That's been the main talking point in Formula One so far this season. Sebastian Vettel has been utterly dominant so far this season, having qualified his Red Bull on pole position in five of the first six races and winning five of the six in the process.

Vettel has dominated so far this season, by starting from pole and being able to pull out huge gaps to the field in perfect weather conditions; there hadn't been a wet Formula One race in all of 2011. That all changed in Montreal. And Vettel's dominance seems to have been overrated.

I won't go to deeply into the details of today's race, because there's no reason for me to transcribe events that everyone saw live and in vivid color and sound on a page or on a computer screen. There are people much more skilled at that than me. What I want to highlight is why Jenson Button was able to finish first in a race that people had all but given away to Mr. Magic, Sebastian Vettel.

In short, I think that Sebastian Vettel is overrated.

In his short time in Formula One, he's had success, but he hasn't had to fight or earn that success. He's a talented driver who got put into a good situation. Namely, Vettel has had the privilege of driving three of Adrian Newey's better and more importantly reliable designs.

There is more to being a great Formula One driver than putting your car pole and then lapping the field; the good drivers, the ones we remember, have a quality that can transform any race into their favor. That quality is called racecraft, which is something that Sebastian Vettel is lacking. He is a racer, not a driver, much like Mike Tyson was a brawler and not a boxer.

That is the only crack in Vettel's facade: the lack of racing experience, the lack of grit and desire. Vettel reminds of me of Tom Cruise's character in the first half of Top Gun. He's Maverick; he's only out for himself and his team and to be fast, and if the wins come, he's more than happy. But he doesn't seem immensely concerned at how little he seems to be working in order to be achieving such amazing results. 

Vettel thinks that winning is amazing, but he has no idea how hard it really is.

Three times this year, Vettel's lead has been compromised, and twice a McLaren took the win away from him. While at Monaco, the Red Bull driver was saved by the bell, so to speak, because of the red flag and because overtaking is very difficult, if not impossible at Monaco. 

Otherwise, Fernando Alonso and Jenson Button might have been able to get by him, and he would have possibly finished third.

Alonso, Button and Hamilton have that quality to try and win no matter what happens to them in the course of the race. Alonso has proven this by making a relatively lackluster Ferrari 150 chassis into a contending car. Moreover, Button and Hamilton have been the only other two drivers to win a race this year, and finishing very close to Vettel's Red Bull on more than one occasion.

Vettel's dominance of Formula One isn't good for the sport, just like Michael Schumacher's dominance also hurt Formula One in the first half of the 2000s. McLaren, Hamilton and Button, the ultimate underdog, need some luck and a lot of perseverance.

As recent events have proved, Vettel's dominance can be easily broken by applying pressure to wunderkind, and he has shown he isn't invincible and that he will crack under pressure.

Read more Formula 1 news on BleacherReport.com

This was the case with Hosni Mubarak in Egypt. 

In the case of Bahrain, the United States government supports the king mainly because of Bahrain's oil reserves, the fact that NAVCENT (US 5th Fleet) headquarters are in Bahrain and because the king and the elite are a Sunni in a Shi'a majority country, which is a key to stemming Iranian influence in the Persian Gulf region.

But now the country's Shi'a majority are revolting against the Sunni government and royal family. These protests have been met with great force by Bahrain's police and army, who have openly shot at protesters—a scene entirely different from Tahrir Square, where the army and the protesters stood together.

But the violence has ended according to the latest news reports, with the king and the crown prince calling for talks between all sides.

What caused this sudden change in the government? Why are they so open to talks now when for the past week they had no problem shooting at protesters?

The answers are Formula 1 and Bernie Ecclestone, and the money Formula 1 brings to the country.

We're living in a globalized world, and Bernie Ecclestone has realized this better than anybody seizing the opportunity to hold Grand Prix from Istanbul to South Korea and from Malaysia to Bahrain. 

Formula 1 is capitalizing on the economic power of emerging markets and oil-rich states.

But a Grand Prix's host country also benefits, by bringing primarily tourism and other moneys to their local economies.

In 2008 alone it was reported that the Bahrain Grand Prix brought over $540 million into the local economy.  Politics is about power, and ultimately the only thing that can assure power is money.

Money is power, in other words, and that's what Formula 1 brings to a country.

The political situation caused the GP2 Asia series to cancel the Bahrain round of its championship that was to be held this weekend. While not nearly as big of a financial boon as the entirety of the Formula 1 circus coming to town, GP2 must still draw enough people and money to the country that the race's cancellation will hurt Bahrain's economy.

On Saturday, Ecclestone asked the royal family to make the call if the race should be held or not instead of forcing the FIA to make the decision to not allow Formula 1 to have its opening round on the island kingdom. 

Within hours of this statement by the Formula 1 supremo, Bahrain's government changed its attitude towards the protesters, stating it will not crack down on the protests as it has done in the last few days.

Further, the government has called for "dialogue" in the king's own words and he has allowed for the crown prince to hold meetings about the political situation.

This was a political tactic that was made to stabilize the country and end the violence in the streets that had the British Foreign Office calling for a stop to all non-essential travel to Bahrain. Such a warning would make all Formula 1 personnel have to rethink going to such a dangerous place only for motor racing. 

No more shooting in the streets and the appearance of democratic progress will surely calm down international pressure on the regime and allow for Formula 1 to return.

That would allow the king, his family and his ministers to make a lot of money while nothing really changes for the better for Bahrain's people.

Globalization and manifestations of it such as Formula 1 can have the appearance (if not the effect) of changing a governments behaviors or policies.

As a matter of fact economics, free trade and tourism have led to more peace than the UN has or ever will. A nation doesn't fight wars with trading partners its just bad business. 

So while democracy may not come to Bahrain because of Formula 1, at least it stopped some of the bloodshed and led to dialogue instead of violence.

Read more Formula 1 news on BleacherReport.com

There are few of them and one of the most powerful icons in the history of Formula 1 is a black and gold Lotus car, with a Renault engine in the back and a Senna with a green and yellow helmet.

Today, Lotus Renault GP, at least for now, revealed its 2011 challenger and well, it looks nothing those classic JPS black-and-gold cars from the 1970s and 80s.

But they are obviously trying to evoke the emotions that those Lotus cars are connected with.

Back in 1978, the Lotus 79 caused a revolution in Formula One with the introduction of ground effect aerodynamics into the sport.

With Mario Andretti at the wheel, that Lotus, albeit with a Cosworth engine, took the only American to the Formula One world drivers championship.

But most importantly, that happened in a car that was black and gold.

That image is so imprinted in the memories of Formula 1 fans that is almost too easy to try and use that for a team's own benefit.

Seven years later, a then-young Ayrton Senna had never won a Formula 1 race. It was in a Lotus at the 1985 Portuguese Grand Prix, where the world first saw how dominant Ayrton would be.

He would earn his first pole position and his first win, but the circumstances was what made that historic victory even more significant.

During a very wet race, the soon to be three-time world champion would lap every single one of his challengers except for one and he finished more than a full minute ahead of second-place finisher Michele Alboreto.

Bruno Senna will now have the opportunity to sometimes run in a black-and-gold Lotus Renault in Friday practice.

Further, he has a chance of getting on the grid if Vitaly Petrov underperforms or, God forbid, either of the lead drivers can't race for any reason, such as injury.

But honestly, why did I go off on that sort of diatribe when talking about the 2011 Lotus Renault?

Simple, nostalgia isn't always a good thing, especially if it is just nostalgia for the sake of it.

Lotus built its reputation by being the innovative, forward looking and successful of constructors from the mid-1960s through to the 1980s.

I really hope they aren't co-opting that image and that nostalgia just to make money and to make a splash. The most important thing they need to do in order to be respected as a Lotus team is to win, short and simple: W-I-N. 

With the news today from Valencia, that the new R31's exhaust is aimed forward in order to create more downforce while bending the spirit of the exhaust blown diffuser ban is something that Colin Chapman and the original Lotus team would have been proud of, so although it seems to only be a sponsorship/naming rights deal.

Bouiller and Allison have the right spirit in trying to bring the Lotus name back to the grid.

For better or for worse, in the eyes of the other Lotus team, who think they have the Chapman legacy on their side. But that's an issue for another article.

Read more Formula 1 news on BleacherReport.com

But he is coming to a track that should be another piece of cake for the Red Bull boys.

The Formula One circus is coming to another track full of medium- and high-speed corners and relatively little straight bits. Interlagos is most comparable to Hungary, only a bit faster.

The result for qualifying: a Red Bull lock out of the front row and the Red Bull finished first and third on Sunday, but only because Sebastian Vettel was handed a drive-through penalty during a safety car period.

But Alonso in the Ferrari was very close to the Red Bulls at the Hungaroring, finishing second. To further the situation at Red Bull, it isn't as simple as the one at the Scuderia.

Both Webber and Vettel have a chance of winning the championship and the team has not unequivocally said that it will support one driver over the other.

Down the paddock, the boys from Maranello have put their full support. Alonso and Massa says that he is fully supportive of helping his teammate in any way possible.

In a bizarre moment, a Brazilian magistrate in Sao Paulo has said that if Massa allows his Spanish teammate during the race, in any way changing the result of the race, he could be sentenced to a six years in prison for fraud.

Meaning that Ferrari's unequivocal support for Alonso could be illegal in Brazil. Things are always funny at Interlagos; this year it's sure to be even crazier.

If Alonso wins the race on Sunday and Webber finishes fifth or lower, the Spaniard will have the championship, deciding the championship in Sao Paulo for the sixth straight year.

I think it'll be difficult for Alonso to be able to cinch up the championship on Sunday, because Red Bull will be very fast and they have rid themselves of the bad luck after a horrible Korean Grand Prix for them.

Finally, Lewis Hamilton will need some luck, maybe some unreliability from Red Bull and Ferrari to stay alive. 

Hamilton's MP4-25 won't be as fast as the RB6 and the F10 but they'll be close and are still very much alive. Because if Hamilton is still alive, he'll have a chance at Abu Dhabi.

I think in true fashion fitting the 2010 season, the championship will go down to the wire at Abu Dhabi with four or five drivers still alive in the championship. 

But right now, it's still Fernando Alonso's championship to lose.

Read more Formula 1 news on BleacherReport.com

With his masterful win at the Korean Grand Prix, where he was able to benefit from the bad luck of the two Red Bull drivers and take care of his tires in an increasingly dry track as the race went on and other drivers had trouble staying on the track with less and less grip.

In the future, Alonso's win at the inaugural Korean Grand Prix will be mentioned along with Senna's win at 1985 Portuguese Grand Prix in Estoril with Jackie Stewart's greatest triumph at the Nordschleife in 1968 where he won by more than four minutes in wet conditions with a broken wrist from Graham Hill.

Fernando Alonso is now to be mentioned along with those men as a driver that has defined and changed Formula One in his era, along with Mikka Hakkinen, Alonso is the only driver to be able to stem Schumacher's irresistible dominance at Ferrari. Winning the championship in 2005 and 2006, the latter championship under intense pressure from Schumacher and the Scuderia.

Alonso is currently leading the championship by 11 points from Webber with two races to go. He is two races away from winning his third championship. Three championships would give Alonso as many as drivers that are considered to be the greatest Formula One drivers of all time. Ayrton Senna, Nelson Piquet, Niki Lauda, Jackie Stewart and Jack Brabham. That is some fine company to be named along.

Alonso with his win at Korea has tallied his 26th career win, more than both Jim Clark and Niki Lauda with 25, one less than Jackie Stewart at 27. Further, the only drivers with more wins than Fernando Alonso as of today are Stewart (27), Mansell (31), Senna (41), Prost (51) and Schumacher (91).

Alonso is sure to pass at least Mansell if not both Mansell and Senna in the next several years. While I have trouble seeing Alonso with 25 or more wins in his career in order to eclipse Prost's mark.

With 20 pole positions, Alonso is 10th on the all time list tied with Damon Hill. With Jim Clark tied with Alain Prost for third all time pole position with 33 each. Third place on the all time pole positions list is entirely possible. First and Second, Schumacher and Senna with 68 and 65 each are most certainly out of reach for Alonso who is almost 30 years old. But Sebastian Vettel who has 14 pole positions in 60 races, is on a Schumacheresque pace in the pole position department.

Alonso has been the clear successor to Schumacher's throne as the most important driver in Formula One. Almost winning the championship in 2007 with McLaren, then willingly exiling himself to a clearly dysfunctional Renault organization for 2008 and 2009 and as a result wasting two years of his prime.

But now with his status as the unquestioned "No. 1" driver at Ferrari, as Hockenheim showed; and the full power of the Maranello machine behind him Alonso is now the premier driver in the sport. But there are men who will not let that happen.

Every Senna has a Prost, every Stewart has a Fittipaldi, every Schumacher has a Hakkinen. But Who is the Prost to Alonso's Senna or vice versa. As Alonso is always portrayed to be the villain. These are the men who's reputations and legacies will be made on stemming Alonso's rise to immortality. Lewis Hamilton, Sebastian Vettel and Robert Kubica are seen to be the main foils to the Spaniard.

Hamilton has already had his personal rivalry with Alonso at McLaren during the 2007 season where Alonso was ultimately portrayed as the villain and Hamilton as the innocent rookie undone by circumstances and the machinations of the wily veteran.

Also, McLaren and Ferrari are natural rivals as it seems most of the past decade's Constructors' Championships were hotly contested between the team from Woking and the Scuderia from Maranello.

Vettel is the calm, cool and collected flying ace of a racing car driver, but he has still much to learn. But when it comes to ultimate qualifying lap speed there have been very few drivers better than Seb even at this young of an age.

As he matures and advances in his knowledge of "race-craft" Vettel will become a rival to Alonso and every single other driver in Formula One. For Vettel is the driver with the most raw skill, if not drive and desire in the entire grid.

Hamilton is "The Natural", Vettel is "The Wunderkind" while Robert Kubica is the people's championship, the hard working driver with a blue collar ethos that is refreshing to see in Formula One. Kubica likes to compete in rallies because he says it makes him a better driver. Kubica is the only Pole in the history of the sport and he had to move to Italy at a young age to even have a chance of becoming a racing car driver.

Kubica was taken in by Peter Sauber and his organization as a young racing car driver, one of the most down to earth and family oriented teams on the entire grid. Peter Sauber and his team has a goal of first and foremost focusing on driver development and the Sauber system has given us Kimi Raikkonen, Felipe Massa and Nick Heidfeld among others.

Now he has moved to Renault to be leader on a team that was devastated by Flavio Briatore's delusions and inept management that lead to the "Crashgate" scandal and his expulsion from Formula One.

Kubica is there to make Renault relevant again to bring them back to the days of Alonso and Fisichella and the times of winning Constructors' championships and both Kubica and the team know it will only be done through hard work and perseverance.

Finally, there's one man who's not in Formula One at the moment, who also enjoys rally driving (sadly he's not good at it) who can stop Alonso from achieving immortal glory and can take some of that glory for himself. Kimi Raikkonen.

Formula One fans know Kimi well, he's hard to keep motivated, he has a sense of humour, he has a lot of talent he sometimes chooses to hide it and sometimes it can't help but be seen. As in the entire 2009 season, while Massa, Badoer and Fisichella struggled with the clearly sub-par and unfriendly F60 chassis, Raikkonen was able to take it to victory at Spa-Francorchamps a track where Raikkonen excels.

Also, at the 2005 Japanese Grand Prix where Raikkonen was able to go from 18th on the grid to win the race, another all-time great drive.

All of the drivers above have a claim to be Alonso's natural rival. But the Ice Man is the only one who can be the Senna to Alonso's Prost, a driver who is completely different on the surface but the deeper you delve into it they become more and more similar, two men that can't help be compared, hated and loved for different reasons for doing much the same thing.

Read more Formula 1 news on BleacherReport.com

In 2009, this was particularly interesting because. As there were three different and diverging ways in which to develop a car. KERS, non-KERS, with a double diffuser or without one. 

Ross Brawn's design was clearly the class of the field in the early part of the season mainly because of the extra downforce that having a double diffuser gave the BGP001.  Even as the team ran out of money as the season went on the Brawn's advantage was great enough to hold back the charging Adrian Newey designed RB5.

The RB5 was the second fastest car on the grid throughout the 2009 season without KERS and without a double diffuser. If the RB6 is a clear evolution of the RB5 with a purpose built double diffuser, imagine what the boys from Milton Keynes could have done if they had the amount of downforce they have this year on last years car.

Now both McLaren and Ferrari were the only teams that stuck to using the Kinetic Energy Recovery System (KERS) throughout the season, while Renault only sometimes used it. The KERS equipped machines seemed to be have less balance and were harder to handle as shown by how much Luca Badoer and Giancarlo Fisichella struggled in the F60 and Kovalainen in the MP4-24 compared to Hamilton.  They were never close to competing with either the Brawn or the Red Bulls even as the season came down the stretch.

Both giants of the sport adapted their chassis and the McLaren was able to take a win at high down force circuits like Hungary and Singapore and Raikkonen was able to win the Belgian Grand Prix largely thanks to a lack of downforce and KERS.

Talk of 2009 is important to this conversation, because it also sets up the intriguing developmental discussions of the 2010 which are both similar and largely very different from the 2009 edition. For 2010 the issue is F-Ducts v Blown Diffusers, or low drag v high downforce.

The RB6 has dominated so far this year at the very least in qualifying if not with the outright race "pace." The current technical regulations have been in place for only two years, but this will be the peak of what can be done with a Formula One car under 2009 regulations because the FIA has said it will ban the double diffuser and possibly the blown diffuser.

The RB6 takes the best attribute of the RB5 chassis which was good at almost every circuit in the course of the 2009 season, but especially in low downforce configurations mated with the BGP001 and added even more downforce to that formula by adding a blown diffuser.

While its main rival the McLaren MP4-25 introduced the so called F-Duct, in order to reduce drag during long straights which has resulted in the cars pace in low downforce tracks like Spa, Silverstone and Canada.  That is the fight of the 2010 season, Red Bull against McLaren and each will have tracks that fit their cars coming down to the end of the season.

Ferrari and Mercedes are known variables so far this season, with the potential to be fast and no assurance of it and most importantly some very good drivers in their respective stables. However, they haven't proven to be up to par with the RB6 and the MP4-25.

Leaving the month of August and entering into September both the Drivers and Constructors championships are too close too call and a few precious points gained or lost in the next six races will be difference between victory and defeat and the team most capable of affecting the results of races against the top two teams is certain to be Renault and their low downforce configuration

In the six remaining races three will be at notoriously fast and loose circuits where low drag will be more important than high downforce and that is where Robert Kubica and the Renault R30 will become important and play a role of spoiler.

The R30 has no chance of competing with the Red Bulls at Interlagos or Singapore with many high downforce corners and not much place for it to use the new F-duct that was introduced during the Belgian Grand Prix.

However, at Monza, Suzuka and Abu Dabhi where low downforce setups will rule the paddock, the R30 will be able to reproduce some of its earlier results that have exceeded the expectations of people in and around Formula One. At Canada, potentially so after qualifying sixth at Silverstone and last weekend in Spa. Also don't count out Vitaly Petrov who has proved to be capable of some impressive race pace if not with consistency as of yet.

The battle of F-Ducts and Blown Diffusers will undoubtedly be influenced by teams other than the main antagonists in the fight and the new Renault with much competitive spirit and verve-and-vinegar will be more than happy to oblige and mess up the predictable order in the coming months.

Read more Formula 1 news on BleacherReport.com

Formula One cars are very powerful beasts, weighing around 600kg while having more than 700bhp. If one is to look at it that way, Formula One should be the most exciting form of motorsport in the world. But the only way to harness all that power in such a light package is by adding tons of downforce to make the cars grip to the race track better.

These big wings, besides creating downforce makes a lot of so-called "dirty air" behind the cars and the new double diffusers create an even larger wake of that same "dirty air" making it impossible for cars to run close to each other on the race track.

Further, big, slick tires add a lot of mechanical grip making the car stick to the ground even more effectively adding to the aerodynamic grip created by the wings and the diffusers. Big, slick tires give the car better stability coming out of corners and in slow speed corners and tracks in which the cars are not so dependent on aerodynamic grip to go around corners quickly.

Rain, cancels out of all of those factors, effectively flipping the racing on its head. Rain tires are not slick, the treads are like normal street tires, which take mechanical grip away from the cars. Furthermore, the wet tarmac also has lower grip levels that takes away from grip.

Downforce is created by cars moving through the air and the wings creating high pressure over the wing. But this can only be achieved at high speeds when the track is wet. Cars have less mechanical grip, which means they must not go as fast. If slower air is rushing over the wings and into the diffuser, less downforce can be created.

Which is why there was so much overtaking at Melbourne and Shanghai during rainy races. there was less grip both of the mechanical and the aerodynamic sort. So what can we learn from this?

Formula One cars need smaller tires so they have less mechanical grip, forcing them to go slower around the corners. Wings and diffusers must be made smaller, for two reasons. First, to reduce the amount of "dirty air" allowing cars to run closer together on the track. Second, to take away downforce which gives the cars better stability in high speed corners and circuits. Another way of taking away downforce is by installing permanent f-ducts on the cars to stall the wings so less downforce is created.

I would also prefer that the FIA changed the engine formula or at least loosened this current configuration to allow for more power and thus better racing. Either of these recommendations would be sure to make racing better.

Formula One should copy the formula from one of its most succesful eras the 1970s. When cars had little downforce, moderate amount of mechanical grip and very powerful Cosworth DFV V-8 engines. Races in those days was always very close and exciting if not exceedingly safe.

If anything can be learned from other series, especially touring cars and GT racing. Is that downforce is not always a good thing. It makes exciting racing tougher, by taking away grip and downforce and adding power. Formula One could be made more exciting if first of all the cars could race closer together, that would be a huge first step. Every thing else would fall in place naturally.

I don't want to take away any credit from Keith Collantine at www.f1fanatic.co.uk and his series under the same name. But I had this brainwave after watching two rainy races at Melbourne and Shanghai and could not help but notice what rain did for the racing. So I am not ripping of Keith in any way, its just an article focusing on the same concepts.

Read more Formula 1 news on BleacherReport.com

Vettel proved his pace from day one in a Formula One car by scoring in the points in the 2007 US Grand Prix in his first grand prix in replacement of the injured Robert Kubica. The following year, while driving for Toro Rosso. Vettel outpaced both his teammate Sebastien Bourdais in the sister STR3 and both Webber and Coulthard in the senior Red Bull team's RB4.

Most people cited the Ferrari engine in the STR3's engine bay as being superior to the Renault unit in the RB4 as the reason for young Vettel's success over the more experienced Webber and Coulthard.

Sebastian Vettel's most impressive accomplishment in 2008 was during the Italian Grand Prix. The race in Monza was plagued by rain the entire weekend, even during the qualifying session. Vettel was able to qualify in the pole position with an impressive show of car control.  Then going all to win his first race from the pole position.

In 2009 with Vettel moving to the senior Red Bull team and the regulation changes which promised to shake up the Ferrari/McLaren domination at the top of the grid. Many people expected the Red Bull team to play a major role in both championship races.

Vettel was able to win four races and finish consistently in the points, finishing second in the World Driver's Championship classification. But what stood out the most about Red Bull's and Vettel's, 2009 campaigns was the string of reliability problems and other retirements that plagued the young German.

Vettel ran most of the last quarter of 2009 with has last two remaining engines of the eight engine maximum allowed to every driver. Which once again led to a rash of accusations by both  Formula One pundits and people in the team that the Renault engine was not up to competing with Ferrari and Mercedes powerplants.

Another complaint which many people cited for the unreliability of the RB5 chassis was its designer Adrian Newey. Newey tends to concentrate mainly on the aerodynamic characteristics of a car and shaping the entire design around aerodynamic performance instead of focusing on the reliability of the car. The RB5 was particularly plagued by suspension issues, which hurt Vettel.

After the first two races of 2010, Vettel has been hurt twice by reliability troubles. At the season opener in Bahrain, Red Bull claimed a bad spark plug was the reason that the Renault engne lost power nearing the end of the race in the desert.

Once again bringing about questions if Red Bull should have re-upped its partnership with Renault for the 2010 season. The past three seasons have shown that the Renault engine is considerably behind both the Ferrari and Mercedes units in both power and "driveability."

On Sunday at Albert Park, though Vettel qualified on the pole position and had a firm grip on  the race he was forced to retire when one of the tires separated from the wheel partway through the race.

This has become somewhat of a pattern for Vettel and the Red Bull team in 2009 and so far in 2010.  If the reliability issues persist Vettel will not be able to triumph and win a championship.

If there's anything to be learned from the history of Formula One is that it is more important to finish consistently in the points than win every single race in order to a win a championship and at this pace Red Bull with not be able to take either "Luscious Liz" or Sebastian Vettel to a championship in 2010.

Read more Formula 1 news on BleacherReport.com

"I think, both for the new teams and the new drivers, it is very important to get some miles of testing. It would be great for us if we could test a little bit when we get to Europe after the first races, as we could take many of the kinks—the very basic things that we could have been able to sort out with a few miles of testing—and get them sorted out. I believe that it would make everyone's life much better if we were a bit quicker and more prepared—both the new teams and the current teams, considering that these guys have to overtake us a few more times than necessary."

Senna is absolutely right—F1's current testing ban is counterproductive at best, and at worst will corrode what is already a bad situation.

Just look at what happened during Friday practice in Melbourne: Timo Glock ran eight laps in the morning session and Di Grassi ran not a single flying lap in the afternoon. While both HRT cars had productive mornings, neither left their respective pit boxes for the second session.

The FIA always creates regulations with the best intentions. However, as they say, "the road to hell is paved with good intentions."

The testing ban, as with most regulations, was implemented to cut costs. In this particular case, cost-cutting is only hurting the new teams.

More testing for the new teams will not speed the cars up to catch the leaders, but it will allow them to run consistent enough distances and times in all qualifying sessions.  Neither HRT or Virgin has been able to do this so far this season because of nagging problems like hydraulics, fuel pick-up, and transmissions.

Data is the most important thing in F1. With no testing, the amount of acquirable data will diminish.

The lack of testing makes it tougher for all teams—from Ferrari to HRT—to develop their cars. However, it makes it tougher for the new teams who have little or no experience in development.

Testing must be reinstated for the 2010 season for the benefit of the new teams and F1 itself.

Reinstating testing for the new teams is something that must be done to help with the reliability and development of their new cars.

This will stop new teams from hurting the level of competition and stop Bruno Senna and Timo Glock from "moving chicanes."

Some saw there would be an issue allowing new teams to test more. I say just allow the established teams to test, but not as much as the new ones.

This proposed plan will only benefit F1—the battle at the top would be more exciting and the new teams would be able to work out their technical glitches and develop their chassis, making for more unpredictable racing week-in and week-out.

Read more Formula 1 news on BleacherReport.com

No fault of his own—that face, demeanor, and attitude is too Senna-esque to be ignored. He always seems so cool and collected, not flustered by anything. Like the statement earlier in the week, where he claimed that HRT will be faster than Virgin and Lotus only because of the data that Dallara has acquired in running in the GP2 Series.

Quiet confidence is a trait common to many high-level athletes, but when it comes from the mouth of a Senna, it adds an entire other dimension.

More evidence that Bruno has not shied away from his uncle's legacy is by wearing that iconic and very evocative yellow, green, and blue helmet, almost symbolizing to people that he is willing to take over where Ayrton left off.

In this article published today, Senna said he thought of not using his uncle's last name, but decided against it. As the Brazilian rookie said regarding the surname, "I thought it was best to just go for it and take the pressure head on."

Ayrton Senna was the "King of Monaco," winning five Grand Prix in the principality. Bruno Senna won the feature race of the 2008 GP2 Monaco rounds. In a style unlike his uncle's,  he didn't set the pole position, and instead, took the lead at the start. While Senna only beat Pastor Maldonado by more than half a second, the Brazilian and Venezuelan beat the rest of the field by almost 45 seconds.

Senna finished second for the GP2 Series title in 2008, won two races, and collected three pole positions during that campaign, once again mimicking his uncle's skill for qualifying.

Bruno Senna has the weight of the legacy on his shoulder. We fans know, the media knows, the other drivers know, and most importantly, the man himself does too. Though the HRT car is literally untested and unproven, 2010 will be a positive season for Senna. It will allow for him to get comfortable in Formula One, while avoiding unrealistic expectations.

Read more Formula 1 news on BleacherReport.com