui ne sont plus là, se tournent vers le marché du high yield pour se refinancer”, constate M. Bouchet.

Il y a aussi les entreprises que l’on appelle les “anges déchus”, ces sociétés comme Wendel, Peugeot SA, ou encore Renault SA, dont la crise a dégradé la situation financière et entraîné l’abaissement de la note de crédit, délivrée par les agences de notation. Avec, à la clé, des coûts de financement plus élevés : Renault SA, qui, il y a deux ans, avait émis un emprunt à 5 ans avec une prime de taux de 0,39 %, a emprunté fin septembre sur la même durée avec une prime de 3,5 %.

Cécile Prudhomme

Fonte: Le Monde

The new Duster racer is quite a beautiful machine.

Well great news indeed (at least for me) as Dacia has announced that it is set to race it’s Duster model in…an ice racing series called Trophee Andros. Now that’s a set of quite surprising decisions in every way and quite a big gamble. The Duster isn’t even a production model as it was released just as a concept. Now Dacia is a Romanian company owned by Renault. A thing that you guys may not know is that I’m Romanian as well. So I do wish this little hatch will be successful in the series. Even more surprising is the man who’ll drive the Duster: none other that F1 World Champion Alain Prost. The guy is quite optimistic as well having been quoted saying: “I am delighted to be driving the Dacia Duster. It is a brand new vehicle, and I am proud to be able to play a part in its promotion to the unusual backdrop of the Trophee Andros. Thanks to the work put in by Renault Sport Technologies, I have every confidence in Dacia Duster’s potential and reliability which together point to an extremely exciting season,”. Now I can confirm that old Dacias was as well-built as biscuit cans but some years ago they were bought by Renault. Now the first good car to roll of the production line was the Logan, followed by the Sandero and the Sandero Stepway. And now this. The new ice-munching duster will have a mid-engine layout which is critical for ice racing. The engine will be a 3 litre, 350 bhp V6 which is just what you need when racing on ice. AWD is present of course but the amazing thing is that it will weigh only 950 kg. Now that’s a power to weight ratio of more than 350 bhp/tonne which is just amazing. And there’s a good reason for that: Dacias have always been light cars because they were basic, cheap machines. Just what you need in a car, no more. A 4 wheel steering system is also bound to be bolted to the new racer. As a kid I always hated the awful communist Dacias but now I think the brand is definitely on a good road and with this Duster racer – I’m completely sold.

The car will be prepared for racing by Renault Sport Technologies

Photo credit: GeveS

- Gyro

مدیر ارشد کیفیت رنو، روز گذشته در شرایطی خبر از واگذاری حق تولید وانت تندر-90 به پارس‌خودرو را داد، که پيش‌بينی می‌شود این موضوع با واکنش‌هایی روبه‌رو خواهد بود؛ چراکه بنابر گفته یک منبع آگاه از ایران خودرو، طبق توافق‌های اولیه با شرکت رنو، حق تولید وانت تندر با نام اختصاری U90 و همچنین ون R90، برای ایران خودرو محفوظ است.

به گفته این منبع آگاه، در ابتدای عقد قرارداد «پلت‌فرم مشترک X90» که سواری تندر یکی از محصولات آن به حساب می‌آید، مقرر شده تا برندهای عمومی و تجاری سبک این پلت‌فرم ( U90 و R90)، در ایران خودرو و محصولات سواری آن مانند B90 (ساندرو)، در پارس‌خودرو به تولید برسد.

این موضوع در شرایطی است که مدیر ارشد کیفیت رنو، روز گذشته عنوان کرده که با توجه به کیفیت بالای محصولات پارس‌خودرو، رنو خواستار تولید وانت تندر-90 در این شرکت، بدون هیچ‌تردیدی است. فیلیپ مارتین در تایید گفته‌های خود مبنی‌بر کیفیت تولید در پارس‌خودرو، تندر-90 این شرکت را مثال زده و عنوان کرده که نمره منفی محصولات تولیدی پارس‌خودرو، از استاندارد جهانی رنو نیز پایین‌تر است.

اما واگذاری حق تولید وانت تندر-90 به پارس‌خودرو، جدای از آنکه از دید ایران خودرویی‌ها، خلاف توافقات اولیه به حساب می‌آید، شاید از جنبه‌ای دیگر باعث نگرانی نیز باشد، بدین معنی که اگر پارس‌خودرو U90 را با قیمتی زیر 10‌میلیون تومان تولید و عرضه کند، قطعا سهم قابل‌توجهی از بازار وانت پیکان پر فروش ایران خودرو نصیب U90 خواهد شد؛ چراکه پلت‌فرم تندر، هم از ایمنی بالا و مناسبی برخوردار است و هم مصرف سوخت پایین‌تری در مقایسه با وانت پیکان دارد.

در این زمینه البته برخی کارشناسان معتقدند، پارس‌خودرو به احتمال فراوان و با توجه به حذف وانت نیسان زامیاد از چرخه تولید و همچنین ضررده بودن تولید سواری‌های تندر، نرخ کارخانه‌ای U90 را بالای 10‌میلیون تومان در نظر می‌گیرد و از آن سو با حذف تدریجی نیسان پیکاپ خود، بازار وانت‌های تجاری سبک در محدوده قیمتی بالای 10‌میلیون تومان را به تنهایی در دست خواهد گرفت. واگذاری U90 به پارس‌خودرو در شرایطی است که این شرکت به احتمال فراوان، چندی دیگر ساندرو را نیز به عنوان یکی دیگر از برندهای پلت‌فرم X90 میهمان خط تولید خود می‌کند.

© دنیای اقتصاد

Utilitário por excelência, o Clio já conheceu versões bem desportivas e na gama actual continua a existir um Clio Renault Sport. Caro e não apropriado para todas as mãos, tem agora uma réplica mais modesta a gasóleo que até parece um desportivo a sério. Que ainda por cima é económico e tem boa pinta.

Falar do Clio GTS é um exercício complicado, pois os tempos que passámos com ele deixaram convicções que, obviamente, não podem estar certas. Vamos compartilhar consigo esses pensamentos e no fim o veredicto será seu.

Quando recebemos a chave ficamos a olhar para tanto musculo… atrofiado. Expliquemos; o Clio GTS recebe uma frente com a grelha inferior pintada de preto brilhante, um párachoques dianteiro mais envolvente e um lábio que enfurece a frente. Até parece que o Clio GTS tem a carroçaria do Clio Renault Sport. Mas não, medidas tiradas, as vias são exactamente as mesmas e atrás, passa-se a mesma coisa, pois o párachoques traseiro recebeu uma saia e a saída de escape dupla está encastrada num recorte. Aqui menos surpresa pois não está lá o extractor traseiro do desportivo. Finalmente, na lateral, lá estão umas vistosas saias e umas jantes que são demasiado “coquetes” para um desportivo. Seriam mais apropriadas para uma versão “Baccarat”…

Depois deste primeiro conjunto de sensações, ficámos com a ideia de que este é um desportivo. Não tão radical como o Clio Sport, lógico, mas um desportivo. Não ficavam a pensar o mesmo?

Aberta a porta reencontrámos o aspecto familiar dos muitos Clio que já conduzimos. Mas… eh lá! que é isto? Pedais em alumínio perfurado?! Claro devem já estar a pensar. Então este não é um Clio desportivo?! Pois é… Mas para isso falta alguma coisa…

Fizemos um esforço de memória e recordámos um facto curioso: o Clio Sport também tem um interior muito “soft” apenas diferenciado pelos pedais em alumínio, pelo volante em pele, pelos instrumentos de fundo branco e pelos bancos mais envolventes. E não é que tudo confere dentro do Clio GTS? Afinal o carro tem mesmo pinta de desportivo. Não acham?

Colocado em funcionamento o motor, investimos algum tempo a olhar para vária papelada – que nesta coisas dá sempre jeito ter informação à mão – e descobrimos a ficha técnica do Clio GTS. Ora então debaixo do capot temos o… motor 1.5 dCi a gasóleo?! Vá lá, é a versão de 105 CV… Procurámos de imediato o peso que se situa próximo dos 1300 quilogramas. Fizemos contas à relação peso/potência e… não vale a pena falar disso. Descobrimos também que o carro está um bocadinho mais baixo que os comuns Clio e que a suspensão tem uma taragem 15 por cento mais dura que o habitual. Então, é ou não um desportivo?!

E ainda por cima temos direito a uma caixa de seis velocidades. Começamos então a nossa viagem e como estávamos na posse de um desportivo, nada melhor que ir logo para o percurso habitual e “espremer” este Clio desportivo.

O barulho é um bocado mais grave e macho que o habitual, mas começamos a estranhar não sentir pontapés nas costas, deslocações laterais do corpo. Por outro lado, deliciamo-nos com a suavidade do motor, redondo – não tanto como a versão de 85 CV, mas ainda assim muito bom – com acelerações fortes, mas muito progressivas sem agressividade. Mau! Então, é ou não um desportivo? No jogo da curva e contra-curva ficou a sensação de um carro muito bem amortecido, rápido e com um comportamento equilibrado. Até parecia um desportivo até ao momento em que abusámos um bocadinho e o ESP lembrou-nos que, afinal, este é um utilitário. Desportivo, mas utilitário.

Conforme lhe confessámos no princípio deste texto, quando devolvemos o Clio GTS à Renault ficámos com algumas convicções que, temos de reconhecer, não podem estar certas. Em primeiro lugar este não é, de todo, um desportivo. É sim um carro utilitário que a Renault engalanou de forma perfeita e que graças ao motor 1.5 dCi de 105 CV consegue oferecer grande suavidade de utilização e prazer de condução, este por culpa das suspensões mais duras vindas do Clio Renault Sport. O desempenho é bom com a velocidade máxima próxima dos 200 km/h e aceleração 0-100 km/h em 11,1 segundos, mas o que mais este motor dCi tem para dar é mesmo um excelente consumo – mesmo a puxar por ele que nem doidos a média andou sempre abaixo dos 7 litros! – e grande suavidade. Ainda por cima, com um bom equipamento custa 21.600 euros. Bom, muito bom!

Características técnicas

Motor – 4 cil. 16V; 1461 c.c.; “common rail” c/turbo de geometria variável e intercooler; Potência (CV/rpm) – 105/4000; Binário (Nm/rpm) – 240/2000; Transmissão – Dianteira, caixa manual 6 vel.; Suspensão (fr./tr.) – Independente, McPherson/Eixo de torção; Travões (fr./tr.) – Discos vent./Discos; Comp./Larg./Alt. (mm) – 4027/1707/1493; Dist. entre eixos (mm) – 2575; Capacidade da mala (lt) – 288/1038; Peso (kg) – 1275; Velocidade Máxima (km/h) – 190; Acel. 0-100 km/h (s) – 11,1; Consumo médio (l/100 km) – 4,3; Emissões CO2 (gr/km) – 123 (Categoria B); Preço – 21.600 Euros

The car pictured above is a Mini by Rolls-Royce, made for the famous Mini Park Lane dealership in London for a dealer event. Now, Autocar is saying that the Mini by Rolls-Royce has been given the green light for production.

The focus of the project is a bit like the Gordini line Renault recently announced: Personalization. The car will be trimmed at the Rolls-Royce factory in Goodwood. Options will likely extend beyond trim materials, such as new interior fittings. The plans have been inspired by the coachbuilt Minis of the 1960s, which were popular with celebrities.

It should be made public next year.

Source: Autocar and Autoblog

Niezbyt jasna deklaracja Renault co do startów w przyszłym sezonie otworzyła furtkę prasowym i internetowym spekulacjom na temat naszego Roberta. Jeśli nie Renault to co? Tym razem padło na Mercedesa. Nico Rosberg wydaje się być pewniakiem, o drugie miejsce w Team Deutschland walczyć mają znany i lubiany Kimi (lepiej być znanym pijakiem niż anonimowym alkoholikiem), Michael Schumacher (inny Michael z Chicago udowodnił, że tak późne powroty raczej się nie udają i więcej można stracić niż zyskać, a jeśli dodamy do tego jeszcze kontrakt z Ferrari i bolący kark to właściwie nie ma o czym mówić), Szybki Nick no i nasz Robert. Za Szybkim Nickiem przemawia według redaktorów gazety.pl to, że jest solidny, wolny i relatywnie tani. A do tego jest Niemcem. To wolny jest w tym kontekście troszeczkę niezręczne.

Ze swojej strony mogę dodać, że jestem równie solidny, jeszcze wolniejszy, jeszcze tańszy, a do tego dziadek służył w wermahcie. Z troszkę innej beczki to ekscytująco będzie zobaczyć w przyszłym roku mistrzów świata z ostatnich dwóch lat w tym samym samochodzie. Zobaczymy czy będzie powtórka z Fernando i przekonamy się kto jest kim.