BMW Sauber F1.08 | Conceptcarz.com

BMW Sauber F1.08
By: Jeremy McMullen

In 2006, the newly formed team of BMW and Sauber was able to achieve an impressive fifth place in the constructor's championship title. Then, in 2007, the team looked good early on with either Nick Heidfeld or Robert Kubica coming in fourth place each of the first four races. These performances caused McLaren-Mercedes boss Ron Dennis to publicly announce he thought the team's performance was more the result of racing on lighter fuel loads than merely the team's improvements. Yet, out of those fourth place finishes there was one that made the Formula One world sit-up and take notice, and that took place at the Bahrain grand prix. In the late stages of the race Heidfeld pulled off an impressive pass on two-time world champion Fernando Alonso in his McLaren-Mercedes. And with that, BMW Sauber officially entered the title picture. The question stands, however, how high can BMW Sauber get and how fast?

Coming into 2008 there are many changes with which teams have to contend. Could these changes help BMW or could they prove to be a hindrance to the team's plan of being F1's best? The challenges that faced the team appeared daunting. Traction control is banned for 2008, as well as, many other electronic aids that have helped the cars stay glued to the track. With wheel slippage back in play for this season it was paramount BMW gave their drivers a well balanced and fast car to give the team any chance of fighting for any title. However, given last year's on-track performance it was obvious BMW would have a good platform to improve upon. Therefore, it is not inconceivable that this year's car would have minor only changes over last year's chassis.

Right away, the design team's tweaking can be seen. The design team has retooled a chassis with a narrower nose than the F1.07. The front wing is an area that constantly undergoes changes throughout the season, and so, it is not surprising that the F1.08 has a differently shaped front wing than that appeared on the F1.07 at its launch or at any time throughout last season. Last season's wing was more contoured with a more shapely spoon under the nose. This year's car has more of a box design incorporated into the front wing under the nose. The F1.07 was introduced last year with half-length upper-profile wings but was later dropped during the season. On top of this, at the time of the F1.07's launch, the front wing was only made up of a double-deck design. This too was abandoned during the season for the more popular tri-deck front wing design. Given the box-shaped spoon under the nose the leading edge on the F1.08 has a more pronounced gull-wing look. The tri-deck design has remained on the car's front wing. However, the most radical design feature found on the F1.08, and any other F1 car this season for that matter, is the addition of the 'wings' to the top of the nose. The team reshaped the camera housings on both sides to help direct the airflow toward these 'wings', which in turn, help direct airflow toward the radiators and the rear of the car. These 'wings' help with the stability of the car while not adding anymore downforce, and thus, drag.

Like its 2007 predecessor, the 2008 chassis utilizes the zero-keel design. This removes any obstructions underneath the nose bulkhead. This allows undisturbed air to strike the splitter directly under the driver that then directs airflow around the car. The suspension and wishbone design on the new car remains relatively unchanged from the F1.07. At the time of the unveiling, the F1.08's sidepod 'ears' were slightly enlarged over last year's design to help control the airflow around the sidepods. However, early on in the season BMW Sauber incorporated an integrated sidepod 'ear' and bargeboard design. This further aids in providing airflow control as the airflow is able to be routed from just behind the front wing all the way to and around the sidepods. This system helps the radiators to be most efficient while also limiting the drag, or buildup of airflow as it passes around the sidepods. The radiator inlets have further been refined, as they are pulled in tighter in at the bottom than that was incorporated on the F1.07. All of these improvements go to help improve stability of the car, which is of great paramount.

The sidepods have been pulled in tighter toward the rear as well, further aiding the airflow to the rear wing and out the back of the car. As a result of this, the chimneys have been altered, standing taller than they had last year. The chimneys have remained to help the hot air that builds up under the tight bodywork to escape. These chimneys are very important the first few races of the season since the first races normally take place at historically hot tracks. An obvious change to the car this season is the height of the head protection insert in the cockpit. While some teams have made more abrupt designs with the head protection insert, BMW Sauber has decided to still design a rather flowing insert to help reduce any drag the excess height creates.

At the time of the F1.07's launch last year the engine cowling was a rather tight and clean package, sporting only a very small dorsal style fin down the spine of the cowling. Early during last season the team installed the McLaren-Mercedes like 'bull-horns' to either side of the cowling. This design has remained on the F1.08, however, the engine cowling has been further tightened and designed with a more pronounced dorsal fin down the spine. The inclusion of this fin down the spine of the engine cover helps control the airflow at the rear, which helps with the stability at the rear of the car, especially under breaking. A feature added to the 2008 car is a mid-span wing that attaches to the T-wing from the engine cover. These winglets are normally attached at the trailing edge of the dorsal fin as can be seen on other cars like the Red Bull RBR4, Ferrari F2008 and the McLaren-Mercedes MP4-23. By placing this small wing about the middle of the car helps with load transfers, especially during breaking. By helping to control the airflow at this point in the car stability during braking and accelerating is improved.

The T-wing and rear-wheel flicks on the F1.08 have remained practically untouched from the F1.07. The rear-wheel flicks utilize a double-deck wing design to help provide stability, but also, to help with the flow of air over the rear wheels. Combined with the rear-wheel flick are shields that help with the flow of air by the rear wheels. The spinning wheels generate a lot of turbulence. To help prevent some of the airflow from impacting this turbulent air at the rear of the car, and thereby upset the balance of the car, shields are used. These help direct airflow inside and past the rear wheels directing the airflow out the back of the car between the rear-wing endplates.

The rear-wing itself does not use a pillar design like that on the Ferrari and McLaren-Mercedes chassis designs. Going the same route as its predecessor, the F1.08 uses the endplates to support the rear-wing. This system allows undisturbed airflow under the rear-wing and out the back of the car. This is another feature that helps maintain stability at the rear of the car. The rear-wing, too, remains rather simple. Where many teams are using dramatically contoured leading edges and wing designs the BMW Sauber wing is rather straight-forward. To help with airflow over the rear-wing two fences are employed. And like most teams' rear-wing endplates, the F1.08 has shark gill-like cuts to allow turbulent airflow built up between the endplate and of the airflow going over the rear-wings to spill out the sides, thus reducing drag-induced turbulence.

One of the other improvements upon the F1.08 includes the addition of 'shields' over the wheels. Introduced by Ferrari, the controversial 'shields' aid in extracting the incredibly hot air that builds up due to braking. But what makes these 'shields' so controversial is that they also appear to help aerodynamically. Wheel covers are banned under FIA regulations but these 'shields' technically aid braking, not aerodynamics. However, most teams have found these 'shields' do both, and so, BMW Sauber is just one of many other teams who have adopted them into their chassis package.

In only its second full season BMW Sauber, with its F1.07, solidified its place among the elite teams of Formula One. However, despite the team's great success throughout the 2007 season, the team went winless. Despite this fact, BMW Sauber looks poised to give the big two teams, Ferrari and McLaren-Mercedes, a run for the title. Building upon its successful predecessor, the F1.08 is BMW-Sauber's hopes to take the team that next and final step, a step that not only includes great finishes but also race wins and championship titles. And in fact, it would appear BMW-Sauber have stepped up to that next level as Robert Kubica and the team achieved its first ever race win at the Canadian grand prix. Ironically, the win for Robert Kubica came where he survived a horrific accident during the 2007 race in his F1.07. That's what is known as sweet redemption.

Going into 2007, the team management made it clear at its F1.07 car launch the team would not merely be happy with the fifth place the team achieved in its first full season as BMW-Sauber back in 2006. The team principals made it clear the team would push forward to become one of the major contenders for the driver and the constructor championships. Given the team's impressive performance last year, and the team's ability to build upon those results to even include a race win, it would appear there is another force amongst that of Ferrari and McLaren-Mercedes. The fact Robert Kubica had the lead in the driver's championship race appears to validate the team's work, the management's claims and, counter to Ron Dennis' beliefs, the car's performance.

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