PRESENTACIONES DE EQUIPO 2008 Opciones

[`]

El debut en pista del nuevo Williams Toyota para esta próxima temporada, el FW30, ha sido retrasado una semana.

El nuevo monoplaza tenía previsto completar sus primeras vueltas el próximo lunes en el circuito de Jerez, pero según publica Auto Motor und Sport, tanto Nico Rosberg como Kazuki Nakajima rodarán la próxima semana en Jerez con el FW29 de la pasada temporada.

"El programa siempre ha ido muy justo," explicaba el Director Técnico Sam Michael. "Así que en lugar de estrenar el coche en Jerez, tendremoS que esperar al siguiente test en Valencia.
Cliquez ici...
"

Sin embargo, el monoplaza del 2007 con el que Williams probará en Jerez la próxima semana contará ya con la caja de cambios del 2008, la misma que utilizará también Toyota, y que este año deberá ser la misma durante cuatro Grandes Premios consecutivos. .

"Para nosotros no supone ningún problema," insistía Michael. "Nosotros ya fabricamos la transmisión del 2007 según la normativa para el 2008."

[`]

BMW reveals new deal with T-Systems

11/01/2008

Three days before the launch of its 2008 contender, BMW has announced a new partnership with Deutsche Telekom subsidiary T-Systems.

According to the press release, T-Systems, the business customer subsidiary of Deutsche Telekom, and BMW will work together to develop innovative Information and Communication Technology (ICT) solutions.

The company logo will be visible on both the outside and inside of the BMW Sauber F1.08 cockpit area and on the car's nose section, as well as on team clothing and the drivers' helmets.

BMW Motorsport Director Mario Theissen explains: "The latest IT and telecommunications technology represents an integral part of motor racing. The partnership of T-Systems and BMW brings together two leaders in innovation to create tailor-made solutions for our team. Our new partner possesses both IT and telecommunications know-how and experience and expertise in the automotive sector. This makes T-Systems an ideal partner for us in the development of future technologies which can also offer key benefits for series production."

T-Systems has already set up a high-performance data link to connect the team's locations in Munich and Hinwil. A parts logistics system based on Radio Frequency Identification (RFID) technology, meanwhile, is currently in the pilot phase. This development focuses on the identification and location of all the car and replacement parts used by the team in its activities around the world. Further research and development projects are also in the pipeline. Under the spotlight here are data security issues, for example, as well as systems for recording service times which are designed to allow the service life of car parts to be optimised. T-Systems sees the new sponsoring partnership as a platform for conducting research and development work under extreme conditions.

"Instead of relying solely on laboratory trials, practical testing on the ground - under the toughest conditions - is also incorporated into the development process," says Reinhard Clemens, Member of the Board of Management at Deutsche Telekom AG responsible for business customers and CEO T-Systems. "This cooperation is a key milestone in the company's drive to become the leading ICT service provider for the automotive sector," he adds.

BMW and T-Systems can already look back on several years of partnership away from the race track. T-Systems has helped develop solutions such as BMW TeleServices, which underpin the data transfer required to carry out maintenance work during a journey. BMW also uses T-Systems' traffic information service TMCpro in its Connected Drive technology for production cars.

[`]

Coulthard fears rain
EXCLUSIVE F1: Countdown to the 2008 season
Byron Young 11/01/2008


David Coulthard has warned that Formula One faces a wet weather safety crisis over new rules to spice up the racing.

The world's top drivers fear the sudden removal of aids like traction control from highlysophisticated modern machines could make cars unacceptably dangerous on rainsoaked tracks.

"The cars have been designed for years with all these driver aids and suddenly taking traction control off could have serious consequences in the wet," said the Scot.

"I'll race in any conditions, but we would all look silly if something was taken away like this and we didn't raise our concerns. It might look OK from the safety of the stewards room but its very different when you are in the car.
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"Some people are bound to say drivers are not real men these days but they can say what they like."

The Grand Prix Drivers' Association has started a dialogue with FIA safety delegate Charlie Whiting and the two sides are to meet at the opening race of the season in Australia in March. The issue is top of the agenda when drivers meet at the Valencia test in a fortnight.

Yesterday Coulthard and Jarno Trulli led calls for the issue to be resolved before the first wet race.

The Scot added: "It's all very well for people to say cars have been slowed and that means lower impact speeds, but it discounts the fact that cars are now far more likely to aquaplane in heavy spray."

Coulthard said the hope is that the sport's rulers will not be so quick to dispatch cars on to the track if there is a repeat of conditions experienced at last year's Japanese Grand Prix.

"No one could see a thing in the conditions but we drove with confidence that the cars would all be going in the same direction," said Coulthard.

"But remember the Suzuka 94 race without traction? Martin Brundle hit a marshal and broke his leg in the spray and Johnny Herbert spun on the straight.

"We are trying to remind everyone to act with caution when it comes to a wet race."

Trulli agreed. "I am concerned but I'm not afraid," he said at the launch of Toyota's new F1 challenger in Cologne yesterday. Coulthard said: "You don't send a canoe out in the high seas. You use a speed boat because it's designed for the conditions.

"You don't play football or tennis on a waterlogged surface so why would you race on one? It's not about bravery. It's about common sense and racing according to conditions."

But the Red Bull ace predicted British fans could be in for a treat this season with his team doing battle with BMW for the 'best of the rest' slot while Lewis Hamilton and Jenson Button are raring to go. He said: "Lewis is a far more complete driver now and has the armoury to win."

[`]

Para Montezemolo, el MP4-23 es un 'Ferrari plateado'

Ferrari no quiere pasar página al caso de espionaje



Stefano Domenicali, Piero Ferrari y Luca di Montezemolo, figuras clave de Ferrari

Luca di Montezemolo ha demostrado que todavía no está preparado para pasar página al caso de espionaje que hubo el año pasado entre Ferrari y McLaren. Durante la lucha por el campeonato de pilotos 2007, el equipo italiano declaró irónicamente "quien sea que gane este título lo hará con un poco de Ferrari en su monoplaza o con un auténtico Ferrari".
A McLaren se le impuso una multa de 100 millones de dólares y fue excluida del campeonato de constructores el año pasado, después la FIA revisó el monoplaza que usarán en 2008 y hace unas semanas McLaren decidió detener ciertos desarrollos.

La presencia del jefe de la F1 Bernie Ecclestone en el lanzamiento del MP4-23 en Stuttgart, fue interpretado como una señal del deseo que tiene el deporte de avanzar.

Pero en el diario Express, el presidente de Ferrari Montezemolo comentó algo que podría llegar a ser muy polémico: llamó al monoplaza de McLaren un "Ferrari plateado".

En la misma publicación, el diseñador de Ferrari Aldo Costa tampoco cree que el MP4-23 no tenga incorporadas algunas ideas extraídas de las 800 páginas de secretos que McLaren tenía en su poder de manos del ex diseñador jefe, Mike Couhglan.

"Tuvieron la oportunidad de comprender los beneficios de nuestros conceptos técnicos", dijo Costa.

"Por lo tanto, creo que Ferrari sabe muy bien cómo han sido incorporados en el nuevo McLaren", añadió. (GMM)

[flyinfinn2]

Este tema ya me aburre, como si no supieramos como hacer coches ganadores. ya paso.



Team Mclaren Mercedes.
contacto: flyinfinn2@hotmail.com

[`]

http://www.fiat500.com/[URL-NOMBRE]http://www.fiat500.com/#

carrera ahora

[`]

Tech Analysis: Ferrari F2008
The reigning champions unveiled their new challenger at Maranello last weekend, and Craig Scarborough was there to take a closer look at the F2008 and talk to the men who designed it

By Craig Scarborough autosport.com's technical writer

Perhaps the mood for all of this year's launches was set by Ferrari last weekend, when they revealed the F2008.
The event was low-key, with very little fanfare and degree of openness. To reflect this, after the interviews the car simply sat in the garage and the press allowed to wander around the car and take in the detail.
Not resting on their laurels, the team have announced a new technical structure, to move on from the previous era and plan for the very different technical demands the formula will face over the next few years.
Aldo Costa has stepped up as technical director, with Mario Almondo heading operations and engine man Gilles Simon taking electronics under his wing. Former aero man Nick Tombazis is now chief designer and John Illey is heading the aero department.
The new technical team have tackled the problems faced last year, where the car suffered on bumps, kerbs, low-speed corners and slippery conditions. This shortcoming was punished by McLaren, whose car excelled in these conditions.
The key advantages enjoyed by Ferrari last year were better use of the Bridgestone tyres, and better pace through fast corners. Ferrari correctly identified that a forward weight distribution was required to overcome the weak rear Bridgestone tyres. Thus, they were able to configure their car to move weight where it was needed, and develop more downforce in an equally forward position.
[/URL] Ferrari have sculpted their new nose with blended tip and undercuts beneath © Scarborough (Click to enlarge)
Starting from such a good position, Ferrari needed to make fewer changes to the layout of their car for 2008. Thus, they have focused more on the detail on the car.
Aldo Costa said at the launch that the aim was to develop the car to relieve the weaknesses cited from 2007, without sacrificing the car's plus points. To do this the team altered the aerodynamics and the suspension.
When asked whether the problems last year were caused by stiff suspension or sensitive aerodynamics, Tombazis said the issue was more complex, and that the tyres was as important as the how the suspension allowed the aerodynamics to work.
Evidence that sensitive aero was not the only factor was provided by Tombazis' insight that he felt the wind tunnel's correlation to the real car was good, and that the team were not seeking less sensitive aerodynamics.
Thus, the car in its launch guise was outwardly similar to the outgoing F2007. As always the wings and a lot of the aero add-ons were 2007 items and will radically change before the first race, and in several steps through the year.
Firstly, and barely detectable, is a small change in wheelbase. Possibly overstated by some press in terms of length and importance, this is a minimal change. Cars alter length each year by small amounts, and this year is no different - the change is not a shift in philosophy.
To accommodate the change the front wheels have been moved by an undisclosed amount, but visually it's only a few millimetres.
The front end retains the zero keel set-up used by the team last year. The upper wishbones are spaced away from the monocoque to improve the geometry; in particular how the wheel camber changes as the wheel moves up and down.
More importantly, and also hard to spot, is the amount of work down around the raised portion of the monocoque. The front and dash bulkheads have not been moved, but the area low down ahead of the sidepods has been squeezed in.
[/URL] The slimmer engine cover starts with the new cockpit padding, snorkel inlet and fins to meet the dimensional rules © Scarborough (Click to enlarge)
This is visible just behind the bargeboards, where the undercut meets the square front of the sidepods. More space in this area allows the front wing wake to form and feed around the sidepods, thus driving the flow over the top of the diffuser and making the car more efficient.
Feeding this is a revised front wing and nosecone. Ferrari's usual bi-plane wing and pointed nose has evolved into wing blending onto a bulbous tip. This appears similar to Toyota's solution, where the blended wing/nose intersection creates a smoother transition from wing to nose, creating less disturbance to the flow around the nose.
Aiding the front wing's efficiency is the sculpting of the underside of the nose cone, which is undercut on both sides to match the flow off the rear edge of the wing, further driving flow to the rear end.
Costa said that these revisions didn't suggest a new splitter or diffuser philosophy:
"In terms of the nose and chassis design, the philosophy doesn't change, but it's just an attempt to make a more efficient shape," he said.
These front end changes do provide some front end downforce, but the greater benefit is the improved flow the rear end. Ferrari appear to have sufficient front downforce, and are now making the excess aid the rear end, which allows less rear wing to be run, reducing drag to increase straight-line speed.
Around the middle of the car the cockpit area has been visibly changed. Firstly, the side padding around the opening has been altered to meet the new rules. The padding is taller, and ramps up at a steeper angle to further protect the drivers head.
Recent cockpit designs have lowered the head protection while still being within the rules. Additionally, the structure supporting the foam padding was an add-on to the monocoque. Now the rules demand that the perimeter of the cockpit is structural, which will add weight to everyone's tubs.
Behind the cockpit, the roll structure and snorkel feeding the engine is all new. The inlet protrudes more and forms the tow hoop. Previously, the car was lifted from a slot moulded through the fuel cell area.
Also the inlet was previously split to feed the engine and a hydraulics cooler through separate ducts. Now, the inlet features a single inlet. According to Tombazis, "We've revised the cooling systems and so have moved things around."
There remains a cooler fed from the back of the airbox, but the set up is now much neater than on the F2007.
[/URL] Beneath the raised section, the monocoque is slimmed all the way to the sidepods © Ferrari (Click to enlarge)
Inside the cockpit, the slimmed underside to the monocoque makes its presence felt. The sculpting is visible from within the cockpit, as the area under the drivers thighs is raised and narrowed by the new shape. Kimi Raikkonen mentioned this in his interviews, but didn't feel it was problem.
Following the usual year-on-year development, the rear end of the car is slimmer all round. Most obviously, the engine cover is narrower around the airbox, necessitating bulges to clear the wide base of the airbox, and two strakes added to each side to meet the minimum width of the cover along its spine.
This so-called 'Toblerone' section was mandated to force teams into having bodywork in triangle ahead of the rear wing after teams started to make very low engine covers. While teams often have engine covers taller than needed, they are keen to slim the cover to improve flow the rear wing.
The sidepods themselves are more rounded and slimmer in the narrow coke bottle section, and the deck is lower. This makes the exhausts protrude more through the sidepods, although it seem the exhaust is also slightly longer.
Under the skin, the Ferrari sports a development of the seven-speed seamless gearbox. Redesigned to last four races, the gearbox has also has had attention paid to its internals and its hydraulics to improve reliability in the light of some failures last year.
That said, the team do not feel the single ECU will hamper the unit in terms of the speed of its shift. Tombazis confirmed the gear case was "similar to last years", and it continues to follows a hybrid construction, using a titanium skeleton with carbon fibre skins bonded to its ribs.
Also the single ECU provides Ferrari with a number of challenges. The software is all new and the team have had to learn the MES [McLaren Electronics Systems] application to write the new control code.
Also, the specific ban on traction control and other automated drivers aids means the team have had to find new ways to maximise the car's pace. No longer able to alter the differential for each corner or have the throttle prevent the rear wheels locking, it will be down to the driver and the car's set up to recover the consistency and stability previously provided by the electronics.
Perhaps related to the lack of programmable chassis controls, the cockpit features a new lever. Positioned between the brake bias lever and dash bulkhead, the three position lever seems to be without a purpose.
The lever appears similar to a anti-roll bar adjuster (which were banned in 1994), and I asked Tombazis what its purpose was. Of course he wouldn't say, but the driver interviews alluded to some surprises, and potentially the lever may replace a programmable aid with a driver adjustable system, in a similar way to how the quick shift brake bias adjuster overcomes the ban on automated brake bias systems.
The engine was not an area Ferrari were able to develop to the same extent as usual due to the engine freeze rules. All that can be altered are the airbox/injection system, exhausts and electronics.
Plus, the work to develop the tuning to meet the new fuel demand for a 75 percent bio content meant that the gains possible are limited. Tractability has been the main aim, as more revs or internal changes to engine are not allowed. [/B]

Edited by - ` on 12/01/2008 23:07:38 [/b]

[`]

TECH TALK Tech Analysis: McLaren MP4-23
The 2007 McLaren MP4-22 was nearly flawless, but have the men from Woking managed to maintain their technical advantage going into 2008? Craig Scarborough inspects the new MP4-23

By Craig Scarborough autosport.com's technical writer

If their season off the track in 2007 was tumultuous, the car was nearly flawless on the track.
McLaren bounced back from their dreadful, winless 2006 season with a car that was both on the pace and reliable. Only the inability to beat Ferrari through high-speed turns let the car down in a tightly-contested season.
Heading into 2008 with the spy case now behind them, the team have been able to make another big step with the car, which foregoes many typical McLaren characteristics. Autosport.com spoke to Engineering Director Paddy Lowe about the car and its development.
The 2007 MP4-22 was the end of a generation of McLarens dating back to 2002. It exhibited an attention to detail in its packaging and aerodynamics that lifted it above its peers. Under the skin, the engine and gearbox gremlins were put to rest.
With such a huge leap taken over the winter after the 2006 season, could the team make a similar step 12 months later?
"Its difficult to say," Lowe remarked. "In 2006 we didn't have the best of years, so its much easier when you've not had benchmark performance to look hard at where you've been going wrong and close that gap".
Equally, pinpointing the advantage to Ferrari has been difficult, as Lowe explained.
[/URL] McLaren's forward bargeboards are now hung from a simple support © Scarborough (Click to enlarge)
"It's been up and down through 2007 relative to Ferrari. They were quicker than us in Brazil, which was typical of the season, really. We broadly were in the right domain by the end of the year".
On the surface, the Ferrari F2007 appeared to be faster at tracks which had predominantly fast corners. Lowe admitted that this in part was true, but also argued that the situation was more complex than that.
"I think that can be over-simplified [that] there was definitely a trend," he said. "If we were honest, neither we nor Ferrari would fully understand that.
"It's difficult to isolate the track from the tyre choice. I think some of the tyre choices combined with the circuit would suit theirs or suit ours. That's something we worked very hard to try understand, and I wouldn't begin to say that we've fully understood it".
With the understanding they did have of the car's deficiencies, Lowe explained the team's aim for 2008.
"This winter's been more about consolidating," he said. "We don't want to throw away anything. We don't want to take too much risk from where we are, but we want to build on areas we are confident will give us definite performance".
Some details of the new car were publicised through the WMSC evidence from the spy case. Moving weight forwards has been an obvious intention; this has been an effect of the single tyre supply from 2007 - the weaker rear tyre construction led teams to take load off the rear tyre.
Most teams were able to move a lot of weight forward in 2007, but with the chance to alter the layout of their cars over the winter, McLaren have greater scope to package the car around a front-biased set-up.
According to Lowe, the extra length came from the gearbox. By adding a section between the gears and the differential, weight is moved forwards.
The aim of moving weight forwards might have been compromised by the ban on traction control, where more weight towards the rear tyre might help traction. But Lowe suggests this wasn't necessary.
"We and the other teams will have been studying in the pre-Christmas test," he said. "It's not something that we've found to make a dramatic difference".
On the point of the single ECU, Lowe doubted the significance of the ban on driver aids.
"I think the loss of these toys can be overplayed sometimes, but it will demand more skill from the driver," he said. "If you remember when we've gone in and out of traction control over the years, I don't remember it being visibly that different".
[/URL] The complicated pod wings form part of the sidepod inlet © Scarborough (Click to enlarge)
He also suggested that the notion of drivers sliding the cars is not going to be a treat for the fans.
"It does put more onus on the driver to be more careful with the throttle, but then they're good at what they do," he said. "The net effect is that the cars don't slide, as the driver does what the computer would have done - you don't want slide".
When the tender for the single ECU supply was announced as a joint venture between McLaren electronics and Microsoft, the presence of the McLaren name in the title did not initially concern the other teams or media.
But events during last season changed that perspective and McLaren are now believed by some to have gained an advantage in having been running the McLaren Electronics ECU for years. Lowe is quick to point out the difference between the racing team and McLaren Electronics.
"MES [McLaren Electronics Systems] is a separate company," he said. "They've been very strict at honouring the contractual requirements. There was a complete separation between them and us; there came point where we severed links in software development".
Thus, the software is not common between the 2007 McLaren ECU and the new control version.
"They own and develop that code and it's the same for everyone, everyone can see it," Lowe reiterated. "It's not a black box code, every team gets to see the code so they can see how it works. It's open source".
Having said that, Lowe was open to admit there's been some commonality in specific areas.
"We have had an advantage," he admitted. "To say otherwise would be dishonest. The advantage is mainly that we haven't had to change the electronics hardware - which is always a big project, to change your ECU.
"To change the harness concept is a big technical challenge, and it takes a lot of preparation and testing. We have been spared that. It is almost as though we have had carry over on electronics hardware".
Yet McLaren have still had to write the control strategies for the SECU and to meet the new rules banning automated chassis control systems, like traction, slide, launch control and stability programmes preventing rear wheel locking under braking.
This has been the major task in adopting the SECU. The outgoing ECUs allowed an amazing level of control, as Lowe explained.
"All sorts of things that used to be selectable to any input you like," he said.
[/URL] An undercut Roll hoop leaves little structure to obstruct flow to the rear wing © Scarborough (Click to enlarge)
"Circuit position was the big one. The biggest loss was to be to able tune the car to the metre around the circuit - things like the differential control, which you could tune all the way through the corner if you wanted, also the traction control and the slip on entry with the engine braking. Now you are left with one map, although you can pick different maps".
Thus, this year the driver will start each lap with one map for each allowable function. Each map can only be altered by the driver via the switches on the steering wheel - they cannot be pre-programmed.
This level of complexity makes setting up the car simpler due to the lack of option, but also more difficult as a compromise needs to be sought to make a set-up suit more corners.
"A lot of time was spent last year tuning the car," Lowe said. "In effect, you could dial out local problems. In a sense that's what set-up work is anyway. You've got less knobs to turn now".
The new McLaren
As with any new Formula One car, the first glance suggests little has changed. In many respects, the MP4-23 is no different.
But McLaren have built up a dictionary of design ideas and shapes, which have evolved over the years. This year's car eschews many of those concepts and as a result looks less like a McLaren, aside from the familiar colour scheme.
Starting at the nose, the trademark low nose has been dropped for a wedgier conventional nose. How McLaren choose to mount a bridge wing with the higher nose will be a challenge.
The forward pair of bargeboards are also new, no longer being formed as an L-shaped extension from the keel area of the monocoque. Instead, a smaller board hangs from a simple strut. This set-up makes for a much cleaner flow under the nose.
Likewise, the main bargeboards have been revised, with the extra vanes added to the trailing edges now moulded into a more homogeneous design.
This integrated philosophy continues with the pod wings, which are usually mounted to the top shoulder of the sidepod. This year's McLaren has split the wing, with the lower pod wing being integrated into the sidepod inlet, creating a neat set-up that confuses the eye.
Inside the pods the radiators continue to be sloped forwards and vent through chimneys joined to the upper pod wing. The rest of the sidepods are slight more waisted, and the exhausts slightly closer to the centre line of the car. But big gains in this area are limited by the packaging of the radiators and exhausts.
More significant is the way McLaren have slimmed the upper engine cover to improve flow to the rear wing. This starts with an innovative roll hoop. The snorkel that the hoop forms has been undercut to create along protruding snout - there is barely any structure forward of the rear bulkhead.
However the strength of the structure is now aided by two coved supports and two slimmer struts. The latter are used to act as the lifting eye should the car need to be lifted on a crane from a dangerous position.
With a smaller structure to cope wit the impact tests, I asked Lowe if the set-up was heavier.
"Its very similar actually," he said. "It's an aerodynamic benefit we've gone after there; its quite novel".
This streamlined roll hoop then leads back to a slimmer airbox cover. With a cleaner approach the rear wing is free to do more work, and the struts to support it are slightly revised from the versions raced late last year.
The rear wing itself and diffuser on the launch car were 2007 items, and are due to be replaced before Melbourne.
Not present on the launch car but seen in testing were new hubs and uprights to mount the static wheel fairings raced by Ferrari last year. Lowe explained their absence:
"At this stage we're just testing it. It's certainly something we working with, it comes with some penalties; you've got to be careful you end up with a net positive by the time you get involved with the mechanism to stop it turning and get the wheel nut on. It's a bit of a head-scratcher".
As has been noted the gearbox is longer for this year, but the case design and the gears within it are evolved from the 2007 set-up. The quick-shift gear cluster that has been raced since 2005 now needs to last four races. Lowe is wary of being over-confident that the task has been achieved.
"It requires a lot of focus to be confident that it will run for four races," he said. "We will have to see. I think its going to a challenge for everybody, and we're giving it out best effort".
But with the unit having been raced for so long and having been so reliable throughout 2007, I wondered where the issues would come from.
"As with all these things, you've got to push the envelope," Lowe said. "If it's working, then somebody wants to take some weight out of it and then it doesn't work until we sort it out".
Aiding McLaren's quest for reliability is their carbon gear case, which tends to be ore durable than the metal casing.
"A carbon case is a lot more expensive as a component, but you don't need to make so many," Lowe said. "They do last some time compared to the old magnesium ones, which eventually would crack quite after a short while".
One oddity of the McLaren gearbox is where the starter is attached. Every other team insert the starter into a continuation of the input shaft in the gearbox. This shaft connects through the clutch to the engine, thus when the starter spin the engine turns over.
But McLaren starter shaft is offset to the right. Was this a sign that the McLaren gearbox has a different layout of shafts internally? According to Lowe, the shaft layout is conventional, but the starter shaft is separate and drives the engine via spur gear.
"It saves you getting involved in going straight the middle through the diffuser." [/B]

Edited by - ` on 12/01/2008 23:07:13 [/b]

[`]

ifferent BMW to amaze rivals - Heidfeld

Jan.14 (GMM) F1's most competitive teams will be "amazed" when they clap eyes on the new BMW-Sauber F1.08, team driver Nick Heidfeld claims.

The 30-year-old German was a top performer of last season, taking the 2008 car's predecessor to fifth place in the drivers' championship; behind only the four Ferrari and McLaren runners.



Heidfeld and Polish teammate Robert Kubica's new car will be unveiled in Munich on Monday, and Heidfeld suggests that team chiefs' winter proclamations that a race win is the target for 2008 is not empty rhetoric.



Asked by Bild newspaper about the F1.08, he answered: "It looks quite different from our last car, because the 2007 one was very simple.



"This time, there are many more details. Our opponents at Mercedes and Ferrari will be amazed when they see it," Heidfeld added.



He also said he is not intimidated about the prospect of joining F1's top quartet - Raikkonen, Alonso, Massa and Hamilton - in the battle for wins in 2008.



"I know that in the past I have beaten every one of them," Heidfeld answered.


Presentacion de BMW hoy a las 12.00
http://www.bmw-sauber-f1.com/interim/es/index.html

[jonrodriguez]

BMW SAUBER F1.08



http://img101.imageshack.us/img101/5646/92019318jg9.jpg[URL-NOMBRE]otra imagen más




Edited by - jonrodriguez on 14/01/2008 12:55:15

[`]

[`]

BMW Sauber F1.08 – technical specification.

Chassis
Chassis: carbon-fibre monocoque
Suspension: upper and lower wishbones (front and rear), inboard springs and dampers, actuated by pushrods (Sachs Race Engineering)
Brakes: six-piston brake callipers (Brembo), carbon pads and discs (Brembo, Carbone Industrie)
Transmission: 7-speed quick shift gearbox, longitudinally mounted, carbon-fibre clutch (AP)
Chassis electronics: MES
Steering wheel: BMW Sauber F1 Team
Tyres: Bridgestone Potenza
Wheels: OZ
Dimensions: length 4,600 mm
width 1,800 mm
height 1,000 mm
track width, front 1,470 mm
track width, rear 1,410 mm
wheelbase 3,130 mm
Weight: 605 kg (incl. driver, tank empty)

BMW P86/8 – technical data
Type: normally aspirated V8
Bank angle: 90 degrees
Displacement: 2,400 cc
Valves: four per cylinder
Valve train: pneumatic
Engine block: aluminium
Cylinder head: aluminium
Crankshaft: steel
Oil system: dry sump lubrication
Engine management: standard ECU (MES)
Spark plugs: NGK
Pistons: aluminium
Connecting rods: titanium
Dimensions: length 518 mm
width 555 mm
height 595 mm (overall)
Weight: 95 kg
Maximum engine speed: 19,000 rpm

[KIT]

Se vé clasicote... pero un morro muy trabajado, mmm por otro lado los colores de BMW combinan perfectos y el monoplaza se veo "maco maco"

Hay que estos de BMW se ganan una denuncia por parte de Ferrari parece que este año van a ser unos cuantos los que obten por los tapacubos.

Por cierto... que seguramente ya se comentó porque estamos en todas.

¿alguien puede explicar que aparente utilidad tienen esos tapacubos?...

Refrigueran mejor los frenos?... o canalizan mejor el aire hacia estos?...
como?...


Ala... currele





Salu2 a todos y...
FORÃ?A PEDRO!!!

[Croco]

Os recomiendo el video de presentación de BMW, es genial. Dura casi 30 minutos!

Por cierto YOSSI, muchísimas gracias por tanta información tan rápidamente, ERES UN CRACK!. Imagino que pondrás fotos en alta resolución del BMW. Me interesa mucho tenerlas, para mi es fuente de inspiración a la hora de hacer mis diseñitos, jeje.

Saludos a tod@s!

PD: Fijaros en el final de la chimenea del BMW... estoy flipando... se me cae la babilla ~~~

[PHILIP]

Yo para éste año me esperaba una revolución en el diseño del BMW...

[BITTER]

Yo también PHILIP. Pensaba que, al menos, quitarían los "cuernos". Pedro comentó que en el McLaren eran una solución temporal, no sé si para BMW siguen siendo trascendentes o los mantendrán hasta que hagan las nuevas especificaciones aerodinámicas.
Coincido plenamente con KIT, el morro es increínle, lleno de quillas por todas partes

Si los españoles habláramos sólo y exclusivamente de lo que sabemos, se produciría un gran silencio que nos permitiría pensar. , Manuel Azaña, 1880-1940.

�nimo Pedro! [/b]

[ocko]

Con los buenos resultados que está teniendo BMW lo lógico es eguir esa línea de trabajo.

Una revolución es necesaria cuando las cosas van mal.

Metal Up your Ass !!!!!

[`]

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Edited by - ` on 14/01/2008 21:58:45

[`]

Philip al menos el difusor parece diferente a todos o lo taparon??

[Croco]

INFINITAS GRACIAS YOSSI )))))))
INFINITAS GRACIAS YOSSI )))))))
INFINITAS GRACIAS YOSSI ))))))) [/b]