THE BMW SAUBER F1.08 OVER THE COURSE OF THE SEASON.

Constant change.

The BMW Sauber F1.08 over the course of the season.

Munich/Hinwil, 13 November 2008. There is a rule of thumb in Formula 1:
Standing still means going backwards. Vehicles change from race to race. The
engineers are continually modifying the vehicles depending on the
characteristics of the different circuits – the extremely long straights in
Monza require a different aero package than the tight and slow corners in
Monaco. Willy Rampf, the Technical Director of the BMW Sauber F1 Team, uses a
selection of technical drawings to describe the constant change undergone by
the BMW Sauber F1.08.

BMW Sauber F1.08, Car Launch, Munich, January 2008.
Willy Rampf: “The elimination of traction control meant that the cars would be
more difficult to drive. Our goal was therefore to build a stable car with
precise feedback at the front axle and lots of grip at the rear axle, in order
to make the driver’s job easier. As far as aerodynamic efficiency was
concerned, we wanted to take a significant step forward by comparison with the
F1.07. We were able to achieve this objective by a number of measures including
a special, compact engine cover. We opted for a very dominant front wing, the
great potential of which allowed us to compensate for the entire range of
different weight distributions. The vent chimneys combined with the lamellar
outlet vents to permit good cooling without significant disadvantages for
aerodynamics even under extreme conditions. By contrast with the rim covers,
the Tomcat wings on the car’s nose and the vertical sidepod reflectors were not
fitted to the car for the presentation.”

BMW Sauber F1.08, Melbourne, March 2008.
Willy Rampf: “We optimised lots of details in the car during extensive winter
tests and hence made good progress. However, only some of these modifications
were visible. The newly mounted Tomcat wings influenced the air flow round the
cockpit and therefore improved the aerodynamics at the rear end. The vertical
sidepod reflectors calmed the air turbulence around the front wheels and
ensured maximally harmonious flow of air along the sidepods. The underbody
benefited from this, in particular the diffuser. A minor modification to the
tuning vane was also working towards the same goal. The monocoque wing
conducted the air flow downwards, particularly from the mid-section of the
front wing. The rim covers were not used in Melbourne because they changed the
balance of the vehicle in a way that did not match the characteristics of this
circuit.”

BMW Sauber F1.08, Monaco, May 2008.
Willy Rampf: “Monaco demands maximum downforce. This means that parts are used
where the aerodynamic efficiency is not particularly good, but which generate
additional downforce. That is the circuit with the lowest average speed and
downforce therefore has maximum priority there. We used the front wing with
maximum downforce potential. The modified synchroniser retainer plates with the
top deflectors combine with the flap to exert significant influence on the flow
of air around the front tyres. There was also a small T-wing for more downforce
on the so-called batman in front of the rear wheels. The rear wing with the
steepest wing position and maximum tread pressure was used. This was also
mounted over central supports on the gearbox. We used rim covers in a modified
version for the first time, which also generated additional downforce.”

BMW Sauber F1.08, Montreal, June 2008.
Willy Rampf: “Together with Spa, Montreal is the only medium-downforce circuit.
The aerodynamic efficiency plays a very special role here. We used a front wing
with smaller, modified flaps. The Tomcat wings also had to give way in favour
of lower drag. The rear wing was again mounted on central supports and
represented a new development. We also adapted the rim covers to the special
requirements. No other circuit puts such a strain on the brakes as Montreal and
we therefore paid particular attention to optimum cooling. Our one-two victory
was not only the reward for the racing team on the track but also for all those
people who are responsible for the development of the car in Hinwil and in
Munich.”

BMW Sauber F1.08, Monza, September 2008.
Willy Rampf: “Monza is the only genuine high-speed circuit left in the
calendar. We therefore used a low downforce aero package which was deployed
exclusively at this venue. The main focus is on reduction of the drag. We
accepted a thirty-percent loss of downforce compared with Monaco and used a
completely different front wing with only two elements. While the Tomcat wings
were omitted, there were two additional wings on the monocoque, known
internally as Manta Rays, which conducted the air flow optimally over the
engine cover and hence improved the effect of the rear wing. The side wings on
the engine covers were omitted for reasons of drag. The rear wing was very
different from the other versions which were used in the course of the season.
It had a strikingly small main element and a much bigger flap with serrated
Gurney. The synchroniser retainer plates with a clearly defined cut-out were
striking. They ensured a stable air flow when cornering.”