|
01-06-2008, 08:47 PM
|
#1 (permalink) |
|
Custom User Title
|
F1 launch thread - won't be dial up friendly
This thread will get very full of large images over the next few weeks.
Here's the schedule: Ferrari Jan 6 McLaren Jan 7 Toyota Jan 10 BMW Jan 14 Red Bull Jan 16 Honda Jan 29 Renault Jan 31 Williams - Frank's cheap, not doing a media launch this year No idea bout these: Toro Rosso Super Aguri Force India - Formerly Stryker Today's action: Ferrari on Sunday launched and released photographs of its new car, officially designated F2008. The major changes compared with the title winning 2007 racer appear to be an integrated nose-wing solution at the front, bodywork trappings around the side pods, a thinner profile around the engine and - as per the 2008 rules - higher cockpit sides for improved safety. The project was internally codenamed the 659. "All aerodynamic surfaces have been completely revised, however the current version will be replaced by a completely different configuration in time for the first race," the team revealed from its headquarters in Italy. Kimi Raikkonen will guide the F2008 through its first paces at Fiorano on Monday. Ferrari F2008 F2008: Description and technical specifications The F2008 is the fifty fourth single-seater built by Ferrari specifically to take part in the Formula 1 World Championship. The design, codenamed internally as the 659, represents the Scuderia's interpretation of the regulations in force in 2008. A major new element of these is the introduction of a new electronic system to be used by all teams, known as SECU (Standard Electronic Control Unit) and produced by MES (McLaren Electronic Systems.) It consists of a single control unit and a software system, the development of which ends as the season begins. Other areas affected by rule changes are: gearbox, which must be used for four consecutive events; safety, with the introduction of higher side protection around the driver's helmet; materials, with a limit to the type of composites that can be used. As a result of these rules, there has been an increase in the weight of the car. All aerodynamic surfaces have been completely revised, however the current version will be replaced by a completely different configuration in time for the first race. In fact, an intensive and all encompassing development program is planned to run throughout the season. The monocoque has been further cut away under the driver's legs and the side pods and engine cover are more tapered. The suspension system has been reworked and developed around the new aerodynamics. The wheelbase and weight distribution have been adapted to meet the challenge of the new regulations and on the basis of lessons learned last year in terms of the performance of the Bridgestone tires. Changes to the technical and sporting regulations in terms of electronics, alongside the introduction of the SECU, have led to the removal of a host of a driver aids, such as traction control and engine breaking and the electronically assisted starting system, and also mean that management of the differential, engine and gearchange are much simpler. The gearbox casing is produced in carbon, while the transmission continues to be mounted longitudinally. For the second consecutive year the gearchange is fitted with a quick shift system, adapted to the SECU software and further speeded up. In dealing with the reliability aspect of the new regulations, Shell has played a key role in defining the lubricants for the gearbox. The braking system has been updated with new calipers and innovative concepts regarding cooling. The 056 engine is mounted longitudinally and continues as a load bearing element. Its basic structure remains unchanged compared to the unit homologated at the start of last season, while its auxiliary systems, air and fuel intakes have been further developed. The technical regulations also call for the use of fuel corresponding to European Union norms, with a content of components derived from biological sources equal to 5.75%. As usual, during the design and development stages of the entire car, our technical partners played an important role. Apart from previously mentioned significant input from Shell , also worthy of note is the contribution of the Fiat Research Centre, especially in providing simulation systems and Brembo for its work in developing the braking system. As is now traditional, a great deal of attention was paid to the performance and optimizing of the materials used at the design stage and through quality control, striving to maximize performance levels while attaining the highest possible safety standards. Ferrari F2008 steering wheel TECHNICAL SPECIFICATIONS Chassis Carbon-fiber and honeycomb composite structure Ferrari longitudinal gearbox Limited-slip differential Semiautomatic sequential electronically controlled gearbox quick-shift Number of gears: 7 + Reverse Ventiled carbon-fiber disc brakes Independent suspension, push-rod activated torsion springs front and rear Weight (with water, lubricant and driver): 605 kg BBS Wheels (front and rear): 13'' Engine Type: 056 Number of cylinders: 8 Cylinder block in cast aluminum: V 90° Number of valves: 32 Pneumatic distribution Total displacement: 2398 cm3 Piston bore: 98 mm Weight: <95 kg Magneti Marelli digital electronic injection Magneti Marelli static electronic ignition Fuel: Shell V-Power ULG 64 Lubricant: Shell SL-1098        |
|
|
01-07-2008, 07:15 AM
|
#2 (permalink) |
|
Super Moderator
Location: 18,000+ posts on TFP #1,2,3,4 and 5,but I'm not counting!
|
was going to post these pic.s to day.....way to go....xoxoxoo
 here's a sneek peek at the McLaren  xoxoxoo
__________________
"Life goes on,within you,and...with out you !" xoxoxoo Last edited by bobby; 01-07-2008 at 07:20 AM.. |
|
|
|
01-07-2008, 07:50 AM
|
#3 (permalink) |
|
Custom User Title
|
McLaren
McLaren on Monday launched its 2008 contender, the MP4-23, at the Mercedes-Benz museum in Stuttgart. The event, attended by F1 chief executive Bernie Ecclestone, coincided with the twenty-third birthday of Lewis Hamilton, the rookie Briton who in 2007 finished runner-up to world champion Kimi Raikkonen for the drivers' title. Overhead view It also emerged that, contrary to the official entry list released recently by the FIA, Hamilton will wear the number 23 - not 22 as published - on his silver single seater, which boasts a visibly straighter nose than its predecessor. Hamilton will test the MP4-23 for the first time at an exclusive test session at Jerez on Thursday, after new Finnish teammate Heikki Kovalainen and test driver Pedro de la Rosa debut it at the same Spanish circuit a day earlier. Technical Specifications ENGINE Type Mercedes-Benz FO 108V Capacity 2.4 liter No. of cylinders 8 Max. rpm 19,000 (FIA regulatory limit since 2007) Bank angle 90° Piston bore maximum 98 mm (FIA regulation) Number of valves 32 Fuel Mobil 1 Unleaded (5.75% bio fuel) Lubricants Mobil 1, newly developed 2008 formula for lower friction and better wear resistance Engine 95kg (minimum FIA regulation weight) TRANSMISSION Gearbox Speeds Seven forward and one reverse Semi-auto Yes Driveshafts McLaren Clutch Hand-operated CHASSIS Chassis McLaren molded carbon fibre/aluminium honeycomb composite incorporating front and side impact structures. Contains integral safety fuel cell Front Suspension Inboard torsion bar/damper system operated by pushrod and bell crank with a double wishbone arrangement Rear Suspension Inboard torsion bar/damper system operated by pushrod and bell crank with a double wishbone arrangement Suspension Dampers Koni Electronics McLaren Electronic Systems control units incorporating electronics for chassis, engine and data acquisition. McLaren Electronic Systems also supplies the electronic dash board, alternator voltage control, sensors, data analysis and telemetry systems Bodywork Construction: One-piece engine cover; separate side pod covers. Separate floor section, structural nose with integral front wing. Tires Bridgestone Potenza Radios Kenwood Race Wheels Enkei Batteries GS Yuasa Corporation Steering McLaren power-assisted Instruments McLaren Electronic Systems   |
|
|
|
01-10-2008, 07:44 AM
|
#6 (permalink) |
|
Custom User Title
|
Formula 1
Thursday, January 10, 2008   Jarno Trulli, Timo Glock and Kamui Kobayashi take the wraps off the TF108 Panasonic Toyota Racing today unveiled the TF108, its entry for the 2008 FIA Formula 1 World Championship and the car it expects to challenge at the front next season. At the team's technical centre in Cologne, Germany, key figures from Panasonic Toyota Racing joined drivers Jarno Trulli, Timo Glock and Kamui Kobayashi to take the wraps off the TF108 in front of the worldwide media. Toyota's challenging spirit and determination to meet ambitious targets has played a key part in the evolution of the TF108, with key features of the new car being a longer wheelbase, a major aerodynamic upgrade, revised suspension and a new gearbox. Wind tunnel tests and simulations show the TF108 is a marked improvement on its predecessor and the team expects to move closer to its long-term aim of winning races and fighting for the World Championship.  Toyota TF108 Chairman and Team Principal Tadashi Yamashina says: "Of course, our ultimate target is the middle step of the podium - we are in Formula 1 to win and we want to do that soon. Our clear target in 2008 is to make a big improvement in our results because we were not satisfied with our performance last year. We expect to have a truly competitive car so our drivers should be aiming to finish in the points regularly and challenging for the podium." Using the renowned Toyota Way principles to encourage innovation and a spirit of challenge, the team have worked tirelessly to finalize the TF108 concept and put their innovative thinking into practice, as Yamashina-san adds: "At the factory everyone is motivated and pushing as hard as possible, always aiming for kaizen, continuous improvement. "The team work is very impressive and communication is very good between all departments which has definitely helped in the development of the TF108. Everybody is working together as one unit so I am very happy with that. We have real team spirit. "We have great potential in this team - we have the right people in place and the right resources so we have every reason to be optimistic." Since making its Formula 1 debut in 2002, Panasonic Toyota Racing has strengthened and learnt from experience. The challenge of building the entire car - chassis and engine - under one roof, with a new team is significant but everyone at the Cologne technical centre is impatient to succeed and great strides continue to be made towards the ultimate goal. President John Howett says: "We look in good shape for 2008, there is no question about that. The hard work continues all the time. We started the TF108 in earnest more or less the day the TF107 hit the track and the development has been remorseless, which it has to be because of the competitive pressure of Formula 1. "The key issue has been to identify the major elements which contribute to performance enhancement and put more resources into those areas. Clearly the car is improving, I think, dramatically and continually, but so are the other cars. It is therefore the relative rate of performance gain that is absolutely critical. We have to work harder and smarter than our competitors." The TF108 is significantly different to its predecessor, on the outside and the inside, as a result of the team's continuous search for improvement, as well as regulation changes. Formula 1 technology is constantly evolving and the team's designers have kept pace, resulting in noticeable changes for the TF108. A key change is that increase in wheelbase, the distance between front and rear axles. Senior General Manager Chassis Pascal Vasselon explains: "The main reason for making the wheelbase longer is to achieve more stability, but secondly we also expect greater aerodynamic development potential, giving our aerodynamicists wider surfaces and more space to play with." As well as a longer wheelbase, the TF108 boasts a distinctive new aerodynamic concept and advanced suspension lay-outs. "The aerodynamic concept of this car has changed," adds Pascal. "The TF107 was an evolution of the TF106 but this time the new package is a departure from recent Toyotas. The primary aerodynamic design philosophy for the TF108 is geared towards optimizing the entire package. In mechanical terms we felt we had a strong basis so we have focused on making a few refinements." A key element of Toyota Way thinking is genchi genbutsu - going to the source - and in developing the TF108, Pascal and his team have analyzed the TF107's characteristics to find performance solutions. He says: "In 2007, the performance overall was not where it had to be so there were obviously some weaknesses. The objectives for TF108 development are aerodynamic efficiency and drivability. For 2008, we want a car offering a wider operating window." Improvement is not restricted to chassis development and under the skin of the TF108 lies a new gearbox and, importantly, a new electronic control unit (ECU) for the RVX-08 engine. In 2008, all teams must use the same ECU while electronic driver aids such as traction control and engine braking have been banned. The change to a standard ECU represented a major challenge, as Senior General Manager Engine Luca Marmorini explains: "On a Formula 1 engine, or indeed any modern car engine, even the mechanical parts are controlled by electronics so this is a big, big change. "For a high revving engine, like in a Formula 1 car, the engine will definitely change a lot from a dynamic point of view due to a change in the control system. It is a big investment from a development point of view to adapt it." Once again, engine development is frozen so only minor modifications have been allowed in the interests of reliability. However, the development effort from Luca and his team has not lessened; the focus has merely shifted. This has meant concentrating on how the engine is used, dragging every last bit of performance from the package as well as constantly improving the elements around the engine where development is allowed - all this while optimizing engine performance with a new ECU and the traction control ban. "That work does have a positive effect on performance and lap time but we are not speaking about big changes because we do not have the freedom," Luca says. "We can only work within this very strict framework but we have done some interesting development and we expect to see positive results in 2008." Of course, the launch of a new car is only the first step. Panasonic Toyota Racing has set ambitious targets for its latest car and intense development will continue up to and beyond the first race of the season in Australia on March 16, when the final aerodynamic package will be available. The team is ready for the challenge ahead, as Pascal says: "Everyone has worked very hard to get to this stage but really the work is far from being complete. Now we will focus first on understanding the characteristics of the car on the track in order to steer set-up and development directions. There is a lot of work to do to get the most out of the car before the season starts so there will be no let-up in our efforts." That work resumes immediately with the TF108 roll out on 13 January followed by its first official test a day later, also at Jerez. There are a further five tests before the start of a season which Panasonic Toyota Racing hopes to be its best yet. Since making its Formula 1 debut in 2002, Panasonic Toyota Racing has strengthened and learnt from experience. The challenge of building the entire car – chassis and engine – under one roof, with a new team is significant but everyone at the Cologne technical centre is impatient to succeed and great strides continue to be made towards the ultimate goal. “We look in good shape for 2008, there is no question about that. The hard work continues all the time. We started the TF108 in earnest more or less the day the TF107 hit the track and the development has been remorseless, which it has to be because of the competitive pressure of Formula 1,” President John Howett says. “The key issue has been to identify the major elements which contribute to performance enhancement and put more resources into those areas. Clearly the car is improving, I think, dramatically and continually, but so are the other cars. It is therefore the relative rate of performance gain that is absolutely critical. We have to work harder and smarter than our competitors.” The TF108 is significantly different to its predecessor, on the outside and the inside, as a result of the team’s continuous search for improvement, as well as regulation changes. Formula 1 technology is constantly evolving and the team’s designers have kept pace, resulting in noticeable changes for the TF108. A key change is that increase in wheelbase, the distance between front and rear axles. “The main reason for making the wheelbase longer is to achieve more stability, but secondly we also expect greater aerodynamic development potential, giving our aerodynamicists wider surfaces and more space to play with,” Senior General Manager Chassis Pascal Vasselon explains. As well as a longer wheelbase, the TF108 boasts a distinctive new aerodynamic concept and advanced suspension lay-outs. “The aerodynamic concept of this car has changed,” adds Pascal. “The TF107 was an evolution of the TF106 but this time the new package is a departure from recent Toyotas. The primary aerodynamic design philosophy for the TF108 is geared towards optimising the entire package. In mechanical terms we felt we had a strong basis so we have focused on making a few refinements.” A key element of Toyota Way thinking is genchi genbutsu - going to the source - and in developing the TF108, Pascal and his team have analysed the TF107’s characteristics to find performance solutions. “In 2007, the performance overall was not where it had to be so there were obviously some weaknesses,” he said. “The objectives for TF108 development are aerodynamic efficiency and drivability. For 2008, we want a car offering a wider operating window.” Improvement is not restricted to chassis development and under the skin of the TF108 lies a new gearbox and, importantly, a new electronic control unit (ECU) for the RVX-08 engine. In 2008, all teams must use the same ECU while electronic driver aids such as traction control and engine braking have been banned. The change to a standard ECU represented a major challenge, as Senior General Manager Engine Luca Marmorini explains…. “On a Formula 1 engine, or indeed any modern car engine, even the mechanical parts are controlled by electronics so this is a big, big change. For a high revving engine, like in a Formula 1 car, the engine will definitely change a lot from a dynamic point of view due to a change in the control system. It is a big investment from a development point of view to adapt it.” Technical Specifications Monocoque - Moulded carbon fibre and honeycomb construction. Fuel tank - ATL safety cell Suspension - Carbon fibre double wishbone arrangement, with carbon fibre trackrod and pushrod. Dampers - Penske Wheels - BBS forged magnesium Tyres - Bridgestone Potenza Brakes - Brembo callipers and master cylinders, Hitco material (carbon/carbon) Steering - Toyota power-assisted steering. Toyota carbon fibre steering wheel with Toyota / Magneti Marelli instruments Driver’s seat - Carbon fibre Restraints - Takata HANS device - Hubbard-Downing Electronics - Toyota, Magneti Marelli plus McLaren Electronic Systems - ECU (as required by FIA rules) Transmission - 7-speed unit plus reverse Overall length - 4636 mm Overall height - 950mm Overall width - 1800mm Overall weight - 605kg inc driver and camera RVX-08 Technical Specifications Cylinders - 8 Capacity - 2,398cc Horsepower - Approximately 740bhp Revolutions - Maximum 19,000rpm (as required by FIA rules) Valve actuation - Pneumatic Throttle actuation - Hydraulic Spark Plugs - DENSO Fuel - Esso Lubricants - Esso    First photos of new Force India car Force India owner Vijay Mallya is cautiously optimistic ahead of his team's first season in Formula One. Mallya, together with Dutch entrepreneur Michiel Mol, purchased the Spyker team towards the end of last year's Championship, promising to give the team the funds needed to succeed in F1. And although he has not revealed the team's budget for 2008, it is reportedly around the €65 million mark, which should give Force India the potential to move up the grid. The team is already set to spend some of the money on the soon-to-be-announced former Renault driver and past race winner Giancarlo Fisichella. The Italian is expected to be confirmed as a Force India driver later today. And the signing of Fisi, coupled with the potential of Force India's F1 car, has left Mallya feeling confident about his team's future. "I think that the car always had a lot of potential," Mallya told The Times, "but that the team in the past was not in the position to get more experienced drivers to show that potential, which we are now able to do. "I am cautiously optimistic for the 2008 season, although I don't want to promise too much." Last edited by Craven Morehead; 01-10-2008 at 07:45 AM.. Reason: Automerged Doublepost |
|
|
|
01-14-2008, 06:41 AM
|
#7 (permalink) |
|
Custom User Title
|
BMW Sauber Launch - one picture plus link to more at end of article
 BMW Sauber F1 Team has unveiled their 2008 contender today at BMW Welt in Munich. The F1.08 is described as a completely different car than the F1.07 and when you take a first look at the car, the new front wing and winglets immediately catch your eye. The BMW Sauber F1.08 has been built on high-class foundations, its predecessor – the F1.07 – having comfortably lived up to everything expected of it. The designers, therefore, enjoyed a sound basis on which to build, and were under no pressure to take any major risks. “That’s why we decided to go for evolution rather than revolution,” says Technical Director Willy Rampf. Added to which, the engineers benefited from the achievement of the BMW Sauber F1 Team in establishing itself as the third-strongest team on the grid early on in 2007. “That gave us the chance to divert more resources to the development of the new car,” explains Rampf. “We put our faith in some logically consistent approaches, which led to interesting solutions.” The result is a car which Rampf describes as a “radical evolution”. “Our aim was to build a car with impressive aerodynamic efficiency, but which also boasted a very stable aero balance. Which means that it hardly loses any downforce when the wheels are turned in, and thus gives the driver a lot of confidence,” says Rampf, offering a glimpse into his team’s thinking. Two other items on the priority list were an improvement in mechanical grip – in order to fully exploit the potential of the tires – and a reduction in the weight of numerous components. This approach was designed to allow a high level of flexibility in terms of weight distribution through the maximum use of ballast. There was, however, no room for compromise as far as rigidity was concerned. The F1 regulations inevitably play a central role in the construction of a new car. The two key changes to the rulebook for 2008 were the introduction of a standard electronics unit (SECU) and the new running time stipulation for the gearbox, which is now required to survive four consecutive grands prix. The development of the chassis was particularly hard hit by the incorporation of the SECU, with the traction control and engine braking control systems among the casualties of the new standard unit. This had the effect of making the car considerably more nervous under acceleration and braking. In order to counteract the loss of traction control as far as possible, the engineers focused particular attention on improving mechanical grip. The concept phase got underway in May. “The scheduling looked after itself really, as we wanted to evaluate the data from the first few races of the season before getting down to work on the design of the new car,” says Rampf. Among the areas of the car decided on at this point were the position of the engine, the length of the gearbox, the wheelbase, weight distribution, tank size and suspension concept. Here, the experience collected by the technicians with the standard Bridgestone tire played an important role. Striking front wing Look the F1.08 in the eye and its front wing cuts an imposing figure. A totally new development, it now consists of three elements. The BMW Sauber F1 Team’s aerodynamics experts invested a considerable amount of time in its design; after all, the front wing affects the aerodynamics of the whole car. Only if this component possesses extremely high downforce potential will the car be able to show perfect balance. The nose section of the car, which is significantly slimmer than that of its predecessor, has to work harmoniously with the front wing, as Rampf confirms: “You can’t treat the individual components in isolation. At the end of the day, it is critical that they work together to optimum effect.” When it came to developing the concept for the side turning vanes, the aerodynamics experts returned to their experience with the F1.07. On the new car these are once again made up of two elements – the forward turning vane and the main turning vane. Although appearing identical to the turning vanes on the 2007 car, when you take a closer look they are actually totally different. The endeavors of the aerodynamics team have ensured improved airflow around the sidepods and enabled the underbody to work with great efficiency. The sidepods have undergone minor modifications in both form and size in order to further enhance cooling. With the engineers having enjoyed a successful result with the cooling concept of the F1.07, the same principle was retained, and complemented by further optimization measures, in the development of the F1.08. This paved the way for heavier tapering at the rear of the sidepods, enabling extremely efficient airflow to the rear wing and diffuser. The radiator remains in a similar position as on the F1.07. Ultra-slim rear The engine cover has been downsized substantially in terms of bulk, improving the efficiency of the rear end. The cooling air outlets and “chimneys” have been optimized to almost eliminate any tail-off in performance during a GP run in extreme heat. Positioning the exhaust system at particularly close quarters to the engine was a factor in achieving the extremely slim-cut construction of the rear. The new layout was developed in cooperation with engine development colleagues in Munich, who refined the construction during a series of trials on the test rig. The extra wing elements on the engine cover – which link up harmoniously with the winglets in front of the rear wheels – are another all-new feature of the 2008 car. These not only generate downforce but also enhance airflow to the rear wing, which is itself a further development of last year’s version. The car’s aerodynamics are rounded off by the wheel rim covers, fixed stationary on the front axle but designed to turn with the wheels at the rear. Their task is the same at both the front and rear: to optimize brake cooling and improve the flow of air around the tires. A critical factor in all of these developments was the interplay between the testing program in the wind tunnel and CFD (computational fluid dynamics). It was late 2006 when the team’s experts put the supercomputer Albert2 into operation. Based on Intel technology, its huge performance potential has allowed the engineers to carry out not only more, but also extremely complex calculations. The development process for the suspension was still young when the engineers began to address the implications of traction control’s fall from grace. Added to which, they also set about channeling the knowledge gained with the standard Bridgestone tire in 2007 into the new car. Their aim was to make optimum use of the tires both on a hot lap in qualifying and over the full race distance. And that meant ensuring a combination of good traction and high braking stability. Achieving this goal would help to preserve the tires and make life easier for the drivers by providing stable handling. The front suspension is a consistent further development of the system familiar from the F1.07. Modified kinematics and another step forward in the power steering system ensure increased feedback for the driver. The rear-axle kinematics were designed to give the car predictable handling and imbue the driver with plenty of confidence. Changes to the appearance of the cockpit area can be traced back to new safety stipulations set out in the F1 regulations. The cockpit’s head protection sidewalls had to be raised further to enhance safety for the drivers should their car be hit by another car which is off the ground. “In the development of the BMW Sauber F1.08 we concentrated our efforts on the two areas which offered most potential in terms of performance: aerodynamics and the chassis, with its knock-on effect on tires,” says Rampf, and adds: “Our success with the F1.07 gave the whole team a lot of confidence, and that has now been reflected in a number of innovative solutions. The data we are getting from the BMW Sauber F1.08 is very encouraging.” Pre-season development work still had a long way to run after the presentation of the F1.08 on 14th January 2008 – as Rampf explains: “We will come up with a new aerodynamics package before the first race of the season in Melbourne.” A notable side-effect of this will be a moderately striking change in the outward appearance of the F1.08. BMW Sauber F1.08 – technical data. Chassis Chassis: carbon-fiber monocoque Suspension: upper and lower wishbones (front and rear), inboard springs and dampers, actuated by pushrods (Sachs Race Engineering) Brakes: six-piston brake calipers (Brembo), carbon pads and discs (Brembo, Carbone Industrie) Transmission: 7-speed quick shift gearbox, longitudinally mounted, carbon-fiber clutch (AP) Chassis electronics: MES Steering wheel: BMW Sauber F1 Team Tires: 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: aluminum Cylinder head: aluminum Crankshaft: steel Oil system: dry sump lubrication Engine management: standard ECU (MES) Spark plugs: NGK Pistons: aluminum Connecting rods: titanium Dimensions: length 518 mm width 555 mm height 595 mm (overall) Weight: 95 kg Maximum engine speed: 19,000 rpm More pictures here |
|
|
|
01-16-2008, 07:19 AM
|
#8 (permalink) |
|
Custom User Title
|
Bull Racing’s bid to build on the success of 2007 was launched at Jerez today. The RB4, designed by chief technical officer Adrian Newey, was shown to the press for the very first time at a (rather wet) Spanish circuit this morning.
 Joining Newey and drivers David Coulthard and Mark Webber were team principal Christian Horner, technical director Geoff Willis and Renault MD Rob White. DC was the team’s first driver to put the car through its paces today. The Renault-powered machine is the second car designed for the team under the technical leadership of Adrian Newey. With it Red Bull hope to solve the reliability problems they experienced with its predecessor and build on the fifth place they achieved in the 2007 constructors’ championship.  Coulthard was first on track with new car 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".  RB4 front wing “The RB4 will be an evolution of the RB3, which showed good pace during the season, especially in the final three races. "In 2007 we gave away approximately 24 points as a result of poor reliability, without which we would have been much closer to Renault and ahead of Williams. This is therefore one of our key focuses for 2008.”  David Coulthard 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". Also announced today is the appointment of Sebastien Buemi as the team's test and reserve driver for 2008. The 19 year old from Aigle in Switzerland, will combine this role with a GP2 race seat with the Arden team. Last year, Buemi took part in five GP2 events, replacing the injured Michael Ammermuller, but his main focus was the Formula 3 Euroseries, in which he finished as runner-up. In 2002, he was European Karting champion and runner-up in the ADAC BMW series in 2005. "This appointment is a big step forward for me," commented Buemi. "I am delighted and thank Red Bull, which has supported me in the lower formulas since 2005. I will do my best to concentrate on combining my GP2 racing commitment with my duties for Red Bull Racing and I am looking forward to the year ahead." QUOTES ADRIAN NEWEY Chief Technical Officer (Red Bull Technology) F1 espionage is very much the story du jour and it seems that switching teams with a head full of ideas is okay, while bringing your hard drive with you isn’t. In that case, Red Bull did rather well in persuading Newey to set up camp in Milton Keynes, his head brimming with the ideas that have produced so many Grand Prix wins. In fact, our Chief Technical Officer has a charming, if quaint, insistence on occasionally resorting to a well sharpened 3B pencil and a drawing board the size of the deck on an aircraft carrier. Our security staff are under orders to stop anyone going through the gates with a drawing board under their arm. When he should have been drinking in the Student Union Bar at Southampton University, Newey insisted on writing a thesis on ground-effect aerodynamics and gaining a first-class honors degree. Despite these handicaps, he immediately found himself working in racing for Fittipaldi Automotive. A move to the March team in 1981 saw Newey forge a career in the USA, with cars he designed winning in IMSA and CART, including three Indianapolis 500 victories. He returned to work in F1 for March, which was taken over by Leyton House, and Newey became the team’s Technical Director for three years from 1987. Williams then came knocking. After 58 race wins, five constructors’ and four drivers’ titles, Newey was on the move again, this time to McLaren in 1997, where he helped Mika Hakkinen to two drivers’ crowns. He came on board in 2006, with last year’s RB3 his first clean-sheet Red Bull car. In an ever more homogeneous world, a Newey car always seems to bear his unmistakable signature and that is certainly the case with the 2008 RB4. “For the 2008 car, we had more time to refine the package, as the 2007 car was designed in quite a compressed period, and we didn’t know the details of the engine until very late in the program. This time, knowing the Renault engine meant we were able to refine the installation.” The arrival of Geoffrey Willis as Technical Director has allowed Newey to expand his own role within the company. “I am now much freer to concentrate on the performance aspects of the car, as well as getting involved with Christian and Geoff in strategic decisions about where we go in the future. Geoff’s arrival has given me more time to look at the broader picture.” The new structure might also allow Adrian a bit more time to come out from behind the drawing board and indulge his enthusiasm for getting behind the wheel, with a 24-hour race in a Ferrari on the cards, as well as some Historic race outings in a GT40. CHRISTIAN HORNER Team Principal (Red Bull Racing) Red Bull Racing’s Team Principal was born in Royal Leamington Spa and was soon packed off to junior school where he excelled in the choir and as captain of the ‘Under 9½’ football team. Why the half? We will never know, but at the age of 12 (or was it 12½?) he discovered karts. Fed up with watching him destroy the family garden, his parents took him to a kart track where his love of motor sport began. “From that moment on, I was only a part-time student,” confesses Christian. In fact, Horner is still waiting to go to university, as he promised to continue his studies if a racing career did not work out. It looks as though the groves of Academe will have to wait. David Coulthard was already a star name in karting when young Horner was starting out. “I seem to remember ads for karts that said, ‘You too can race the same kart as David Coulthard,’” recalls Horner. “My contemporaries were Fisichella, Trulli, Magnussen and Franchitti.” He finished third in the British Championship in 1990 before winning a Formula Renault scholarship for 1991. “I remember winning a race at the world-famous Pembrey circuit in Wales, beating Pedro de la Rosa into second place. From there I moved up to Formula 3, convinced I was going to be a Grand Prix driver.” Horner took five wins with the Lotus junior team when his and DC’s paths crossed yet again, as they shared a sponsor who made particularly tasteful men’s ‘slacks’. A move to F3000 was next on the cards. Horner set up his own squad and, with a bare-bones team, realized just how hard it was to both drive and manage. “So I decided to stop driving and focus on the Arden team,” explains Horner, who hung up his helmet after a race at the Nürburgring in 1998. Arden began to make its mark, with Tomas Enge and Bjorn Wirdheim driving. In fact, Enge took the title in 2002, only to have it removed for failing a drugs test. Wirdheim won the Championship in 2003, while Tonio Liuzzi took the title in 2004 (nine poles and seven wins) and team-mate Robert Doornbos won at Spa. “I had achieved everything I could in F3000,” concludes Horner. “It was time to move on. Formula One had always been my goal and so my discussions started with Red Bull.” To trot out the standard cliché: the rest is history. “Last year was a year of evolution, with the first Adrian Newey designed car,” says Horner. “This year is the first in the team’s history that we have continuity in all key elements: staff, drivers and engine partner. We go into this season on the back of a year in which our performance improved and there is a real sense that we are operating efficiently as a team, having come a long way since Red Bull’s initial investment back in 2005. Prospects for 2008 are encouraging and we are looking to make a step forward from where we finished last year. It is an extremely competitive field and the new challenge of running a common ECU with no driver aids will hopefully play into the hands of David and Mark, who certainly enjoyed the experience in testing of running without traction control and engine braking. “There has been a strategic investment in the facilities at Milton Keynes, doubling the capacity of our manufacturing facility, which I believe puts us on a par with any team in Formula One. The infrastructure of the team has grown and we now have the right tools and equipment in place. And with the key recruitment of Geoff Willis as Technical Director last summer, we are now working as a cohesive group.” DAVID COULTHARD Driver - Car 9 In terms of race wins, ‘DC’ is the second most successful driver on the grid this year and the second most experienced in terms of race starts. This is David’s 15th Formula One season and it’s a sign of his worth that Red Bull Racing is only his third home in all that time. He spent his first two years with Williams, following that with a loyal nine years’ service for McLaren. In terms of points scored, he is the leading British driver in the history of the sport. The past 14 years have also produced some big numbers: 228 race starts, making him the fourth most experienced racer of all time, and 527 points scored, a total beaten only by Schumacher, Prost and Senna. His 13 wins to date put Coulthard 18th in the all-time winners list. Oh, and he has also produced one autobiography (It Is What It Is, available from all good bookshops) which shows remarkable restraint compared with other athletes who write their life story just a year or so after leaving school. The 2008 season is Coulthard’s fourth with Red Bull Racing and, having been here since Day One, David is now very much part of its fabric, with a contribution that goes beyond mere cockpit time. All Coulthard’s F1 wins have come in cars designed by Adrian Newey and getting to drive another Newey-penned car in 2007 was something David had looked forward to for some time. Towards the end of the year, there were signs that improved reliability would allow the car’s performance potential to shine through in 2008. Coulthard has won the ‘classic’ Grands Prix in Monaco, Britain, Belgium and Italy, but he singles out his French GP victory in 2000 as his most satisfying, as it was a really hard-fought win from third on the grid. Words such as ‘veteran’ and ‘elder statesman’ are the lazy shorthand used to describe David. However, listen to the air turn blue on the car-to-pit radio or watch the mechanics run for cover as he comes back to the pits when things don’t go to plan and it’s clear that the fire still burns brightly. GEOFFREY WILLIS Technical Director (Red Bull Technology) On 23 July 2007, Geoffrey Willis joined Red Bull Technology, taking on the role of Technical Director. His arrival renewed a partnership with Adrian Newey that dated back to when both men, who share a common interest in yacht design, were at Williams. The Southampton-born Cambridge University graduate worked for the British America’s Cup team in 1987, where he developed hull and keel designs using computational fluid dynamics. His first Formula One role came with the Leyton House team, from where he joined Newey at Williams, eventually becoming Chief Aerodynamicist. He moved to BAR in 2002 and left the Honda team in 2006. After a period of the traditional gardening leave, he swapped compost for composites and flower beds for flow charts as he returned to the world of Formula One. “When I first started with Red Bull,” says Willis, “I needed time to see what worked and what didn’t work in the team and then to concentrate on the most important problems first. Clearly Adrian (Newey) set the performance agenda for the car, in a lot of areas that I understand well after working with him for many years. The most important thing for me is that I’ve clearly understood what Adrian’s concept is so that we are not working at cross-purposes. It’s fundamentally a good technical team so I’ve been able to work on what needed fixing, ensuring that RB4 is manufactured on time, while trying to help build in reliability that comes from the design stage. Ultimately, these days, a lot of reliability results from the packaging. We are trying to make cars smaller and more tightly packaged and compress the design stage to buy ourselves more time in the wind tunnel, so we make the job harder and harder for ourselves. In the past, there would be discussions about whether you wanted a reliable car or a fast car. Frankly, to be successful in today’s championship, a car has to be both fast and reliable.” When not hard at work, Willis likes to squeeze in some time on the ski slopes. “Personally, I prefer snowboarding and I’m more proficient at it, but now I have a young son, I think I’m going to have to improve my skiing. I’m still keen on mountain biking, but as I get older I find that crashing mountain bikes just gets more and more painful and the scars take longer to heal. After more than a decade away from riding motorbikes, I’ve succumbed to temptation and bought a new toy - and become, as Adrian insists on calling it, ‘an organ donor’! As a ‘born-again biker’, however, I’m confident that my lack of bravery eclipses my talent limits - ‘tocca ferro’, as we’d now say at home.” MARK WEBBER Driver - Car 10 Mark Webber (or ‘Mack Wibba’, as he is known at home) made his Formula One debut with Minardi in 2002. It was a fairytale first: the team, run by fellow Australian Paul Stoddart, had not scored a point since 1999 and Mark finished his maiden race in fifth place, ending the season as the undisputed rookie of the year. Eleven years after the inevitable start in karts, Webber was beginning to make his mark in the sport’s top discipline. After karts and Formula Ford in his native Australia came the equally inevitable move to England for more single-seater experience and he put his name on the map by winning the prestigious Formula Ford Festival at Brands Hatch. Formula 3 followed, but then Mark’s career followed a path pioneered by Michael Schumacher, when he was taken on by the Mercedes sports car team. Unfortunately, Webber’s time with the tin tops is best remembered for twice flipping the car at huge speed at the Le Mans 24 Hours weekend in 1999, through no fault of his own. This led to him racing more sensible cars and he ended up coming into Formula One through the more conventional Formula 3000 route. Apart from his on-track commitment, Mark is a long-standing director of the Grand Prix Drivers Association, while the end of his F1 season means just one thing - the Mark Webber Pure Tasmania Challenge, which has raised three quarters of a million Australian dollars for charity, not counting last year’s event. Given that we have shamelessly plugged Coulthard’s biography, we are honor-bound to point out that there’s a DVD of the 2007 Challenge available in shops now. Mark sees most of the great outdoors as something simply to pedal, paddle or punt across. This could be why he chooses to live not in some glamorous rich boy playground, but in beautiful Buckinghamshire, with one of the UK’s best mountain bike courses on his doorstep. RENAULT - FABRICE LOM As Renault’s Principal Engineer, Red Bull Racing Track Support, Fabrice Lom is the man with the job of leading his Renault troops into battle alongside the Red Bull Racing crew. “Last year we learned how to work with Red Bull Racing and how to integrate our engine with their chassis. Every team has its own unique way of working, but it went very well, with very few sticking points. “There were 16 of us on track last year and, in 2008, we have upped that to 20 personnel. We found it was not so easy to run two cars in winter testing and the workload in the winter months was such that we did not have the staff to run night shifts when necessary. “Usually, the end-of-year test sessions can be reasonably relaxed on the engine side. We are there to provide the power for the car while the team carries out tests on new components. However, this winter, we had to work very hard because of the new rules concerning electronics and the common ECU. “Sometimes with a partnership, the first year can be the best, before you start really knowing one another and get less tolerant! I am sure that won’t be the case with us. In terms of performance, maybe we can make some progress, but more importantly we can improve our reliability so as to move up the Championship order. Apart from that, we want points, points, points!” |
|
|
|
01-21-2008, 09:22 AM
|
#9 (permalink) |
|
Custom User Title
|
Williams takes to the track - no formal launch
 more pictures here AT&T Williams team’s 2008 season race car, the Williams Toyota FW30, took to the track at the Valencia circuit in Southern Spain this morning for a shakedown prior to starting its winter testing in earnest tomorrow. The team’s newly recruited test driver, Nico Hulkenberg, is taking on the responsibility of shaking down the new race car before regular race driver, Nico Rosberg and his team-mate, Kazuki Nakajima, share first assessments of the car from tomorrow onwards. The car represents a clear engineering philosophy of iteration and progressive development from the competitive and reliable platform of last season’s FW29. The team’s Technical Director, Sam Michael explains, “With four years of regulation stability, we have a good basis to be progressive about the development of this season’s car. With a good reliability record last year, we have been able to build on this quality while also turning some of our attention to clear performance objectives.” With an established technical team, the car is the product of a stable engineering base as well as settled regulations and for the first time since 2004, continuity of engine supplier with Toyota meaning that drivetrain installation has not been a resource-demanding aspect of the design process. With 8,000 mechanical releases and 35,000 man-hours of design time, it is remarkable to consider that much of this work will be rendered obsolete in the next eight to twelve months. The car retains the general structural and layout philosophy of its forebear, featuring a zero keel and dual pillar rear wing, with notable visual changes including a three plane front wing, increased sidepod top cooling louvers in view of the altered orientation of the water radiators, the sidepod and side impact sails and the increased cockpit sides for compliance with the new driver safety requirements. “Our focus has been on performance as well as refining our packaging and weight distribution. We are designing a tidier car with a higher standard of build quality. The FW30 should represent a good step forward when all of the many small areas of attention and improvement are brought together in the overall package,“ said Michael. Prior to the roll-out of the FW30, the team has also spent considerable time and made good headway in attending to a number of the other regulation changes, such as the integration of a standard ECU and the outlawing of traction control. As much as a busy winter for mechanical designers and CFD aerodynamicists, specialist code and software engineers have been busy rewriting strategies that will govern the management of the car’s main components, from the new seamless shift gearbox to the differentials and engine. The FW30 is also biofuel compliant in order to meet the new season requirement that all race fuels contain 5.75% biomatter. Having worked in tandem with its fuel partner, Petrobras, the team was the first to use biofuel as part of a Formula One demonstration run in downtown Rio de Janeiro last October. For its roll-out, the FW30 is liveried in the second of a campaign series of six designs celebrating Williams’ thirty years in Formula One. Reflecting the collegiate nature of Formula One, which requires a wide variety of technical and financial contributors, a committed and skilled workforce and the essential support of the viewing public, this week’s design communicates Williams’ thanks to its staff and its fans. Every name of the current 519-member Williams workforce will be carried on the FW30-01 this week, and the company also thanks the 85 brands whose sponsorship identities have graced Williams race car liveries since January 15, 1978, when the Williams FW06 took to the track for the Argentine Grand Prix in the hands of Alan Jones. These sponsorship revenues have supported Williams’ purity of purpose as an independent racing organization and the company is indebted to these commercial partners, past and present. The livery also reflects the team’s wish to thank the public at large for three decades of support and goodwill which has seen Williams develop a pre-eminent international sporting reputation. The FW30 will be tested by Nico Rosberg on Tuesday and Wednesday with Kazuki Nakajima taking the wheel for the last day of the test. Next week, for the first test at the Circuit de Catalunya in Barcelona, the team will unveil the next in a series of livery messages prior to the team’s 2008 season racing colors being revealed for the Australian Grand Prix on March 16. FW30 TECHNICAL SPECIFICATIONS Chassis Monocoque construction fabricated from carbon aramid epoxy and construction honeycomb composite structure, surpassing FIA impact and strength requirements Front Carbon fiber double wishbone arrangement, with composite toelink and suspension pushrod activated torsion springs Rear suspension Double wishbone and pushrod activated torsion springs and rockers Transmission WilliamsF1 seven speed seamless sequential semi-automatic shift plus reverse gear in a aluminum maincase, gear selection electro- hydraulically actuated Clutch AP Carbon plate Dampers WilliamsF1 Wheels RAYS forged magnesium Tires Bridgestone Potenza, F 350mm wide, R 375mm wide Brake system 6 piston AP calipers all round, Carbon Industrie carbon discs and pads Steering WilliamsF1 power assisted rack and pinion Fuel system ATL Kevlar-reinforced rubber bladder Electronic systems MES Fuel Fuel by Petrobras Cooling system Marston oil, water, and gearbox radiators Cockpit Driver six point safety harness with 75mm shoulder straps & HANS system, removable anatomically formed carbon fiber seat covered in Alcantara. Safety Devices extinguisher systems Motive Power Toyota 2.4L V8, 900 V angle, pneumatic valve train. Fuel management and ignition systems by Toyota spark plugs by ND. Engine materials include block and pistons in aluminum, crankshaft in steel billet, connecting rods in titanium Dimensions & Weight 605kg with driver, camera and ballast weight Wheelbase: 3100mm Overall length: 4500mm Overall height:950mm Overall width:1800mm |
|
|
|
01-29-2008, 06:50 AM
|
#11 (permalink) |
|
Custom User Title
|
Formula 1
Tuesday, January 29, 2008  Honda RA108 The official presentation of the Honda Racing F1 Team's 2008 challenger took place today at the team's operational headquarters in Brackley, UK. The launch followed an initial shakedown period with the all-new RA108 in Valencia last week, in which the team's race driver line-up of Rubens Barrichello and Jenson Button put evaluation mileage on the car in preparation for the start of its pre-season testing program later this week. The role of unveiling the RA108 in the team's 2008 livery today was assigned to new Test and Reserve Driver Alex Wurz. At the wheel of the car for the very first time, Alex drove the RA108 through the pitlane themed auditorium in front of the assembled crowd of 300 international media and guests.  Honda RA108 Honda laid out its plans for 2008 and the longer-term, reaffirming its commitment to the sport and underlining the determination of a revitalized team to realize its ambitions. The team's 2008 challenge sees a substantial evolution in three key areas, the most fundamental of which is a directional step change in the car design philosophy. The entire process from concept to launch has been re-evaluated. The new car is a considered response to the challenges of 2007, benefiting from the combined resources of the Honda Racing F1 Team's three bases in Brackley and Bracknell in the UK and the Honda R&D centre at Tochigi in Japan. The RA108 is also the product of a strengthened engineering team, combining the depth of experience of the existing resource with new and wide-ranging expertise in key areas under the leadership of new Team Principal Ross Brawn. In turn the team will benefit from the continuity provided by the race driver pairing of Jenson Button and Rubens Barrichello for a third successive season. Combined with the development talents of Test and Reserve Driver Alex Wurz, Honda will field the most experienced driver line-up on the Formula One grid.  Side-view The launch of the RA108 and its livery also saw the introduction of the team's earthdreams program. earthdreams is the evolution of the award winning myearthdream concept launched in 2007 and represents the next stage of Honda's long term commitment to harnessing the passion of Formula One and its partners to provide support and investment for good causes through a unique cause related marketing initiative. Moving the focus from raising environmental awareness to action, the Honda Racing F1 Team and its partners have committed $1.2 million, with $700,000 already allocated. The first of the earthdreams supported projects was also announced today. The team paid particular tribute to its partner Seiko (www.seikowatches.com) who have been generous supporters of the earthdreams initiative. Ross Brawn, Team Principal "The RA108 car is a wholly different concept to its predecessors, in terms of its aerodynamic layout and mechanical structure. The design philosophy has been developed to allow greater scope for aerodynamic packaging and exploitation, particularly to facilitate the introduction of performance upgrades through the season. "The focus has been on attaining a high level of aerodynamic efficiency with stability and this is reflected in the way that the chassis has been revised to interact with the different aerodynamic features and the suspension. This approach should allow more potential for further developments to take place, the first of which will be for Melbourne when we will introduce a substantially revised aerodynamic package compared with the car we have launched today. "The Honda RA808E engine is subject to the FIA engine homologation regulations and therefore the vast majority of engine components remain unchanged. The exhaust geometry and air box have changed to suit the RA108 aerodynamic package. An additional development is the FIA requirement that the fuel mix should now contain 5.75% biofuel - an initiative that Honda fully supports. "Two of the most significant regulation changes are in the areas of electronics and gearbox. The implementation of an FIA standard electronic control unit and software has meant hard work during the winter tests to integrate the new system with the RA108's engine, gearbox and chassis systems. With traction control and other driver aids removed from the car there will be a greater emphasis on driver skill. "The RA108 carbon composite gearbox has been designed to meet the new regulations which require each gearbox to complete four Grands Prix. We have conducted extensive running on a test bed to optimize the gearbox design and ensure that we can be confident of meeting the levels of reliability required. "The design of the RA108 ensures that all key areas comply with the FIA safety regulations and crash test requirements for the impact structures, such as the nose, monocoque and rear impact structure. We have also increased the protection for the driver around the headrest area." "Our target for 2008 is to get back to the position occupied during the second half of the 2006 season when Honda fought for points at every race. Only then will we have a stable base from which to target more ambitious results. "Since joining Honda my focus has been on evaluating the resources and practices of the operation and understanding how we can progress. I commend the entire team on the effort and commitment they have shown after a disappointing 2007. We will have to wait and see how much of a performance step has been achieved with this car, but in terms of people and resources, all the right ingredients are in place with which to move the Honda Racing F1 Team forward in pursuit of its racing ambitions." Nick Fry, Chief Executive Officer "Following a year where we failed to live up to our own expectations, the team has made a number of key appointments in the second half of 2007 to strengthen our existing resource as well as bringing on board new knowledge and different experience. In particular, the arrival of Ross in the position of Team Principal has brought new impetus and confidence to the whole organization. This time last year saw the beginning of a downward curve for us and there is a determined sense that this year we are back on track. We have done everything possible to honestly address the issues, which we have to view as valuable experiences which have helped to put us in better shape for this year and for the years ahead. Every area, from technical and aerodynamics to marketing, has been strengthened with world class resource. The disappointments of 2007 power our desire to do well in 2008. "I am very pleased for our whole team that their hard work has resulted in the RA108 meeting all its design targets on paper. We now need to work hard between now and Melbourne to make sure that those translate into good track performance and to discover whether these targets are sufficiently high compared with the achievements of our competitors. "Today also sees the introduction of earthdreams, a global cause related marketing program inspired by the Honda Racing F1 Team and evolved from the 2007 "myearthdream" initiative. earthdreams' mission is to harness the power of dreams by supporting, investing in and empowering inspirational projects that have a positive impact on the world around them which will be supported by Honda and its partners. We have already informed projects that have been supported by earthdreams so far and we look forward to working with existing and new partners to contribute to those good causes. In particular I would like to thank Seiko on behalf of the recipients for their generous contributions and support." Hiroshi Oshima, Operating Officer, Honda Motor Co., Ltd (Corporate Communications, Motor Sports) "It gives me great pleasure to see the launch of the Honda RA108 car. We have put a difficult 2007 firmly behind us and, in the spirit of Honda, we are firmly focused on the challenge of 2008 and working hard towards our longer-term championship ambitions. Over the past few months I have been very pleased to see the steps which have been taken to strengthen the engineering side of our operation and gain maximum benefit from our Honda R&D facility to the benefit of the F1 team. The new earthdreams livery represents the fusion of the many years of motor sports heritage that is part of Honda's DNA and the marketing program we announced last year. Our objective is to reward the great many Honda fans all over the world with an improved performance this season and continue the pursuit of our racing dream." Jenson Button, Race Driver, Car No 16 "My motivation is to be with a team that is setting its sights on performing at the highest level and in a car that is competitive and I have faith in Honda for the period that lies ahead. I want to win races and I want to be in contention to be world champion. The past five years have been challenging and last year was disappointing, but the team has recognized this and set about tackling the areas that have prevented us from achieving best performance. Everyone at the Honda Racing F1 Team has worked incredibly hard over the winter to develop the RA108 ready for the launch today. The changes that we have made to the team over the last six months of 2007 were exactly what the team needed to take us forward this year and I am confident that we have the right people, along with great support and resources from Honda, to achieve our targets." Rubens Barrichello, Race Driver, Car No 17 "I had the opportunity to drive the RA108 for the first time in Valencia last week and although I ran for just a few laps in the new car, we were able to complete the planned activity. It is too soon to reach any conclusions about the car's handling and performance, but I am looking forward to the Barcelona test this coming weekend and really getting to grips with the development of the RA108. This year will be my 16th season in Formula One and my third season with the Honda Racing F1 Team, but my love of the sport and my enthusiasm is undiminished. In fact, this year I will become the most experienced Grand Prix racer of all time, which is something that I am very proud of. We have a very strong development base this year with Alex Wurz joining the team and I am really pleased that he will be able to input his experience and knowledge into the RA108." Alex Wurz, Test & Reserve Driver "I have enjoyed getting to know the Honda Racing F1 Team over the past few weeks and took part in my first test with the team at Valencia last week with an acclimatization program in the RA107. So far I have only driven the RA108 for a few short meters at the launch event today so I'm looking forward to the opportunity to try out the new car later this week in Barcelona, when I will really be able to start contributing to the development program. All three of my previous teams have been world championship winners and I am very proud that I have the opportunity to play a role in the pursuit of Honda's ambitions." |
|
|
|
01-31-2008, 12:58 PM
|
#12 (permalink) | |
|
Custom User Title
|
Renault launch
Pretty shitty pictures in the article. Better ones here: http://www.pitpass.com/fes_php/pitpa...s_art_id=33825 and here: http://www.pitpass.com/fes_php/pitpa...s_art_id=33822 Front wings looks exceptionally large, possibly due to it being in dark blue. Quote:
|
|
|
|
| Tags |
| dial, friendly, launch, thread |
|
|
