Three days after motorsport's governing body, the FIA, reinstated the Bahrain Grand Prix on to this year's Formula 1 calendar, the likelihood of the race actually taking place remains as uncertain as ever.
As FIA president Jean Todt was telling the BBC on Monday that the situation in Bahrain was now back to normal following the civil unrest that led to the race being postponed in February, the F1 teams were discussing what to do next.
I understand that the teams all feel that going to Bahrain this season is not a good idea, and that their objections are based on two main points:
Logistical - as Mercedes team principal Ross Brawn has pointed out, the F1 team members have been working flat out since January, and shoe-horning an extra race into an already crowded season's end, and extending the championship until mid-December, is a step too far.
Ethical and moral - trying to bring such issues into sports scheduling raises all sorts of difficult questions, such as exactly where you draw the line. After all, Bahrain is not the only country on the F1 schedule about which human rights groups have concerns. Which is why sports' bodies generally try to stay out of politics. But the teams feel that if holding a grand prix in a strife-torn area is likely to exacerbate the situation, then that is on the wrong side of the line.
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No team has made these views public yet, with the only official statement so far emerging from their umbrella group Fota, stating that the issue would be discussed internally and that a joint position may be defined. It may be that this will happen over the course of the Canadian Grand Prix this weekend.
In the meantime, F1 is in a state of limbo that reflects badly on it on several different levels.
How, many outside the sport will ask, can it have taken so long to come to this decision? And how, having done so, can there still be uncertainty about whether the Bahrain Grand Prix will be held this year?
There are different versions of exactly what happened on Friday in the meeting of the FIA World Council that resulted in Bahrain's reinstatement.
FIA insiders have said that while the governing body may be aware of the teams' reported unease, it has received so far only a letter from Brawn and one from the Grand Prix Drivers' Association, outlining their concerns about safety.
So if the teams felt uneasy about the race, why did not any of their representatives raise an official objection?
Equally, though, with the world's media and Amnesty International reporting continuing human rights abuses in Bahrain, was the FIA right to conclude in its own report that the situation is now "very stable and very quiet", as Todt put it?
Even as he justified the world council's decision, though, Todt may have been laying the ground for calling off the race - he gave himself some 'wriggle room'.
After a lengthy exposition on how all major parties in Bahrain backed the reinstatement of the race, and how United Nations Secretary General Ban Ki-Moon was talking about "restoring a good situation in this part of the world", Todt added: "But we are talking about 30 October, so it will be monitored and things will be taken into consideration. The decision to go ahead was taken regarding how things are now."
Could that be the signal that another U-turn is on the cards?
I'm told that over the next few days the teams are likely to quietly begin to lobby the FIA to reconsider, pointing out that far from helping heal the wounds caused by the violent suppression of February's pro-democracy protests, the decision to hold a race already looked to be doing the opposite.
Only on Monday, the Bahrain Centre of Human Rights indicated that it would be calling for a "day of rage" on 30 October, the date of the rescheduled race, while the UK sports minister warned that holding the race would lead to a "disaster".
While all the teams are uneasy (even McLaren, whose biggest shareholder is a financial group owned by the Bahrain government), I'm told that the greatest concerns are held by three organisations - Renault, Mercedes and tyre supplier Pirelli, none of whom were available for comment.
As the three biggest corporate entities in F1, this would not be a surprise. They have well developed corporate social responsibility programmes, and they have the most to lose from a PR point of view from the inevitable negative fall-out that holding a race this year would create.
Todt acknowledged that it was "their choice" if they wanted to boycott the race - and there is precedent for that in F1.
In 1985, Renault and their fellow French team Ligier refused to take part in the South African Grand Prix, in a country still nine years away from the end of apartheid, following pressure from their country's government. And a number of sponsors of the teams that did take part removed their logos from the cars.
I understand that a boycott is not, for now, on the agenda. Even so, having just announced that the race will go ahead, the FIA finds itself in a difficult situation. But there is a way out.
Suppose, quietly, behind the scenes, the teams make it clear that they are unhappy about the Bahrain Grand Prix going ahead. As part of this pressure, it is made clear to the Bahraini authorities that if they insist on holding the race, some teams and sponsors will not attend. There is even the chance that the sport's tyre supplier would refuse to participate - meaning a race could not happen in any event.
In those circumstances, Bahrain would be faced with a choice.
They could go ahead with the race in the wake of a stream of statements from major global corporate stakeholders that they felt the event was untenable - not exactly a desirable situation for a significant international banking hub.
Or they could quietly announce that, given the circumstances, the risk of further protest, of putting pressure on a sensitive situation, in hindsight they believed that the best action would be to call off the race after all.
Source: http://www.bbc.co.uk/blogs/andrewbenson/2011/06/three_days_after_motorsports_g.html
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BBC F1 presenter Jake Humphrey takes you behind the scenes at the shoot for the opening sequence for 2011 Monaco Grand Prix.
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Filmed & edited by Michael Cunliffe, Music - Bright Lights Bigger City by Cee Lo Green & Poker Face by Lady Gaga.
Source: http://www.bbc.co.uk/blogs/jakehumphrey/2011/05/behind_the_glitz_and_glamour_o.html
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At the Circuit de Catalunya
Ferrari team principal Stefano Domenicali surveys the Formula 1 paddock through mirrored windows from a scrupulously tidy white office on the first floor of the team's pristine motorhome.
What he could see on Friday morning at the Spanish Grand Prix was a world still coming to terms with the news that Ferrari have extended their commitment to Fernando Alonso, rated by many in F1 as the finest racing driver in the world, until the end of 2016.
As Alonso munched his breakfast outside his boss's office, the satisfaction Domenicali took from this development was plain. Yet the genial 46-year-old Italian remains a man with bigger problems to solve.
After the crushing disappointment of handing the 2010 drivers' title to Red Bull's Sebastian Vettel after a strategy error left Alonso stranded down the field in the final race of the season in Abu Dhabi, Ferrari were expecting to bounce back strongly this season.

Ferrari have not yet laid down a serious challenge to Red Bull this season
So the reality that their car is lagging a long way behind Red Bull on pace has been something of a shock, and it has triggered a period of introspection and self-analysis at Maranello.
While Vettel has stormed to three wins and a second place in the first four races of the season, Ferrari and Alonso had to wait until the Turkish Grand Prix two weeks ago to score their first podium finish.
The sport's most iconic team has been open about the fact that the problem has a dual cause.
As their president Luca di Montezemolo has said: "We were a little bit too conservative with the new (car) project but also unfortunately we faced something we have never seen before - that the wind tunnel results have not been confirmed by the track. This is not an easy problem (to solve)."
In a rare exclusive interview here, Domenicali projected a tough edge that some in the paddock have at times accused of him of lacking - especially in comparison with his ruthless predecessor, Jean Todt, now president of the governing body the FIA.
"No doubt I was expecting a better car because from the winter testing the feeling was not too bad," Domenicali says. "We have discussed that we have this problem with the correlation from the wind tunnel.
"But as I said to my people, I do not want to speak about this again. The situation is as it is. For the last grand prix it seems not too bad in the race but we definitely need to improve in qualifying otherwise the race is always difficult.
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"That's where we stand now. My engineers (must) just understand that the others are pushing very hard and we need to improve. Full stop."
The wind tunnel problem is one thing - it has arisen from Ferrari's switch from using a 50% scale model of their car to simulate aerodynamic performance to a 60% model, and it is the sort of thing that can happen.
More worrying is the creeping conservatism in the design office. Domenicali admits that the roots of it lay in the team's domination of the early part of the last decade with Michael Schumacher, when a process of gradual iteration of a proven concept delivered five consecutive world titles.
That all changed with the introduction of new regulations in 2009, when Ferrari had their least competitive season for years. They recovered impressively to fight for the title with Alonso last year, but that championship bid was aided by Red Bull's faltering progress - it is not as if Ferrari had the fastest car.
"First of all," Domenicali says, "with all respect you can see I was pushing my team since Turkey 2010 to be more aggressive in terms of design, in terms of approach to the car.
"It's a matter of mentality, ideas and organisation. And I really push with my people to go towards that route that is not really there at the moment.
"That doesn't mean if you are conservative you can't win, because if you remember last year, unfortunately the result was not in our favour, but if Abu Dhabi had been different, the season would have been not great but fantastic.
"So we don't need to throw away all the things that relate to a different methodology, or a more normal approach to the design of the car.
"It is a matter of balance, but for sure I am pushing my people to look ahead in a different way. The new elements of the regulation now are quite clear, and I want to see a step in that direction very soon - different ideas, different concepts."
The Ferrari designers, then, face a period of mounting pressure. Not only is the boss on their back, but the knowledge that Alonso has committed the rest of his career to Ferrari creates a heavy burden that is rooted in its obvious benefits.
Alonso is, as Domenicali says, a "reference", one of very few drivers a team knows they can count on to deliver every last bit of a car's potential, on every lap, of every race of the season.
He has a tireless pursuit of perfection and he drives his employers hard. His view is simple - give me the car and I will win the championship for you.
For their part, the designers know that with Alonso there is no hiding place. Any shortfall in performance cannot be laid at the door of the driver. It can only be that the car is not quick enough.
That, says Domenicali, is the whole point. "That's what I need," he says. "I don't want to hear from my engineers that they have a problem with the wind tunnel. If you have something to improve you have to do it. The time of excuses is finished. I don't want to look for excuses - this is not our style, and it's not mine."
Source: http://www.bbc.co.uk/blogs/andrewbenson/2011/05/ferrari_conscious_of_need_to_c.html
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Article Source: Nascar Racing At Its Finest
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