The Formula One car that Michael Schumacher drove to 1994 World Championship glory is going under the hammer on auction website Ebay.

..Bidding has currently reached 1,600,000 euros (£1.5 million) for the Benetton B194, equipped with a Ford-Cosworth V8 engine.

Schumacher used the car to record his first F1 championship as he famously - and ruthlessly - crashed into Damon Hill at the season-ending Australian Grand Prix. Both drivers were forced to retire, handing the German the title by a single point.

The seller, who is based in Toronto describes the car as being in "racing condition" and full 1994 season livery.

Interested buyers needn't worry too much about maintenance costs either: the 800bhp, paddle-shift, traction control-equipped car comes with boxes containing dozens of spare parts, including everything a keen home mechanic needs to keep the car on the road.

As well as extra gear, suspension and brake parts there are two spare wheels, an engine pre-heating unit, front and rear wings - and even the laptop needed to configure the car's settings.

One word of warning, however: if you are the highest bidder of the auction on November 16, there will also be the small matter of the £9,000 shipping charge.

The future of the British Grand Prix has today been secured in a new 10 year agreement between Donington Ventures Leisure Limited and Formula One Management Limited.

The 2010 F1™ British Grand Prix at Donington Park will see the pinnacle of motor racing return to the iconic East Midlands circuit after a 17-year absence when it last hosted the Grand Prix of Europe in 1993.

Circuit owners and joint CEO’s, Simon Gillett and Lee Gill made the following statement:

“We are naturally delighted and extremely proud to have acquired the rights to bring Formula One back to Donington Park from 2010. At the beginning of last year when we acquired the circuit and its substantial lands, we made clear our commitment towards realising the full potential of the Park by making the necessary investments in current and future events that will see Donington revitalised ensuring its leading position as one of the most iconic racing circuits in the world. To that end, we have now entered a new and exciting chapter in the development of the Park and one that will bring significant investment and regional development while securing the future of one of the most important and significant sporting events in Britain.

Donington Ventures Leisure Limited has worked closely with the local and national authorities in consideration of the planning requirements that are necessary to provide a first class facility for the hosting of F1 in 2010. The details of this and the Donington Park master plan that outlines a 5 year investment programme of some £100m, will be provided at a future date.

The investment will be led by a private investor who is also a large shareholder.

Today’s signing of the contract with Formula One Management Limited brings to an end a period of commercial negotiations, none of which would have been possible without the support of Mr Ecclestone and FOM. However, Donington Ventures are still engaged in negotiations with other important third parties that should be concluded in a matter of days. Only when this is done, will they release further information to the media.

Ferrari F1 driver Felipe Massa, speaking to ESPN Brazil stated that all other recent World Champions are better than Jenson.

“Hamilton and Alonso are great drivers. Kimi is excellent, I really didn’t understand all the critiques that people were throwing at him. When he was on….. all of them are better than Button” said the Brazilian.

The season though technically not yet over (Brawn having secured both the Dirvers’ and Constructor’ titles), but the news is already buzzing amongst the Tifosi on Ferrari’s 2010 Formula 1 Season challenger dubbed under the code 661 at the factory. We will try to piece together the rumors, news and information and paint a better picture of what we can expect to see from Maranello.

Some interesting key facts:

* On the 13th of September, Stefano Domenicali stated that the first wind tunnel data is “comforting” and that they have a two month development advantage compared to last year.
* Ferrari stopped working on the F60(B) just before the Hungarian GP.

Ferrari are taking a slightly different approach to the next years car’s design in trying to meet the desired goals. The three main objectives to become competitive again in 2010 are:

1. Closing the aerodynamic gap to the rivals, new design team members have been contracted in achieving this. (though we lack the names). Luca Baldisserri is no longer part of the Ferrari F1 program; he’s now the new head of the Corse Clienti and is no longer involved.
2. Understanding the behavior of the new Bridgestone tires (some of which the Japanese manufacturer has already sent to Maranello) and:
3. Optimizing the balance of the car for the new maximum weight; increasing to 620 kg.

Domenicali and some technicians have shown Massa (when he came back to Maranello for the first time) the ‘661′ project (on a big CAD monitor). The Brazilian saw a completely different car, one that’s being designed from scratch. The part of the car behind the driver’s back will be bigger in order to accommodate the tank that must be able to contain 180-190 kg of fuel. So the 661 will inevitably have a longer chassis compared to the F60 because the maximum width remains the same (Rampf reckons we’ll be seeing the longest F1 cars yet). The designers are also looking for more space in the area of the airbox, without having to raise the center of gravity and the pressure point too much. Tombazis’ technicians have asked total freedom in the research of directing the airflow underneath the car (not willing to make a similar mistake like at the beginning of this season in not having a double deck diffuser). Consequently, the aerodynamic efficiency of the 661 is already 5 % better than that of the F60.

One of the main aims is to get more power on the road without putting an extra load on the wings and consuming more fuel.

As for the aerodynamics: the regulations will hardly change, but there will be some differences due to the front tyres being narrower. This gives you a different aero-balance and it’s well known that the way the air flows past the front tyres is very a very complex business and will be even more so with the banning of wheel covers. Therefore the 2010 front wings will look a bit different. Right now most of the air is directed alongside the outside of the tyres, perhaps with the smaller tyres, more air could be guided alongs the inside. We don’t know what CFD/windtunnel results say about that… Anyway signs are pretty good so far.

Marmorini will also be a vital key in the research and development of the 1.8 L turbo engine, that may be introduced in 2013, if the FIA engine downsizing and efficiency gossip is correct.

Ferrari are again making a big step as opposed to previous years (2004-2008) in that next year’s car dubbed internally under the design code 661. The car, is being designed from scratch. The aerodynamic efficiency has been pinpointed to be the F60’s weakest point. The new car will have a fully integrated floor/double deck diffuser combination that was impossible to properly implement on the F60.

The entire rear of the new car will need to be repackaged to suit the double deck diffuser. Ferrari will want to narrow the main body of the car in an attempt to free up airflow over and under the new larger (by volume) diffuser. The fuel tank will be a great challenge as it has to be larger, but at the same time narrow while not being tall (keeping the COG low) as it’s placement is key in that it forms the airflow path to the diffuser. Besides making their engine more efficient, Ferrari will focus on maximizing ancillary packaging, such as fuel pumps, hoses, etc further improving on the above concept. Ferrari will want to imitate and improve on the undercut sidepods we saw on the Brawn cars. The gearbox and differential will also be narrower and raised slightly to clear the exit to the upper deck of the diffuser which due to the F60s crush structure design, remains partially blocked. Look for a Red Bull RB5 style crush structure.

Some 2010 solutions have already been tested. Experimental parts for next year have made their debut on the car as early as at the German GP in July, when Massa and Raikkonen, though only briefly, tried out a nose cone (A) that is similar to that of the Red Bull RB5.

The nose (B) is likely to be wider and lower, à la the Brawn solution.

The kinematics and geometry of the front suspension will be completely new and revamped in order to get proper ware on the narrower front tires demanded by new regulations. In order to lower the center of gravity (COD) the tie rod of the steering wheel will be lowered and will not be aligned with the ‘triangle’ that’s above it.

Ferrari are keeping the rear suspension design under wraps, but quite possibly we will see a return of the small round rotating dampers Ferrari have been using up until this year mainly because of their experience in their packaging as they pose no real performance advantage.

As far as the dimensions of the chassis (D) are concerned: they’ll be different because the car will have to house a tank with a capacity of 180-190 litres (instead of the current 90 litres). On the plus side in this respect, KERS – now taking up a substantial amount of space – will be gone and Ferrari having to figure out it’s packaging have a leg up on the “where do we put it” department.

The shapes around the driver’s head won’t change much and the mirrors will remain where they are, functioning as deflectors at the same time.

The rear of the sidepods (E) should be lower and more deeply undercut in order to improve the airflow to the diffuser.

The design of the rear end of the car (F), especially the rear wing end plates, will be more sophisticated as the aero guys have had a long time to improve on the current design.

The wheelbase (G) could be slightly shorter than others in order to have a more responsive and drivable car in the event of cornering while carrying an obscene amount of fuel.

Ferrari is determined to give Alonso and Massa a competitive car for next year, some technicians called the new project ”extremely interesting”. So far all the wind tunnel objectives have been met. The mistake in thought, made last year, in thinking that KERS (Ferrari has spent € 20 million on it !) would be the decisive factor building a conservative car not paying enough attention to other areas will obviously not be made again.

Testing will be more limited than ever: the first proper test prior to the start of the season (there will be four test sessions of four days each) is not due before the 1st February and as usual you can expect some to be rained out. Each team is allowed to use just one car. Additionally teams are allowed to do four aerodynamic straight line tests during the season (which is only half of what they were allowed to do this year). This is a big problem obviously, but it’s the same for everyone (the FOTA will discuss the issue of increasing testing in an upcoming meeting).

Ferrari is working on new ‘working methods’, and once again they’re speeding things up in order to have the Moog super simulator (the BEST) installed in Maranello next month.

Ferrari are as always looking at the future with their driver recruiting program, with Daniel Zampieri, 19 years of age and this year’s winner of the Italian F3 championship getting a chance to show what he’s worth in an F60 at the end of November / beginning of December. A good challenge considering the struggles faced by both Badoer and Fisichella when faced with what Ferrari claimed to be a beast of a car to cope with.

Massa: Massa wanted to drive badly to finish off this season! Medically wise there was absolutely no problem for Massa to drive his home Grand Prix (and the upcoming one in Abu Dhabi). Before the Brazilian GP there was a quick-tempered telephone call in which Domenicali tried to get the thought of lining up on the grid out of Massa’s head. Which didn’t work, and in the end, the driver was simply given a official corporate command not to drive.

Ferrari is not willing to frighten off Alonso by realizing Massa’s dream (of becoming world champion). From 2010 onwards the Spaniard is to be the new linchpin within the Gestione Sportiva. Ferrari is in negotiations with some Renault guys that are held in high esteem by Alonso and which would like to leave Renault due to the uncertain position the French team is in. A Shumacheresque revival at Ferrari?

After the disappointing 2009 season Ferrari is willing to re-install a system that is similar to that of the Schumacher era a policy Ferrari have been both loved and criticized for – both for leaving and implementing. Everything will be built around one superstar. Will let you debate on who that is going to be but it’s not hard to imagine. Domenicali has to go along with this policy. The team boss isn’t tough-minded enough to stand up against Di Montezemolo. The latter is the one that dictates the future of the team to the former, therefore there are two obstacles within Ferrari at the moment. Engineers doubt the leadership skills of Domenicali while at the same time the 44-year old gets massive pressure from above. In the new system, no place is reserved for Massa. In 2011 Kubica is bound to take over his seat.

We personally don’t see the point, surely Kubica isn’t that much better or worse than Massa and we think both of these drivers can make life for Alonso difficult. Anyway, this is what things are looking like now. We hope that taking on new engineers doesn’t turn out to be a struggle, keeping in mind a possible (let’s be real, probable!) internal fight between Massa and Alonso. We don’t think at all the situation will be as worse as it used to be between Alonso and Hamilton but it’s early days still…

The Ferrari Days, (the traditional feast at the end of each season) will be held at Valencia from the 12 to the 15th of November.

The first outing of the new car on track, will be at Valencia: it is where the first big test session will take place, starting on the 1st of February. It’s still unknown who will get the honor to do the first shake down (Domenicali said the chances are equal on that), but then of course Massa is the only one who can make a direct comparison to the F60, a car that will not be driven by Alonso and the very fact that he puts the chances as “equal” so early already is suggestive of the weight Alonso carries within the team.

The development of the F2010 (F61 ?) is going according to schedule. Ferrari is said to be paying particular attention to two special solutions they’re working on: one in regards to the electronics, the other is mechanical-related. They reckon they’ll be the only ones to have these solutions which puts the debut of the car on track to be particularly tantalizing.

Newey: 2010 Red Bull will be evolutionary, not revolutionary
Mark Webber (AUS) Red Bull Racing RB5 celebrates his first GP victory. Formula One World Championship, Rd 9, German Grand Prix, Race, Nurburgring, Germany, Sunday, 12 July 2009 Red Bull's chief technical officer Adrian Newey Sebastian Vettel (GER) Red Bull Racing RB5. Formula One World Championship, Rd 6, Monaco Grand Prix, Race, Monte-Carlo, Monaco, Sunday, 24 May 2009 Red Bull Racing RB5 rear suspension detail. Formula One World Championship, Rd 4, Bahrain Grand Prix, Qualifying Day, Bahrain International Circuit, Sakhir, Bahrain, Saturday, 25 April 2009

The relatively low-key rule changes for next season will mean the design of Red Bull’s 2010 car is unlikely to be as radical as that of this year’s race-winning RB5. That is according to the team’s chief technical officer, Adrian Newey.

Faced with the most dramatic shake-up to the technical regulations in years, Newey’s 2009 design took many in the paddock by surprise, with its high, u-shaped nose and its return to the use of pull-rod rear suspension. It has developed into a proven race winner, despite not featuring a double diffuser in its original concept.

But with the outlawing of in-race refuelling the only major rule change for 2010, Newey is anticipating evolution rather than revolution for the RB6.

“The ban on refuelling is primarily a packaging challenge as we have to integrate a fuel tank which is almost double the size of the existing one, whilst trying to maintain the basic design of the existing car,” Newey told Formula1.com. “I would consider RB6 to be more of an evolutionary design rather than a radical departure.”

Like all of their rivals, Red Bull are currently juggling development of their 2010 car with ongoing modifications to their 2009 machine - something that presents every team with something of a dilemma.

“RB6 development is currently centred initially around long-lead items, these primarily being the monocoque and gearbox,” explained Newey.

MW: The car is very developed. Aerodynamically it is already superior to this car because we were able to work with the regulations as they are now being interpreted. So one can imagine that there is a relatively extreme double diffuser system on the car and it is quite a radical departure from this year’s car. We’re spending all our development resources on that project and it looks exciting. We will have a very competitive car next year, because frankly if not, you can’t win a championship as we did this year.

"Perhaps more important still is that work on the MP4-25 is already going very encouragingly - it's already quicker than the MP4-24 - and there's every reason for us to be confident that we'll be able to continue to develop and improve it significantly between now and the beginning of the 2010 season."

Green = Confirmed
Blue = Rumoured or current incumbent
Red = Outside Possibility

Scuderia Ferrari Marlboro
Kimi Raikkonen
Michael Schumacher
Giancarlo Fisichella
Felippe Massa
Fernando Alonso

Vodafone McLaren Mercedes
Lewis Hamilton
Heikki Kovaleinen
Nico Rosberg
Kimi Raikkonen
Jenson Button

BMW Sauber or whatever it might be called
Robert Kubica
Nick Heidfeld[/s]

Renault
Fernando Alonso
Nelsinho Piquet
Romain Grosjean
Robert Kubica

Williams F1 Engineering
Nico Rosberg
Kazumi Nakajima
Robert Kubica
Rubens Barrichello
Nico Hulkenberg

Red Bull Racing
Kimi Raikkonen
Mark Webber
Sebastian Vettel

Toyota
Timo Glock
Jarno Trulli

Brawn GP (-Mercedes?)
Jenson Button
Rubens Barrichello
Robert Kubica
Nico Rosberg
Nick Heidfeld
[color=red]Michael Schumacher
Adrian Sutil
Lewis Hamilton
Kimi Raikkonen

Scuderia Torro Rosso
Sebastian Bourdais
Sebastian Buemi

Force India
Giancarlo Fisichella
Adrian Sutil
Vitantonio Liuzzi

USF1
Nick Heidfeld
Racer B

Manor (Virgin F1?)
Timo Glock
Nick Heidfeld
Racer D

Campos
Bruno Senna
Pedro de la Rosa
Nick Heidfeld

Retirement
Giancarlo Fisichella
Rubens Barrichello
Nick Heidfeld
Kimi Raikkonen