Red Bull RB4 F1

Red Bull



Just a twenty minute drive from Red Bull Racing’s Milton Keynes headquarters, the sun is shining brightly over a nice dry track at Silverstone Circuit. However, we chose to drive to the southern tip of Europe to launch our 2008 challenger, the RB4, at the Jerez track, where grey skies and rain are the order of the day. Despite the wet track, David Coulthard completed an installation lap early this morning. “It’s great to see a new car come together,” he commented. “Inevitably, a lot of parts were still arriving last night, so when I left for my bed it looked a bit bare, but this morning, there it was in all its glory! It looks super with lots of nice detail on it and given that it did its installation lap and came back to the garage, so far we have achieved all our targets! Now we have to build from there”.



Anxiously watching from the pit wall was team principal, Christian Horner: “It’s always a key moment to see a new car run for the first time,” he said. “And particularly in the case of RB4, that first lap represents a monumental amount of work from the entire workforce. Over the last few weeks, all the departments have made Herculean efforts to get the car ready for this shakedown today”.

Panasonic Toyota TF109

TF109 – or Toyota Formula 1 2009 to give it its full name – is hot property. The first images revealed a stunning production which combines the latest technology with a very human passion to succeed. This potent combination has been working on TF109 since October 2007.

In a departure from recent Panasonic Toyota Racing productions, TF109 takes on a new shape, dictated by the FIA, with wider front wings, narrower rear wings and fewer additional aerodynamic devices the fashion for 2009.

The script may be different but Panasonic Toyota Racing has set its usual high targets for TF109. Chairman and Team Principal Tadashi Yamashina states: "Our target this year is to fight to win the first race for Toyota in Formula 1."

TF109 is the sequel to the successful TF108, which once again established Panasonic Toyota Racing as a major player. TF108`s roll of honour included two podiums, one front row start and, with 56, more points than in 2006 (35pts) and 2007 (13pts) combined. A Toyota was in the top 10 on the starting grid for 14 of the 18 Grands Prix, finishing in the points 12 times, with nine top-six finishes.

President John Howett says: "After eight years in Formula 1 we have gained a huge amount of knowledge and improved considerably. There are many elements of our team which are at the very highest level so the challenge now is to fill any gaps and ensure the entire organisation is performing at the very top. Then we must put all the elements together and deliver the success we are all fighting so hard for."

McLaren MP4-24 F1

While still retaining the distinctive family look established with both the MP4-22 and MP4-23, this year’s car is visually very different from its predecessors as a result of two main factors:

Aerodynamics
This year’s aerodynamic regulations were framed by the FIA and the Overtaking Working Group (helmed by Vodafone McLaren Mercedes engineering director Paddy Lowe, Ferrari’s Rory Byrne and Renault’s Pat Symonds) which met throughout 2007 in order to address the issues affecting passing in Formula 1.

The OWG’s influence can be most clearly seen around the front wing, which has been widened to increase front-end load when following another car, and the rear wing – which is now more compact to offer less interference to chasing vehicles. Other factors affecting aerodynamics include the banning of ancillary appendages, the addition of driver-adjustable front-wing flaps and a heavily revised diffuser.

KERS
The MP4-24’s KERS device has been developed in collaboration with McLaren and Mercedes-Benz HighPerformanceEngines, which has been developing and refining the system for almost two years. With a fully optimised KERS device’s output capped at 60kW/400kJ (discharging an additional 80bhp for 6.66s per lap), the development team’s primary focus has already shifted to further improving the unit’s integration within the chassis in order to minimise performance loss elsewhere within the package.
An optimised KERS package can be expected to deliver a 0.4-0.6s gain per lap.
End of McLaren MP4-24 F1 review.

Ferrari F60 F1 racing car

The car, initially dubbed the 660 during the design process, conforms to the 2009 regulations and features numerous innovations.

"The choice is very simple," explained team boss Stefano Domenicali with reference to the designated name for the new car. "We wanted a way to recognise the fact that the history... that Ferrari has always been connected in the presence of Formula One. So this is the 60th championship of the F1 and this is the 60th time that Ferrari is here in Formula One."

"So that is the history and hopefully that will be future together with Ferrari in Formula One," he added.

As far as aerodynamics are concerned the modifications are a result of the Overtaking Working Group set up by the FIA in collaboration with the teams to produce a set of rules aimed at encouraging more overtaking.

The front wing, which has a neutral profile common to all, is developed mainly on its side elements and is much wider than in the past.

The bodywork can no longer carry the slotted apertures that were so common in recent times while other aerodynamic devices are significantly reduced.

The rear wing is higher and narrower than in the past; the diffuser has been moved rearward.

The combination of changes led the initial design phase down a radically different route when it came to the sidepods and protection components. The apertures have been reduced in size and moved rearwards while the upper and rear elements are larger to aid the exit of the air.

The new rules regarding aerodynamics have also led to modifications to the suspension and the whole layout of the car has been redesigned in light of the new rules and to achieve a balanced weight distribution.

The design also takes into account two other significant changes to the regulations namely the option to use Kinetic Energy Recovery Systems and the re-introduction of slick tyres to the past.

KERS on the F60 has been designed by Magneti Marelli and is centrally mounted on the engine under the rear part of the chassis. The slick tyre rules is also down to the work of the OWG, as is the introduction of a flap on the front wing that can be adjusted by the driver when the car is in motion. The software for managing this tool, as well as KERS, was designed in Maranello.

The transmission has been redesigned to optimise the aerodynamic efficiency of the car and the casing is again carbon fibre and it is still positioned longitudinally.

There is also a new braking system designed by Brembo. As far as the engine is concerned, it remains a load baring structure and the rules now state that just eight engines may be used over the 17 Grand Prix weekends.

Accordingly, the maximum permitted engine speed has been reduced to 18,000 RPM and the distance target for each unit has been increased to 2,500 KM. Modifications have been made to the inlet trumpets, the position of the injectors and the configuration of the exhaust.

95 minutes after the launch of the F60, the 056 V8 engine fired up for the first time in public as the team conducted the first shakedown lap of the new machine. The team plans longer runs as the day progresses.
End of Ferrari F60 review.

BMW Sauber F1.09

Fundamental changes to the regulations have, in many cases, consigned the fruits of experience to the waste bin. Development work on what will be a radically different race car got underway even earlier than usual.

Indeed, the concept phase for the BMW Sauber F1.09 began back in February 2008. The 2009 car cuts a very different figure from all of its predecessors.

Its nose is higher and much wider than before. The huge front wing consists of three elements and stretches across the full width of the car. The car wing, on the other hand, is considerably slimmer - in line with the new regulations - and stands unusually high against the onrushing air. Intricate aerodynamic add-ons, such as air deflectors and cooling air intakes, have been reduced to a minimum. Another eye-catching feature are the sidepods, which now are higher at the front.

2009 also marks the return of treadless tyres (slicks) to Formula One. These will deliver increased front-end grip, which encourages moving more weight to the nose of the car. Counteracting this, however, is another new development which the teams have the option of introducing in the forthcoming season: The component parts of KERS (Kinetic Energy Recovery System) add extra weight at the rear of the car. Alongside aerodynamics and the optimum use of the slick tyres, the integration of KERS represents another key challenge for the engineers. To this end, front axle has been modified and the rear axle is a new design.

Willy Rampf is responsible for the F1.09 concept and will oversee operations at the race track in his capacity as Technical Coordinator. Managing Director of BMW Sauber AG, Walter Riedl, will also lead the technical development at Hinwil in Switzerland and has responsibility for the development of the car.

While the chassis is the work of the Hinwil team, the KERS technology was developed in Munich. There, Markus Duesmann (Head of Powertrain) and his team also had the job of preparing the BMW V8 engine for an increase mileage: each power unit now has to last three rather than two grand prix weekends, adn the team may use only 20 engines per season, including test drives.Source - BMW Sauber

Renault R29 F1 - Formula 1 racing car

Following Renault`s improving performance in 2008, the new R29 is a development in design philosophy aimed at extracting maximum performance from the new aero regulations, slick Bridgestone tyres, and KERS system, whilst further developing the strong features of the R28.

With such radical rules coming into force, particularly with respect to aerodynamics, the team placed great emphasis on maximising the R29's time in the wind tunnel, with aero development already underway by February 2008.

CFD has also played a considerable role in the design of the car and has been particularly valuable in understanding the interaction of the aerodynamic package as a whole.

There has been a concerted effort to save as much weight as possible on the R29 to allow for the introduction of the KERS system. As a result, the design team has moved towards using alternative materials and construction methods, such as the carbon-titanium gearbox casing, increased use of MMC aluminium and magnesium.

Renault started the design work of the KERS system in 2007 in conjunction with Magnetti-Marelli. The system consists of a motor-generator, which is connected to the front of the engine (this charges the battery on braking and releases the energy under acceleration), a battery pack located in the chassis and a KERS control unit.

The front end of the car is dominated by the 2009 aero specification wide front wing which has a driver controlled adjustable incidence flap.

This looks very different to previous years being much closer to the ground and has much greater influence on the air flow over the tyres due to its increased span. Great attention has therefore been paid to the end plates which have become much more critical devices than they have been in previous years. The front end also has a more radical front suspension layout with new geometry including inclined wishbones and higher monocoque in order to maximise the new slick tyres and improve aerodynamic efficiency.

The rear of the monocoque under the bodywork has changed considerably with the integration of the KERS system, which has taken a lot of effort to package neatly for the minimum weight. The introduction of this new technology has also influenced the car's aero package with careful consideration paid to ensure sufficient cooling.

The bodywork appendages, such as winglets, flicks and chimneys have now largely disappeared with the 2009 aero regulations. The surfaces are therefore much simpler and more streamlined, although the R29 still incorporates the R28-type dorsal fin and flush exhaust exits seen on previous Renault F1 cars. The 2009 rear wing is narrower and higher and reverts back to the centrally-supported single pylon design first introduced on the R26.

The four-race gearbox has a brand new carbon-titanium main case to save weight, and an improved gearshift system developed on the R28, which has also reduced weight and improves performance.

The R29 therefore shares little in common with its predecessor with much of the car designed from a clean sheet of paper. This is particularly true of the aerodynamic package where efforts in the past have concentrated on evolutionary design. The technical team has risen to the challenges of this shake-up in the rules and looks forward to seeing the results of their efforts on the racetrack.

Chassis
Moulded carbon fibre and aluminium honeycomb composite monocoque, manufactured by the Renault F1 Team and designed for maximum strength with minimum weight. RS27 V8 engine installed as a fully-stressed member.

Front suspension
Carbon fibre top and bottom wishbones operate an inboard rocker via a pushrod system. This is connected to a torsion bar and damper units which are mounted inside the front of the monocoque. MMC aluminium uprights and machined magnesium wheels.

Rear suspension
Carbon fibre top and bottom wishbones operating angled torsion bars and transverse-mounted damper units mounted on the top of the gearbox casing. MMC aluminium uprights and machined magnesium wheels.

Transmission
Seven-speed semi-automatic carbon-titanium gearbox with reverse gear. 'Quickshift' system in operation to maximise speed of gearshifts.

Fuel system
Kevlar-reinforced rubber fuel cell by ATL.

KERS
Motor generator unit driving into front of engine with batteries as an energy store.

Cooling system
Separate oil and water radiators located in the car`s sidepods and cooled using airflow from the car`s forward motion.

Electrical
MES-Microsoft Standard Electronic Control Unit. Magnetti-Marelli KERS control unit.

Braking system
Carbon discs and pads (Hitco); calipers and master cylinders by AP Racing.

Cockpit
Removable driver's seat made of anatomically formed carbon composite, with six-point harness seat belt. Steering wheel integrates gear change and clutch paddles, front flap adjuster and KERS energy release controls.Source - Renault