BMW Sauber F1 Team
Interview with Willy Rampf
"Downforce is everything."
The Monaco Grand Prix not only rates as the classic race
of the Formula One calendar, but also represents a unique
test for the drivers and engineers. Willy Rampf, Technical
Director of the BMW Sauber F1 Team, explains how the team
gears up for this challenge.
In what way does Monaco differ from other circuits?
Willy Rampf, Technical Director: "Monaco produces the
lowest average speeds of any race over the course of the year.
There is no start-finish straight as such, which means top
speed plays a very subordinate role. It's more or less a case
of one corner following the next, and this highlights clear
priorities."
What are the implications for the car's aerodynamics?
Rampf: "We run maximum levels of downforce in Monaco.
And that means using parts which generate a lot of downforce
but also produce a large amount of drag. Downforce is everything
here. You carry as much wing as possible and sometimes also
use extra wing elements designed specially for this type of
track - all, quite simply, because aerodynamic efficiency
is not as important as on other circuits."
Will you be using new parts for the BMW Sauber F1.07?
Rampf: "We have developed a new front wing generating
maximum downforce, which we used for the first time - successfully
- in Barcelona. We will modify this wing again for Monaco.
Plus, we will be introducing totally new front brake ducts
and modifications to the rear bodywork. In addition, we will
also use for the first time a new power steering that provides
more feedback to the drivers."
Did the supercomputer with Intel processors play
a role in the development of these parts?
Rampf: "Our supercomputer Albert2 generally plays an
important role in aerodynamics development. A large number
of parts are developed using computer-aided airflow simulation
prior to testing in the wind tunnel. The work of the supercomputer
is particularly prominent in the development of brake ducts.
These are highly complex components which can only be optimised
to a very limited degree in the wind tunnel, as the temperature
of the brake discs cannot be simulated there.
Monaco has the tightest corners of any race circuit
- does this require you to carry out modifications to the
car?
Rampf: "Monaco demands the heaviest steering manoeuvres
of any track on the calendar, which is why we are using completely
new front suspension components, i.e. new wishbones, push-rods
and track rods."
What mechanical adjustments do you make to the car?
Rampf: "In Monaco the drivers often tend to skirt over
the kerbstones, so we raise the ground clearance of the cars
slightly and use softer settings for the springs and dampers.
That also benefits traction under acceleration out of the
many low-speed corners. The circuit is also open to normal
road traffic, of course, which means it is pretty dirty and
offers low levels of grip as a result."
How does that impact on the tyres?
Rampf: "In Monaco we will be using the softest-compound
tyre Bridgestone has available, and keeping a handle on tyre
wear is, therefore, critical. It is also important to find
the right compromise when it comes to the traction control
set-up, as this often comes into play through the many tight
corners."
What is the situation as regards cooling for the
brakes and engine?
Rampf: "This circuit places heavy loads on the brakes,
since the lack of long straights barely gives the brake discs
any time to cool. As a result, the cars need large brake ducts.
The modest average speeds mean that airflow through the radiator
is also reduced and, to make things worse, running maximum
downforce makes cooling less efficient. With the front wing
set at such a steep angle, some of the air is diverted to
the point where it does not flow into the radiator. Monaco
never fails to present the engineers with a serious challenge
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