GP |
Mario Theissen (BMW Motorsport
Director) |
Willy Rampf (Technical Director
Chassis) |
Heinz Paschen (Technical Director
Powertrain) |
1 BHR |
“Bahrain has proved to be a valuable addition
to the F1 calendar since the first GP there in 2004. The circuit is the
centrepiece of a state-of-the-art facility which also houses the BMW Performance
Center, with its BMW Driver Training programme and Formula BMW Racing
School. As a manufacturer of premium cars, BMW has much to gain from the
arrival of Formula One in the region. In 2005 the BMW Group recorded an
increase in sales of some 25 percent in Bahrain.” |
“This GP will be our first opportunity to see
how we match up against our rivals and we’ll find
out whether we’ve done our homework. The sand
means that we can expect a high level of tyre wear.
This circuit demands maximum downforce and good traction
is particularly important in the corner leading out
of the start/finish straight. The extra width of the
track encourages the drivers to overtake – and
that goes down well with the fans.” |
“The race in Bahrain will be a baptism of fire
for the BMW P86 engine. We also have to prepare for two particular sources
of wear on the engine: heat and sand. Last year the air temperature was
42 degrees Celsius and we set the car up to draw in as much cool air as
possible. More finely-meshed air filters, meanwhile, help to deal with
the sand blown in on the desert wind. In 2005 the team suffered engine
damage caused by excessive coolant temperatures.” |
2 MAL |
“We are very much looking forward to Petronas’
home race. Not many cities are so dominated by a single company as Kuala
Lumpur, gazing up as it does at the Petronas Twin Towers. As part of its
Asia strategy, the BMW Group has stepped up its activities in Malaysia
in recent years. These include establishing a sales company, a parts sales
centre and an IT facility.” |
“Sepang is a good mixture of slow corners demanding
optimum grip and fast sections requiring maximum stability. Turns 9 and
11 are particularly tricky, the drivers having to brake into the corner
under heavy lateral acceleration. As a result, you need to be very careful
with car set-up and can expect to do a lot of work on the electronics.
The asphalt is quite abrasive and temperatures are normally high, putting
the tyres under extreme loads.” |
“The engines have to withstand extremely hot
conditions in Sepang and fuel temperatures also rise
to critical levels. All the teams will have additional
or bigger air-cooling intakes in the sidepods, as well
as apertures in the shape of slits, flues or exhaust
vents. It’s the task of the aerodynamics engineers
and engine experts to find the right compromise.” |
3 AUS |
“Melbourne will be rather different in 2006.
It’s not the first race of the season this year,
having been pushed a month further back into the Australian
autumn. The city always saves an exuberant welcome for
Formula One and is sure to be oozing infectious enthusiasm
again in 2006.” |
“On the Friday, the track is still pretty dirty
and grip only improves after quite a few laps. Melbourne
is also very hard on the brakes, which is why we prioritise
braking stability. The layout of the circuit is very
similar to Imola and that’s where we’ll
have our final pre-season testing. The settings we use
in Imola will get the nod again in Melbourne.” |
“As far as engine wear is concerned, the layout
of the Albert Park circuit and the weather we’re likely to get should
make for well-balanced conditions. There aren’t any real extremes
which demand special preparations for the engine.” |
4 SMR |
“Everybody looks forward to the start of the
European season – with both people and materials
having less distance to travel – and the working
conditions in the paddock are better. When we get to
Europe, the teams become home-owners, with the motorhomes
set up for the first time in the year. We will have
a new home this year and are looking forward to settling
in. However, the F1 village will have to squeeze into
one of the smallest paddock areas for the European curtain-raiser.” |
“Imola not only demands a lot of downforce,
it also places huge pressures on the brakes. That’s
why we use maximum brake cooling and the optimum brake
specification for this race. The kerb stones in Imola
are fairly high and the drivers have to be able to drive
straight over them to set a good lap time. This places
considerable mechanical loads on the chassis and suspension.
Plus, the large number of chicanes make overtaking tricky.” |
“As the cars run with considerable downforce
at Imola, the engines have to work under heavy loads. There are also uphill
sections which put the materials under even more pressure.” |
5 EUR |
“The two Formula One races in Germany naturally
hold a special significance for BMW. The brand has celebrated
some glorious touring car victories on the Nürburgring
– a shining example of how to keep a historic
racing track intact while enhancing it with state-of-the-art
circuit architecture.” |
“The cars tend to suffer from understeer at
this circuit and that’s the main thing we have to bear in mind with
the car set-up. This understeer can be evened out through aerodynamic
balancing or mechanical modifications to the set-up. The track offers
good levels of grip and rubber wear is not too extreme, which allows us
to run a relatively soft compound.” |
“The full-throttle percentage and maximum speeds
recorded at the Nürburgring are mid-way up the
F1 scale. The engines are all affected by the altitude
of the track, which is located a good 600 metres above
sea level. For every one hundred metres above sea level,
the thinning air sucks out around one percent of an
engine’s output.” |
6 ESP |
“In years gone by, Spain has often failed to
attract the fans. In 2005, however, the organisers announced
a sell-out crowd. It’s fantastic the euphoria
Fernando Alonso has triggered in his home country. Spain
is a significant growth market for BMW and we are delighted
that interest in F1 has taken off in this way.” |
“Barcelona is a popular venue for testing and
is therefore well known to all the teams. Here, the
aerodynamic efficiency of the cars and the performance
of the tyres come to the fore. The circuit used to be
considered something of a tyre-wrecker, but the asphalt
was re-laid at the end of 2004 and we were able to use
a softer rubber last year. The circuit reacts strongly
to temperature fluctuations, which is reflected in grip
levels and consequently in the lap times as well. The
teams therefore need to make constant adjustments.” |
“The long straight rewards power, of course.
Circuits like this one, which otherwise place only average
loads on the car, will provide welcome relief in 2006.
The problem is that variable intake trumpets –
which were previously used to optimise torque development
and engine driveability – are not permitted on
the new V8 engines.” |
7 MCO |
“The eyes of the world are on Monaco for the
GP. The race around the principality represents the jewel in Formula One’s
crown, although the circuit has little in common with a modern race track.
The glamour side of it is a matter of taste, but it’s all part of
F1’s image.” |
“In contrast to other tracks, speeds here are
relatively low. Downforce therefore takes precedence
over aerodynamic efficiency. Traction is also a key
factor. As the course is re-opened to public traffic
between each practice session, grip levels can fluctuate
wildly – a nightmare when it comes to set-up.
The car’s responses have to be extremely precise
here, as the smallest error can bring your race to an
end.” |
“Raw power doesn’t get you very far on
the tight and twisty Monte Carlo course. Instead, it is good engine driveability
that makes the difference. The Loews hairpin was the only corner on the
F1 calendar where the V10s fell below 5,000 rpm.” |
8 GBR |
“Silverstone has been the source of frequent
discussions, but remains a classic GP circuit. Britain
is the only market for the BMW Group which has production
facilities for all three of the Group’s brands.
The MINI is built in Oxford, Rolls-Royce cars in Goodwood
and BMW car engines in Hams Hall. Great Britain is the
third-largest market for the BMW Group after the USA
and Germany and tops the sales charts for the MINI.” |
“Silverstone is a high-speed circuit, where
the drivers have to carry as much speed as possible out of the fast corners
into the straights. The balance and stability of the car is determined
chiefly by aerodynamic measures. The amount of braking energy generated
here is not generally that great but the track surface is hard on tyres,
so the teams tend to opt for a harder compound.” |
“At 58 percent, the full-throttle percentage
at Silverstone is slightly above the average for the
season and the engines are pushed hard down the three
straights.” |
9 CAN |
“Montreal is an extremely demanding track
from a technical and driving point of view, and its unique location on
the island in the St. Lawrence River – which has also hosted an
Expo and the Olympic Games – gives it a special allure. The people
here are certainly mad about Formula One. A lot of BMW fans come to watch
the race and celebrate BMW M Night in the city centre, where a street
is sealed off for the event.” |
“Montreal demands a moderate amount of downforce,
but is harder on the brakes than any other circuit on the F1 calendar.
Maximum brake cooling and the use of high-performance brake materials
are essential. Through the back section, the drivers skirt right along
the concrete wall. This means a well-balanced car is vital in order to
create the necessary trust between man and machine.” |
“The Circuit Gilles Villeneuve is a high-speed
track, recording the third-highest top speeds on the calendar. Only in
Monza and Indianapolis do the cars travel faster. The long straights push
the P86 engine to the limit. Its idyllic location on the tree-covered
island also has a negative side, with the car radiator easily becoming
blocked by foliage.” |
10 USA |
“We are sincerely hoping that the American
motor sport fans can forgive Formula One for the disappointment of 2005.
The events in Indianapolis have made us all the more determined to offer
them top-class racing in 2006. Assessed by sales volume, the USA is the
most important market for the BMW Group, and the company’s largest
production facilities outside Germany are also to be found here.”
|
“Its high-banked corner makes Indianapolis
a unique circuit in Formula One. The mixture of a tight
infield and the full-throttle section through the oval
curve and along the start/finish straight means we have
to strike a compromise in the car set-up. On the one
hand you need good braking stability and traction over
the slower sections, but you also have to ensure low
drag and high top speeds for the long straight. Turn
1 of the oval is taken flat out, and as such is not
really a corner in the F1 definition of the word. Indeed,
it would be more accurately described as the longest
straight in Formula One.” |
“Indianapolis puts the BMW P86 engine under
maximum mechanical loads. The drivers run at full throttle for a full
20 seconds through the oval section, with the engines under particular
stress over the second half of the straight. Here the cars are at the
limit of their performance for ten seconds at the end of the straight.
For me Indianapolis is always something rather special. Nowhere else do
you hear the engines running under maximum loads and at maximum revs for
so long.” |
11 FRA |
“In some respects, Magny-Cours is the opposite
of Monte Carlo. Glamour is conspicuous by its absence
in this serene but rather inaccessible corner of central
France. This leaves you to focus on the racing and the
technical challenge presented by the circuit. It was
here in 2001 that we took our first pole position since
returning to Formula One.” |
“From a technical point of view, this race
track offers a fascinating mix of slow corners – like the Adelaide
hairpin and the right-left combination before the start/finish line –
and the fast S-shaped sector mid-way through the lap. The slower sections
put the emphasis on traction and here the rear tyres in particular are
under heavy loads. Indeed, tyre wear plays an important role in deciding
the best race strategy.” |
“The full-throttle percentage, top speeds and
long straight are central elements in the Circuit de Nevers. However,
heat has also frequently been a factor in previous years. Increased thermal
loads clearly place significant demands on the durability of the engine.”
|
12 GER |
“The German Grand Prix is one of the highlights
of the season for BMW. That’s especially true
for the fans, who create an extraordinary atmosphere
inside the Motodrom stadium section. However, from a
sporting point of view our home grand prix is essentially
just another race for the team and drivers and we set
out to do the best we can.” |
“The smooth track surface means that tyre
wear isn’t a serious issue here. The best overtaking
opportunity is at the hairpin after the Parabolika,
although the high speeds carried into the corner demand
outstanding braking performance and stability. Plus,
the car requires good grip levels on the exit from the
turn.” |
“As an engine man, I still mourn the loss of
Hockenheim’s long run through the forest, which
was still a feature of the track up to 2001. However,
the loads on the engine remain in the top third of F1
tracks and high temperatures are bound to be a factor
in late July.” |
13 HUN |
“The German/Hungarian GPs make up the fourth
of six back-to-back race weekends in 2006. And that
places huge stresses on the teams and cars. Many team
members don’t manage to get home at all in between
races. Setting up and clearing away, preparing the cars
and transportation all take place under considerable
time pressure and there are no opportunities for testing.
Hungary is currently the BMW Group’s fastest-growing
market. Sales almost doubled between 2004 and 2005.”
|
“Like Monaco, the twisty Hungaroring requires
maximum downforce, and overtaking opportunities are
few and far between. And no sooner is the sand cleared
from the track one day than it is back again the next.
Grip is consequently in short supply, with understeer
never far away. However, the teams normally run softer
tyre compounds. As far as the car set-up is concerned,
you have to pay particular attention to the second sector
with its variety of corner combinations.” |
“The Hungaroring has the lowest full-throttle
percentage of any circuit on the calendar bar Monaco.
Instead, it is the heat which pushes the engines to
their limits in Budapest. The circuit is set in a deep
bowl, which really traps the heat when the midsummer
temperatures start to soar, as they often do. With the
absence of straights on the circuit, a lack of cooling
air can also be a problem.” |
14 TUR |
“The Turkish Grand Prix earned its place on
the F1 calendar with its debut in 2005. The set-up and
track design here are outstanding. Formula One has been
welcomed with open arms in this melting pot of cultures,
where tradition and the modern world come together.
This grand prix follows a short breathing space in the
schedule, during which testing is not permitted.” |
“In 2005 we were expecting high temperatures,
but the heat never really materialised. The layout of
this new circuit caught the imagination of the whole
F1 community, and the drivers especially were full of
praise. Consisting of four distinct sections following
one after the other, turn 8 presents a particularly
stern challenge. The ideal line is far from clear and
several drivers got into difficulty there in qualifying
last year.” |
“The track layout challenges the drivers to
catch the acceleration point spot-on on the exit from the corners so as
not to sacrifice any engine power. Added to which, high air temperatures
here could, of course, become an issue for the engines.” |
15 ITA |
“The Italian Grand Prix in Monza is the nearest
the Hinwil-based team have to a home race. Just a three-hour journey away,
the race has traditionally attracted hordes of Sauber fans and we’re
looking forward to seeing them there again. The circuit in the Royal Park
is the king of all high-speed tracks and inspires great respect from everybody
involved. In 2002 we became the first engine manufacturer to break through
the 19,000-rpm barrier there.” |
“To set a good lap time in Monza you have to
be quick along the straights. Low drag and therefore low downforce are
the key. The drivers brake heavily coming into the chicanes, which places
immense loads on the materials. However, to be quick through the chicanes,
the car also has to be able to run smoothly over the kerbs and generate
good grip. And that represents a serious challenge for the engineers,
given the low downforce necessary. A special aero package – not
used at any other circuit – is pressed into action at Monza.” |
“There’s no question, Monza is the hardest
circuit of the lot on engines. At 67 percent (with the
V10), the Italian track has the highest full-throttle
percentage of any F1 circuit and nowhere else do top
speeds reach these heights. The longest flat-out section
measures 1,268 metres, the third-longest after Spa and
Indianapolis.” |
16 BEL |
“Today, Spa-Francorchamps is the only remaining
Formula One circuit which can justifiably be called
a ‘natural race track’. Firstly, the track
follows the contours of the landscape rather than vice-versa.
Secondly, unpredictable weather conditions are an ingrained
part of the Ardennes’ austere character. Waterproofs
and warm clothes are the order of the day.” |
“The extreme contrasts of the track layout
hit you right from the start of the lap. After the slow
La Source hairpin comes Eau Rouge, which the drivers
take flat out. Here, the drivers have to cope not only
with lateral loads, but also compression forces as the
car bottoms out. This wide variety of corners means
that the engineers have to make sure the chassis is
well balanced in the interests of car stability. Added
to which, the high speeds through several of the corners,
such as Blanchimont, exert heavy loads on the tyres.”
|
“If the drivers keep their foot on the gas
all the way through the legendary Eau Rouge compression
at Spa-Francorchamps, they will enjoy – at 1,821
metres – a slightly longer full-throttle period
than even at Indianapolis, making it the longest on
the F1 calendar. Plus, the changes in elevation at Spa
place heavy demands on the engines. The start of the
race is always particularly exciting, as the track rises
up and then suddenly pitches the drivers into the first-gear
La Source hairpin.” |
17 CHN |
“The dimensions of the Shanghai circuit complex
were still extremely impressive on our second visit to the track last
year. Giving China a round of the World Championship in 2004 opened the
door to amazing opportunities for all the companies associated with Formula
One. The Chinese market has enormous growth potential for the BMW Group
as well, with the company registering a 30-percent increase in business
in 2005. BMW has its own production facilities in China, building 3 Series
and 5 Series models there.” |
“Like Suzuka, this circuit demands high downforce
and the same kind of compromise in ensuring speed both through the corners
and on the straights. The generous track width is great for overtaking,
provided the car set-up has been well thought through. The asphalt surface
is fairly abrasive, which leads to tyre graining and adversely affects
the balance of the car.” |
“The Shanghai circuit is fairly middle-of-the-road
compared to the other Formula One venues on the 2006
calendar when it comes to full-throttle percentage and
top speeds.” |
18 JPN |
“It is for good reason that many drivers name
Suzuka as their favourite track. An exacting challenge,
this is the only current F1 circuit with a figure-8
layout and the amusement park adds extra charm. The
Japanese Formula One fans are fantastic and Japan is
an important market for the BMW Group. In 1981 the company
became the first European carmaker to establish a subsidiary
there and today it is the market leader in the premium
segment.” |
“A well-balanced car is a must here. The Esses
at the start of the lap are particularly critical. The
car has to be able to change direction here quickly
and with great accuracy, and any handling problems will
cost time. Suzuka’s numerous corners take a heavy
toll on the tyres and that can take the edge off your
race pace. Indeed, the concentration of corners is one
of the highest anywhere. The small run-off areas are
another characteristic feature of the track and mean
small driver errors can take you out of the race.” |
“Suzuka is another of the power circuits in
the final quarter of the season. The ultra-fast 130R
corner places particularly heavy loads on the engine’s
oil circuit. We measured lateral acceleration of up
to 6g with the V10 engine – and that makes it
difficult to keep the oil flowing.” |
19 BRA |
“For an exciting final race you need the World
Championship to still be up for grabs. The demanding nature of the track
and frequently adverse weather conditions in Sao Paulo create all the
conditions for a gripping grand prix.” |
“Like Imola and Istanbul, Interlagos is an
anti-clockwise track. And that exerts even more pressure on the drivers’
neck muscles. Interlagos is know as something of a mogul field, which
makes it vital that the car’s spring and damper settings are tweaked
to provide an optimum set-up. The rough asphalt means tyre wear invariably
becomes an issue. The strong likelihood of rain often requires a compromise
set-up which covers the possibility of both dry and wet track conditions.” |
“The engines are really put through their paces
at Interlagos by the start/finish straight, which is
not only long but also rising. This incline also serves
to make the start particularly exciting. The altitude
of the circuit and the thinner air which this entails
deprives the car of some eight percent of its output,
an even more extreme loss of power than at the Nürburgring
and one that afflicts all the engines in equal measure.” |
