Noticed the subtle shift in Formula One launch strategies? Not too long ago launching a new design was, literally, a case of tugging an old sheet off the car in the pits of which ever circuit was scheduled to host its first runs. Then, when big-buck sponsors came into the sport, lavish launch parties followed, but, mostly, they were more important than media exposure, and, in fact, very few scribes were invited, for who would wish to ply serious people with music and Moet when more pressing matters require plying?

Then came the era of motor manufacturers in F1, and real lavishness followed. McLaren, Mercedes and West can claim to have been the instigators of such spectaculars after their famous Spice Girls gig at Alexandra Palace in 1997 – where, as an aside, David Coulthard introduced himself to Posh, Baby, Sporty, Scary and Ginger as 'one of the drivers', and in return was interrogated as to when the limo would be departing.

Since then Cirque de Soleil has performed at one of Jordan's unveilings, Sauber have had a symphony composed in honour of their new car, and, last year, the Swiss team celebrated their tenth car with an ice show. This year Red Bull's Hangar-7, with its spectacular Alpine backdrop, was the chosen venue. Over the years Williams have unveiled in Munich, at Silverstone, on the Circuit Catalunya and in Valencia, whilst Benetton/Renault have been all over Italy.

Toyota has alternated between Cologne and Paul Ricard, and Ferrari, who mostly keep matters close to base, have wandered around Maranello as they launched in their wind tunnel, the engine factory, logistics centre and road car production halls. Minardi have done their thing in Kuala Lumpur and Melbourne – although, it must be said, through thrift, not lavishness.

But, always, date and venue announcements were made at the very last minute, mostly causing massive logistics problems as hacks tried to get flights overbooked way in advance by big-spending executives hoping to get their mugs on corporate videos produced on the day. However, launches have invariably taken place in Europe – with Australian-owned Minardi being the one exception, particularly when it employed Malaysia's Alex Yoong and could conveniently unveil en route to Melbourne

It all seems to be changing, though. Already Williams have announced their launch date: 7 January in Bahrain (with a second unveiling to follow at end February), with rumours abounding that another team, too, may go for a two-pronged format. Minardi have stated well in advance that it will launch in Melbourne in March (this year they did so, but as a last-minute remedy after haggling with sponsors well into race week), and Sauber are unveiling at Petronas' Malaysian base on 11 January.

Seems that not only are Formula One's Grands Prix moving out of Europe, but its launches too. At least, though, teams are sorting their dates out well in advance. Who would ever have thought that team launch dates would be finalised ahead of the upcoming season's Grand Prix calendar?

Being fastest on Fridays has its kudos, but it can also have its downsides, as Anthony Davidson is rapidly discovering. Originally BAR's Man Friday, the young Brit had been made available by the team, some say at the insistence of David Richards, for evaluation by Williams, who, ironically, are seeking an incumbent for the seat originally earmarked for the found-and-lost Jenson Button – who remains at BAR for another season.

But, following Honda's acquisition of 45% of BAR, DR is the team's principal no more, and, it seems, Davidson will not be released for evaluation according to Geoff Willis, BAR's Technical Director, due to Williams' insistence upon 'unconditional arrangements'.

Not so, said a Williams spokesperson. "We were willing to evaluate Anthony on the 30th (of November) at Jerez on one condition: that we have a call on his services for 2005, with an option for 2006 if BAR were not in a position to offer Anthony a race seat. That was all. In fact, BAR came along with a whole laundry list of conditions for his release, not us."

So, first a tug-of-love between BAR and Williams over Jenson Button; then, whilst the dust is still settling, another over a driver who has competed in but two Grands Prix, neither of which he finished - with Minardi, in 2002.

Regardless of the merits of the squabble, BAR's blocking means that Antonio Pizzonia is almost assured of the drive alongside Mark Webber, for the Brazilian now needs to head off only one obvious challenger: Nick Heidfeld, who is due to test for Williams on at the same circuit on 8-11 December. With the departure of Marc Gene to Ferrari, Pizzonia is the team's chance of driver continuity, a factor which further strengthens the Amazonian's hold on a Williams tiller for 2005.

"We know what Antonio can do," the spokesperson said of the team's 2004 test driver, "and he obviously has in-depth knowledge of the team and car, so Nick will have to do something really special during the test. It won't be easy for him, but he is a driver with F1 experience in various teams, so he has that advantage."

Could Davidson, though, be a victim of long-running ill-feeling between Willis and his former employers, whom he left in 2001 for BAR? Rumours circulating at the time had it that Willis, a highly-rated CFD aerodynamicist, and the Grove team's chief designer Gavin Fisher had tendered their resignations to join BAR, but that Williams had accepted Willis' resignation whilst making Fisher a counter offer.