2008 BMW Sauber F1.08

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.

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.

By Jeremy McMullen

The BMW Sauber F1 Team took delivery of the fastest car in the BMW range at BMW Welt in Munich. The team was presented with the BMW Sauber F1.08 against the futuristic backdrop of the brand's new vehicle delivery center. The presentation, which took place before an audience of several hundred media representatives from around the world, included a spectacular cameo from Nick Heidfeld. As the longest-serving F1 driver in the BMW ranks, the German took the new car for a spin inside the vast building. The serious testing, however, will begin with the roll-out of the car at the Valencia race circuit in Spain. The BMW Sauber F1.08 is eye-catching with its imposing front wing and extremely slim rear, and boasts a wealth of innovative technology.

The BMW Sauber F1 Team has completed its development phase, motivation is strong and its plans are ambitious: in what will be its third season on the Formula One grid the team is aiming to close the gap to the leading teams and has targeted a first race win. 'We're setting our sights high,' admits BMW Motorsport Director Mario Theissen, 'and we'll have to make further improvements in all areas to achieve what we want to. However, the past two years have instilled confidence within the team. We met our goals in both 2006 and 2007, we are heading in the right direction, and everybody in Munich and Hinwil is focused on the job in hand. If we continue our progress along this path we will also fulfil our aims for 2008.'

'It is generally very difficult to define expectations and make prognoses. But I hope that our plan works out and we are able to win our first race in 2008,' said Heidfeld, who once again accounted for the largest share of the points earned by the team in 2007 and finished on the podium twice. 'I expect us to move forward in all areas – particularly as far as reliability is concerned – and to learn from our mistakes. This development process is essential in what we're trying to achieve.'

The New BMW Sauber F1.08
For Technical Director Willy Rampf the philosophy behind the race car for the 2008 season boils down to what he calls 'evolutionary new development'. In other words, last year's car already provided the engineers with a sound basis for the BMW Sauber F1.08, and they did not have to spend time correcting faults. Instead they were able to use knowledge gained over the course of the 2007 season and channel their energies into the development of innovations which build on this basis.

The engineers' development work focused on achieving a high level of aerodynamic efficiency coupled with a stable aero balance: the lower the loss of downforce through corners, the faster the car can travel and the greater the confidence it gives the driver. Other development aims included improving mechanical grip in order to make the best possible use of the standard tires and reducing the weight of various components to allow maximum use of ballast in optimizing weight distribution.

A particularly eye-catching feature of the F1.08 is the mighty front wing. Having said that, the car's nose has actually slimmed down – in equal measure to the rear end. The narrower engine cover has been designed with all-new extra wing elements. Another new and immediately noticeable feature are the hub caps, or 'rim shields'.

Two changes to the regulations have had a major effect on the construction of the cars for the 2008 season: the introduction of standardized electronics (SECÚ) and the new running time stipulation for the gearboxes (developed in Munich), which must now endure over four grands prix. Since the SECÚ does not allow for traction control, among other functions, mechanical grip and sensitive accelerator control will gain in importance.

'The data which the F1.08 has delivered ahead of its roll-out is extremely promising,' says Rampf. 'The development work will continue at full speed up to the start of the new season. Indeed, another aero package will be added to the F1.08 at the forthcoming test, and this will also alter the external appearance of the car once again.'

Development Phase Reaches its Conclusion

Alongside the unrelenting schedule of the race and testing calendar, the BMW Sauber F1 Team also had to focus on the development of the team in terms of personnel and logistics during its first two years on the grid. Rigorous expansion work has been carried out at its Hinwil base near Zurich since BMW took over the team on 1st January 2006. With its workforce having grown by some 150 people, the team moved into the new extension to the Swiss plant in late 2007. The development and construction of the entire powertrain still takes place in Munich – under the watchful eye of Markus Duesmann – next door to the BMW Research and Innovation Centre (FIZ).

Source - BMW / Sauber

BMW SAUBER F1 TEAM - ITALIAN GP - PREVIEW

The FIA Formula One World Championship's European season is heading flat out onto the home straight. On the agenda for the next weekend of 12th to 14th September is the high-speed track in Monza's Royal Park. Nowhere else do the F1 cars reach speeds in excess of 350 km/h. That is thanks to a special aerodynamic package with minimal drag and correspondingly low downforce. Engine power is also high on the wish list for the Italian Grand Prix, and both man and material are subjected to extreme loads during braking. To prepare for the event, the teams put in three days of testing in Monza at the end of August. For the BMW Sauber F1 Team, Nick Heidfeld took on testing duties for two days and Robert Kubica for one.
At last year's Italian GP the BMW Sauber F1 Team drivers finished fourth (Heidfeld) and fifth (Kubica). Kubica clocked the highest speed of all at 351.7 km/h. In 2006, the maiden year for both team and driver, the Pole was third in only his third grand prix to claim his first podium.



'What is crucial in terms of performance is a good aerodynamic package that doesn't generate much drag. Nowhere else does the car carry as little wing, and our team normally does a pretty good job of providing us with this special aero package. Testing in Monza was encouraging, and I'm looking forward to the Italian Grand Prix.'

Robert Kubica:
'Monza is one of the most challenging tracks for the cars, as on the calendar it is where we drive with the lowest downforce level and the highest top speeds. The key factors in Monza are low drag, in order to reach the highest speeds possible without losing too much downforce, and good braking stability. The track is unique because of some very long straights where we easily reach more than 300 kilometres per hour. There are some really famous corners such as Parabolica, Ascari or Lesmo, and they are faster than the first chicanes. But you have to approach them braking heavily.



Mario Theissen, BMW Motorsport Director:
'Monza is the classic engine circuit. Since the switchover to V8 engines, the full-throttle percentage per lap has risen to 70 percent. In 2007, Robert recorded the highest top speed of all the drivers in the Royal Park when he hit 351.7 km/h. While Nick will be racing in Italy with the same engine as in Spa, Robert's car is scheduled to be fitted with a new unit.

'So far Monza has been a rewarding venue for our team. In 2006, Robert had his first podium in what was only his third grand prix, and last year Nick and Robert took a nine-point haul to secure our second-best result of the season. For this year's Italian Grand Prix too, we have set our sights just as high.

'The 2008 race in Italy again marks the close of the European season, which has been very successful for the BMW Sauber F1 Team. So far in 2008 we have earned a total of nine podium places and celebrated a one-two in Montreal. It means we've achieved our season's target and established ourselves as one of the top three teams.'

Willy Rampf, Technical Director:
'I'm very much looking forward to the race in Monza as it is a special event every time. Monza is pure tradition and the only high-speed track left on the calendar. Because of the four long straights, you have to develop a special low-downforce aero package which enables high speeds on account of its low drag, and is only used in this one race.

'The challenge for the drivers and engineers is to find a mechanical set-up that guarantees good braking stability and allows for aggressive driving over the kerbs. That is absolutely essential to achieve good lap times. We were totally satisfied with our test in Monza, and we'll be heading for Italy in optimistic mood.'

History and background:
The history of the race track goes back to 1922, since when it has undergone repeated modifications with the aim of reducing its speed. 1935 saw the first chicanes set up, and in 1950 two banked curves were built, which have since crumbled. At one stage the circuit was ten kilometres long, and in this configuration hosted its last F1 event in 1961. That was the race in which Count Berghe von Trips had a fatal accident, which also killed 15 spectators. The Monza track has claimed lives on several occasions, but not for the last 30 years. That is due not only to the track modifications, but to a large degree to the high safety levels of the F1 vehicles.

Since the official launch of Formula One in 1950, this circuit inside a high-walled park has hosted more GPs than any other venue. 2008 will see the 58th F1 race to be staged here. Just one other Italian Grand Prix was held at another track, namely at Imola in 1980.

Source - BMW