 |  |  |  |  |
 |  |  |  |
Image credits: © Williams.
2006 Williams FW28 news, pictures, and information | ||
| Tweet | ||
The Launch of the WilliamsF1 FW28
WilliamsF1 launched their 2006 season race car, the FW28, at their headquarters near Oxford. The FW28 is a manifestly purposeful race car, its defining visual cue being the aggressive barbed sting on the back of the engine cover.The car is both a response to circumstance, including the shifting technical regulations and the new primary partnerships the team has forged wîth engine supplier Cosworth and tire company Bridgestone, as well as being its own clear statement of intent.
Clearly the biggest transition is the shift away from 3.0l V10 motive power in favour of a 2.4l V8, and in Williams' case, the new partnership wîth Cosworth. With the associated power losses all teams will encounter, all Formula One designers have been tackling a demand for higher aerodynamic efficiency to help compensate. In the case of the FW28, this became a fundamental design parameter for the car and is reflected in many ways across the aerodynamic strategy of the car, visible particularly in the design of the rear wing wîth its decambered tips. The target in this area was to maintain downforce while shedding drag at the wing tips.
To support this strategy, a tall sidepod concept was adopted which allowed a larger undercut and therefore smooth and efficient air flow to the rear of the car. While designers have been forced to grapple wîth recouping power losses through aerodynamic efficiencies, the FIA dealt another blow to designers by imposing a new restriction on bodywork to the front of the car, removing the bottom parts of any forward barge boards and, in the process, dramatically altering flow dynamics around the front of the car. The response in the Williams design office has been to pursue a zero keel option to the management of the front wishbones. This area of design has been one of fundamental contention and revision across the Formula One paddock, but the zero keel solution now clearly provides the most efficient aerodynamic solution. In addition, the team has progressed the cascaded front wing, trialled successfully in the last two Grands Prix of 2005.If the external factors were not sufficient to keep the design office at Williams busy wîth the incarnation of the FW28, the technically motivated switch to Bridgestone tires (which the team last raced in 2000) has demanded a complete revision of weight distribution across the car and a re-formatting of suspension geometry in order to harmonize the dynamic characteristics of the FW28 wîth the qualities of the Bridgestone tire. Technical Director, Sam Michael, commented, 'The FW28 has been a large departure from previous Williams' designs due in part to new aerodynamic efficiency targets, but also the mechanical challenges of changing to Bridgestone tires and Cosworth's V8 engine. It has been a really interesting car to design and I believe that will continue to be the case during its development in 2006.'
The shift to Cosworth has been another fundamental element in the genesis of the FW28. The development of the CA V8 has been characterized by an open and culturally convergent philosophy between the two organizations, which has been nothing short of positive and productive. As Tim Routsis, the Cosworth CEO reflected, 'Following the dramatic shift in the engine regulation landscape, we are approaching an immensely exciting 2006 Formula One season wîth a mindset of cautious optimism. Our partnership wîth WilliamsF1 continues to strengthen and the highly motivated nature of the relationship has produced extremely encouraging results since track testing began. The CA2006 V8 was first installed in the WilliamsF1 FW27C interim car in November last year, since when it has completed in excess of 7,000 kms of test mileage. Progress achieved so far by Williams and Cosworth validates the expectation of the partnership enjoying a competitive campaign this season.'
Alongside the new V8 powerplant in the drivetrain design strategy has been the progression of Williams seamless shift technology which is anticipated to come on stream in the early part of the 2006 season. This seven-speed, continuous torque gearbox owes much of its development progression to the joint validation work conducted on Cosworth's dynos in Northampton, indicative of the depth and strength of the technical partnership. Seamless transmission can be worth up to 0.4 seconds over the course of an average racing lap.
Fundamental rule changes and new technical partnerships wîth Bridgestone & Cosworth have all equated to a heady cocktail for the Williams design team to tackle. However, the FW28 is a first design for Sam Michael's new combination of Chief Aerodynamicist, Loic Bigois and Chief Designer, Jörg Zander. For the first time too, the design team has had the benefit of two onsite wind tunnels dedicated to the new car from the outset.
The team has progressed the development of the FW28, together wîth the input from its technical partners, wîth an added degree of relish over the winter. Although not openly admitted, the extra challenge presented by the rule changes has galvanized the engineers into a mood of positive engagement. This is, in fact, where Williams should be at its best. For Sam Michael the objective is clear, 'The FW28 has a lot resting on its shoulders as it must re-establish Williams at the sharp end. There are many good teams in Formula One now and how to beat them is simple – design a faster car.'Source - Williams
WilliamsF1 launched their 2006 season race car, the FW28, at their headquarters near Oxford. The FW28 is a manifestly purposeful race car, its defining visual cue being the aggressive barbed sting on the back of the engine cover.
The car is both a response to circumstance, including the shifting technical regulations and the new primary partnerships the team has forged wîth engine supplier Cosworth and tire company Bridgestone, as well as being its own clear statement of intent.
Clearly the biggest transition is the shift away from 3.0l V10 motive power in favour of a 2.4l V8, and in Williams' case, the new partnership wîth Cosworth. With the associated power losses all teams will encounter, all Formula One designers have been tackling a demand for higher aerodynamic efficiency to help compensate. In the case of the FW28, this became a fundamental design parameter for the car and is reflected in many ways across the aerodynamic strategy of the car, visible particularly in the design of the rear wing wîth its decambered tips. The target in this area was to maintain downforce while shedding drag at the wing tips.
To support this strategy, a tall sidepod concept was adopted which allowed a larger undercut and therefore smooth and efficient air flow to the rear of the car. While designers have been forced to grapple wîth recouping power losses through aerodynamic efficiencies, the FIA dealt another blow to designers by imposing a new restriction on bodywork to the front of the car, removing the bottom parts of any forward barge boards and, in the process, dramatically altering flow dynamics around the front of the car. The response in the Williams design office has been to pursue a zero keel option to the management of the front wishbones. This area of design has been one of fundamental contention and revision across the Formula One paddock, but the zero keel solution now clearly provides the most efficient aerodynamic solution. In addition, the team has progressed the cascaded front wing, trialled successfully in the last two Grands Prix of 2005.
If the external factors were not sufficient to keep the design office at Williams busy wîth the incarnation of the FW28, the technically motivated switch to Bridgestone tires (which the team last raced in 2000) has demanded a complete revision of weight distribution across the car and a re-formatting of suspension geometry in order to harmonize the dynamic characteristics of the FW28 wîth the qualities of the Bridgestone tire. Technical Director, Sam Michael, commented, 'The FW28 has been a large departure from previous Williams' designs due in part to new aerodynamic efficiency targets, but also the mechanical challenges of changing to Bridgestone tires and Cosworth's V8 engine. It has been a really interesting car to design and I believe that will continue to be the case during its development in 2006.'
The shift to Cosworth has been another fundamental element in the genesis of the FW28. The development of the CA V8 has been characterized by an open and culturally convergent philosophy between the two organizations, which has been nothing short of positive and productive. As Tim Routsis, the Cosworth CEO reflected, 'Following the dramatic shift in the engine regulation landscape, we are approaching an immensely exciting 2006 Formula One season wîth a mindset of cautious optimism. Our partnership wîth WilliamsF1 continues to strengthen and the highly motivated nature of the relationship has produced extremely encouraging results since track testing began. The CA2006 V8 was first installed in the WilliamsF1 FW27C interim car in November last year, since when it has completed in excess of 7,000 kms of test mileage. Progress achieved so far by Williams and Cosworth validates the expectation of the partnership enjoying a competitive campaign this season.'
Alongside the new V8 powerplant in the drivetrain design strategy has been the progression of Williams seamless shift technology which is anticipated to come on stream in the early part of the 2006 season. This seven-speed, continuous torque gearbox owes much of its development progression to the joint validation work conducted on Cosworth's dynos in Northampton, indicative of the depth and strength of the technical partnership. Seamless transmission can be worth up to 0.4 seconds over the course of an average racing lap.
Fundamental rule changes and new technical partnerships wîth Bridgestone & Cosworth have all equated to a heady cocktail for the Williams design team to tackle. However, the FW28 is a first design for Sam Michael's new combination of Chief Aerodynamicist, Loic Bigois and Chief Designer, Jörg Zander. For the first time too, the design team has had the benefit of two onsite wind tunnels dedicated to the new car from the outset.
The team has progressed the development of the FW28, together wîth the input from its technical partners, wîth an added degree of relish over the winter. Although not openly admitted, the extra challenge presented by the rule changes has galvanized the engineers into a mood of positive engagement. This is, in fact, where Williams should be at its best. For Sam Michael the objective is clear, 'The FW28 has a lot resting on its shoulders as it must re-establish Williams at the sharp end. There are many good teams in Formula One now and how to beat them is simple – design a faster car.'Source - WilliamsF1
The car is both a response to circumstance, including the shifting technical regulations and the new primary partnerships the team has forged wîth engine supplier Cosworth and tire company Bridgestone, as well as being its own clear statement of intent.
Clearly the biggest transition is the shift away from 3.0l V10 motive power in favour of a 2.4l V8, and in Williams' case, the new partnership wîth Cosworth. With the associated power losses all teams will encounter, all Formula One designers have been tackling a demand for higher aerodynamic efficiency to help compensate. In the case of the FW28, this became a fundamental design parameter for the car and is reflected in many ways across the aerodynamic strategy of the car, visible particularly in the design of the rear wing wîth its decambered tips. The target in this area was to maintain downforce while shedding drag at the wing tips.
To support this strategy, a tall sidepod concept was adopted which allowed a larger undercut and therefore smooth and efficient air flow to the rear of the car. While designers have been forced to grapple wîth recouping power losses through aerodynamic efficiencies, the FIA dealt another blow to designers by imposing a new restriction on bodywork to the front of the car, removing the bottom parts of any forward barge boards and, in the process, dramatically altering flow dynamics around the front of the car. The response in the Williams design office has been to pursue a zero keel option to the management of the front wishbones. This area of design has been one of fundamental contention and revision across the Formula One paddock, but the zero keel solution now clearly provides the most efficient aerodynamic solution. In addition, the team has progressed the cascaded front wing, trialled successfully in the last two Grands Prix of 2005.
If the external factors were not sufficient to keep the design office at Williams busy wîth the incarnation of the FW28, the technically motivated switch to Bridgestone tires (which the team last raced in 2000) has demanded a complete revision of weight distribution across the car and a re-formatting of suspension geometry in order to harmonize the dynamic characteristics of the FW28 wîth the qualities of the Bridgestone tire. Technical Director, Sam Michael, commented, 'The FW28 has been a large departure from previous Williams' designs due in part to new aerodynamic efficiency targets, but also the mechanical challenges of changing to Bridgestone tires and Cosworth's V8 engine. It has been a really interesting car to design and I believe that will continue to be the case during its development in 2006.'
The shift to Cosworth has been another fundamental element in the genesis of the FW28. The development of the CA V8 has been characterized by an open and culturally convergent philosophy between the two organizations, which has been nothing short of positive and productive. As Tim Routsis, the Cosworth CEO reflected, 'Following the dramatic shift in the engine regulation landscape, we are approaching an immensely exciting 2006 Formula One season wîth a mindset of cautious optimism. Our partnership wîth WilliamsF1 continues to strengthen and the highly motivated nature of the relationship has produced extremely encouraging results since track testing began. The CA2006 V8 was first installed in the WilliamsF1 FW27C interim car in November last year, since when it has completed in excess of 7,000 kms of test mileage. Progress achieved so far by Williams and Cosworth validates the expectation of the partnership enjoying a competitive campaign this season.'
Alongside the new V8 powerplant in the drivetrain design strategy has been the progression of Williams seamless shift technology which is anticipated to come on stream in the early part of the 2006 season. This seven-speed, continuous torque gearbox owes much of its development progression to the joint validation work conducted on Cosworth's dynos in Northampton, indicative of the depth and strength of the technical partnership. Seamless transmission can be worth up to 0.4 seconds over the course of an average racing lap.
Fundamental rule changes and new technical partnerships wîth Bridgestone & Cosworth have all equated to a heady cocktail for the Williams design team to tackle. However, the FW28 is a first design for Sam Michael's new combination of Chief Aerodynamicist, Loic Bigois and Chief Designer, Jörg Zander. For the first time too, the design team has had the benefit of two onsite wind tunnels dedicated to the new car from the outset.
The team has progressed the development of the FW28, together wîth the input from its technical partners, wîth an added degree of relish over the winter. Although not openly admitted, the extra challenge presented by the rule changes has galvanized the engineers into a mood of positive engagement. This is, in fact, where Williams should be at its best. For Sam Michael the objective is clear, 'The FW28 has a lot resting on its shoulders as it must re-establish Williams at the sharp end. There are many good teams in Formula One now and how to beat them is simple – design a faster car.'Source - WilliamsF1
| Abu Dhabi Grand Prix: Race | |
 | A dramatic Abu Dhabi Grand Prix at the Yas Marina Circuit this evening saw Michael Schumacher finish just outside the points in 11th place whilst Nico Rosberg retired following a collision. • An incident on lap one which damaged his front wing caused Nico to box for a new nose dropping him to P21 • He subsequently retired on lap eight after a heavy collision with the HRT of Narain Karthikeyan • Michael was going well on a one-stop prime/option strategy and was running in eighth place by la...[Read more...] |
| 2012 German Grand Prix: Preview | |
 | Round 10 of the 2012 Formula One World Championship marks the second home race in succession for the MERCEDES AMG PETRONAS team. The German Grand Prix takes place on Sunday 22 July at the Hockenheimring which is just 100kms from the Daimler and Mercedes-Benz headquarters in Stuttgart. • The 2012 German Grand Prix will be the 33rd held at Hockenheim; Mercedes-Benz power has won twice, in 1998 & 2008 • This year's race marks the tenth anniversary of the circuit's redesign and the constructio...[Read more...] |
| 1989 Brazilian Grand Prix: Dangerous Like a Wounded Animal | |
 | Sunday March 26th, 1989 would break with sunny skies. As the day grew later and later the already warm weather only grew hotter and hotter. It was clear the 18th Grande Premio do Brasil would be absolutely torrid as far as the weather was concerned. But in the Benetton pits, one man would not be thinking about the weather as much as the dream that was about to come to fruition with the start of the race at two in the afternoon. Ever since he began to race karts at the age of ten, Johnny Herb...[Read more...] |
| Monaco GP – A challenge for seventy years | |
 | At the previous round of the championship in Barcelona, where Fernando Alonso produced yet another fantastic drive in his Ferrari F2012 to take second place, the majority of teams had introduced new packages to coincide with the first European race of the season. If some elements had failed to deliver a clear picture of their benefits, there was usually talk of waiting to see how they would perform in Canada. Had the designers and engineers forgotten that, before going to Montreal, the F1 circus...[Read more...] |
| Formula One - Spanish Grand Prix | |
 | Kimi Raikkonen bagged his second podium on the trot in Barcelona, charging hard to finish third behind first time grand prix winner Pastor Maldonado and, by just half a second, Fernando Alonso. The Finn was disappointed not to finish on the top step, though, claiming that the Lotus E20 had the potential to have won every race this year so far. Nevertheless, he is now fourth in the Drivers' Championship, just 12 points behind leaders Sebastian Vettel and Fernando Alonso. Starting on the sec...[Read more...] |
Drivers:
Nico Erik Rosberg
Mark Alan WebberTeam
WilliamsF1 Team2006 SeasonPoints: 11
Position: 8
Engine: Cosworth CA2006 2.4 V8
2013 Entry: FW35
| Similar Automakers | |
| Arrows | BAR |
| Benetton | Brabham |
| BRM | Force India |
| Gurney | Hesketh |
| Jordan | March |
| Minardi | Penske |
| Red Bull | Sauber |
| Scuderia Toro Rosso | Shadow |
| Surtees | Tyrrell |
| Williams: 2001-2010 |
| Similar Automakers |
| Other models by Williams |
2006 Formula One Season
| FW07 |
© 1998-2012. All rights reserved. The material may not be published, broadcast, rewritten, or redistributed.
