The BMW Sauber F1.08 over the course of the season.
13-11-2008 Press Release
Constant change.
The BMW Sauber F1.08 over the course of the season.
Munich/Hinwil, 13 November 2008. There is a rule of thumb in
Formula 1: Standing still means going backwards. Vehicles change from
race to race. The engineers are continually modifying the vehicles
depending on the characteristics of the different circuits – the
extremely long straights in Monza require a different aero package than
the tight and slow corners in Monaco. Willy Rampf, the Technical
Director of the BMW Sauber F1 Team, uses a selection of technical
drawings to describe the constant change undergone by the BMW Sauber
F1.08.
BMW Sauber F1.08, Car Launch, Munich, January 2008.
Willy Rampf: “The elimination of traction control meant that the
cars would be more difficult to drive. Our goal was therefore to build
a stable car with precise feedback at the front axle and lots of grip
at the rear axle, in order to make the driver’s job easier. As far as
aerodynamic efficiency was concerned, we wanted to take a significant
step forward by comparison with the F1.07. We were able to achieve this
objective by a number of measures including a special, compact engine
cover. We opted for a very dominant front wing, the great potential of
which allowed us to compensate for the entire range of different weight
distributions. The vent chimneys combined with the lamellar outlet
vents to permit good cooling without significant disadvantages for
aerodynamics even under extreme conditions. By contrast with the rim
covers, the Tomcat wings on the car’s nose and the vertical sidepod
reflectors were not fitted to the car for the presentation.”
BMW Sauber F1.08, Melbourne, March 2008.
Willy Rampf: “We optimised lots of details in the car during
extensive winter tests and hence made good progress. However, only some
of these modifications were visible. The newly mounted Tomcat wings
influenced the air flow round the cockpit and therefore improved the
aerodynamics at the rear end. The vertical sidepod reflectors calmed
the air turbulence around the front wheels and ensured maximally
harmonious flow of air along the sidepods. The underbody benefited from
this, in particular the diffuser. A minor modification to the tuning
vane was also working towards the same goal. The monocoque wing
conducted the air flow downwards, particularly from the mid-section of
the front wing. The rim covers were not used in Melbourne because they
changed the balance of the vehicle in a way that did not match the
characteristics of this circuit.”
BMW Sauber F1.08, Monaco, May 2008.
Willy Rampf: “Monaco demands maximum downforce. This means that
parts are used where the aerodynamic efficiency is not particularly
good, but which generate additional downforce. That is the circuit with
the lowest average speed and downforce therefore has maximum priority
there. We used the front wing with maximum downforce potential. The
modified synchroniser retainer plates with the top deflectors combine
with the flap to exert significant influence on the flow of air around
the front tyres. There was also a small T-wing for more downforce on
the so-called batman in front of the rear wheels. The rear wing with
the steepest wing position and maximum tread pressure was used. This
was also mounted over central supports on the gearbox. We used rim
covers in a modified version for the first time, which also generated
additional downforce.”
BMW Sauber F1.08, Montreal, June 2008.
Willy Rampf: “Together with Spa, Montreal is the only
medium-downforce circuit. The aerodynamic efficiency plays a very
special role here. We used a front wing with smaller, modified flaps.
The Tomcat wings also had to give way in favour of lower drag. The rear
wing was again mounted on central supports and represented a new
development. We also adapted the rim covers to the special
requirements. No other circuit puts such a strain on the brakes as
Montreal and we therefore paid particular attention to optimum cooling.
Our one-two victory was not only the reward for the racing team on the
track but also for all those people who are responsible for the
development of the car in Hinwil and in Munich.”
BMW Sauber F1.08, Monza, September 2008.
Willy Rampf: “Monza is the only genuine high-speed circuit left in
the calendar. We therefore used a low downforce aero package which was
deployed exclusively at this venue. The main focus is on reduction of
the drag. We accepted a thirty-percent loss of downforce compared with
Monaco and used a completely different front wing with only two
elements. While the Tomcat wings were omitted, there were two
additional wings on the monocoque, known internally as Manta Rays,
which conducted the air flow optimally over the engine cover and hence
improved the effect of the rear wing. The side wings on the engine
covers were omitted for reasons of drag. The rear wing was very
different from the other versions which were used in the course of the
season. It had a strikingly small main element and a much bigger flap
with serrated Gurney. The synchroniser retainer plates with a clearly
defined cut-out were striking. They ensured a stable air flow when
cornering.”
BMW Sauber F1.08, rear wing, Italian Grand Prix, September 2008.
BMW Sauber F1.08, rear wing, Canadian Grand Prix, June 2008
BMW Sauber F1.08, front wing, Car Launch, January 2008
BMW Sauber F1.08, front wing, Monaco Grand Prix, May 2008
BMW Sauber F1.08, front wing, Australian Grand Prix, March 2008
BMW Sauber F1.08, general view, Car Launch, January 2008.
BMW Sauber F1.08, general view, Italian Grand Prix, September 2008
BMW Sauber F1.08, general view, Canadian Grand Prix, June 2008
BMW Sauber F1.08, general view, Monaco Grand Prix, May 2008.
BMW Sauber F1.08, general view, Australian Grand Prix, March 2008
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