Williams FW28
01-27-2006, 01:36 PM
#1
Senior Moderator
Thread Starter
Williams FW28
The color scheme looks like an inverted BMW Sauber. Fairly bland design, especially compared to the other new cars.
01-27-2006, 02:23 PM
#3
Senior Moderator
Thread Starter
Originally Posted by Billiam
I really like that dark blue color. Matter of fact, I'd like to see a whole car in that with black wings.
01-28-2006, 04:26 PM
#6
Senior Moderator
Specifications
Engine & Transmission
Manufacturer & Designation: Cosworth
Type: V8
Displacement cu in (cc): 146 (2398)
Power bhp (kW) at RPM: n.a.
Torque lb-ft (Nm) at RPM: n.a.
Redline at RPM: n.a.
Transmission: 7-Speed Plus Reverse
Wheels & Tires
Wheels: OZ Racing
Tires: Bridgestone
Exterior Dimensions & Weight
Length × Width × Height in: n.a.
Weight lb (kg): 1322 (600) - Including Driver and Camera
Engine & Transmission
Manufacturer & Designation: Cosworth
Type: V8
Displacement cu in (cc): 146 (2398)
Power bhp (kW) at RPM: n.a.
Torque lb-ft (Nm) at RPM: n.a.
Redline at RPM: n.a.
Transmission: 7-Speed Plus Reverse
Wheels & Tires
Wheels: OZ Racing
Tires: Bridgestone
Exterior Dimensions & Weight
Length × Width × Height in: n.a.
Weight lb (kg): 1322 (600) - Including Driver and Camera
01-28-2006, 04:26 PM
#7
Senior Moderator
From RSportscars.com...
===================
The Launch of the WilliamsF1 FW28
WilliamsF1 launched their 2006 season race car, the FW28, at their headquarters near Oxford. The FW28 is a manifestly purposeful race car, its defining visual cue being the aggressive barbed sting on the back of the engine cover.
The car is both a response to circumstance, including the shifting technical regulations and the new primary partnerships the team has forged with engine supplier Cosworth and tire company Bridgestone, as well as being its own clear statement of intent.
Clearly the biggest transition is the shift away from 3.0l V10 motive power in favour of a 2.4l V8, and in Williams’ case, the new partnership with Cosworth. With the associated power losses all teams will encounter, all Formula One designers have been tackling a demand for higher aerodynamic efficiency to help compensate. In the case of the FW28, this became a fundamental design parameter for the car and is reflected in many ways across the aerodynamic strategy of the car, visible particularly in the design of the rear wing with its decambered tips. The target in this area was to maintain downforce while shedding drag at the wing tips.
To support this strategy, a tall sidepod concept was adopted which allowed a larger undercut and therefore smooth and efficient air flow to the rear of the car. While designers have been forced to grapple with recouping power losses through aerodynamic efficiencies, the FIA dealt another blow to designers by imposing a new restriction on bodywork to the front of the car, removing the bottom parts of any forward barge boards and, in the process, dramatically altering flow dynamics around the front of the car. The response in the Williams design office has been to pursue a zero keel option to the management of the front wishbones. This area of design has been one of fundamental contention and revision across the Formula One paddock, but the zero keel solution now clearly provides the most efficient aerodynamic solution. In addition, the team has progressed the cascaded front wing, trialled successfully in the last two Grands Prix of 2005.
If the external factors were not sufficient to keep the design office at Williams busy with the incarnation of the FW28, the technically motivated switch to Bridgestone tires (which the team last raced in 2000) has demanded a complete revision of weight distribution across the car and a re-formatting of suspension geometry in order to harmonize the dynamic characteristics of the FW28 with the qualities of the Bridgestone tire. Technical Director, Sam Michael, commented, “The FW28 has been a large departure from previous Williams’ designs due in part to new aerodynamic efficiency targets, but also the mechanical challenges of changing to Bridgestone tires and Cosworth’s V8 engine. It has been a really interesting car to design and I believe that will continue to be the case during its development in 2006.”
The shift to Cosworth has been another fundamental element in the genesis of the FW28. The development of the CA V8 has been characterized by an open and culturally convergent philosophy between the two organizations, which has been nothing short of positive and productive. As Tim Routsis, the Cosworth CEO reflected, “Following the dramatic shift in the engine regulation landscape, we are approaching an immensely exciting 2006 Formula One season with a mindset of cautious optimism. Our partnership with WilliamsF1 continues to strengthen and the highly motivated nature of the relationship has produced extremely encouraging results since track testing began. The CA2006 V8 was first installed in the WilliamsF1 FW27C interim car in November last year, since when it has completed in excess of 7,000 kms of test mileage. Progress achieved so far by Williams and Cosworth validates the expectation of the partnership enjoying a competitive campaign this season.”
Alongside the new V8 powerplant in the drivetrain design strategy has been the progression of Williams seamless shift technology which is anticipated to come on stream in the early part of the 2006 season. This seven-speed, continuous torque gearbox owes much of its development progression to the joint validation work conducted on Cosworth’s dynos in Northampton, indicative of the depth and strength of the technical partnership. Seamless transmission can be worth up to 0.4 seconds over the course of an average racing lap.
Fundamental rule changes and new technical partnerships with Bridgestone & Cosworth have all equated to a heady cocktail for the Williams design team to tackle. However, the FW28 is a first design for Sam Michael’s new combination of Chief Aerodynamicist, Loic Bigois and Chief Designer, Jörg Zander. For the first time too, the design team has had the benefit of two onsite wind tunnels dedicated to the new car from the outset.
The team has progressed the development of the FW28, together with the input from its technical partners, with an added degree of relish over the winter. Although not openly admitted, the extra challenge presented by the rule changes has galvanized the engineers into a mood of positive engagement. This is, in fact, where Williams should be at its best. For Sam Michael the objective is clear, “The FW28 has a lot resting on its shoulders as it must re-establish Williams at the sharp end. There are many good teams in Formula One now and how to beat them is simple – design a faster car.”
===================
The Launch of the WilliamsF1 FW28
WilliamsF1 launched their 2006 season race car, the FW28, at their headquarters near Oxford. The FW28 is a manifestly purposeful race car, its defining visual cue being the aggressive barbed sting on the back of the engine cover.
The car is both a response to circumstance, including the shifting technical regulations and the new primary partnerships the team has forged with engine supplier Cosworth and tire company Bridgestone, as well as being its own clear statement of intent.
Clearly the biggest transition is the shift away from 3.0l V10 motive power in favour of a 2.4l V8, and in Williams’ case, the new partnership with Cosworth. With the associated power losses all teams will encounter, all Formula One designers have been tackling a demand for higher aerodynamic efficiency to help compensate. In the case of the FW28, this became a fundamental design parameter for the car and is reflected in many ways across the aerodynamic strategy of the car, visible particularly in the design of the rear wing with its decambered tips. The target in this area was to maintain downforce while shedding drag at the wing tips.
To support this strategy, a tall sidepod concept was adopted which allowed a larger undercut and therefore smooth and efficient air flow to the rear of the car. While designers have been forced to grapple with recouping power losses through aerodynamic efficiencies, the FIA dealt another blow to designers by imposing a new restriction on bodywork to the front of the car, removing the bottom parts of any forward barge boards and, in the process, dramatically altering flow dynamics around the front of the car. The response in the Williams design office has been to pursue a zero keel option to the management of the front wishbones. This area of design has been one of fundamental contention and revision across the Formula One paddock, but the zero keel solution now clearly provides the most efficient aerodynamic solution. In addition, the team has progressed the cascaded front wing, trialled successfully in the last two Grands Prix of 2005.
If the external factors were not sufficient to keep the design office at Williams busy with the incarnation of the FW28, the technically motivated switch to Bridgestone tires (which the team last raced in 2000) has demanded a complete revision of weight distribution across the car and a re-formatting of suspension geometry in order to harmonize the dynamic characteristics of the FW28 with the qualities of the Bridgestone tire. Technical Director, Sam Michael, commented, “The FW28 has been a large departure from previous Williams’ designs due in part to new aerodynamic efficiency targets, but also the mechanical challenges of changing to Bridgestone tires and Cosworth’s V8 engine. It has been a really interesting car to design and I believe that will continue to be the case during its development in 2006.”
The shift to Cosworth has been another fundamental element in the genesis of the FW28. The development of the CA V8 has been characterized by an open and culturally convergent philosophy between the two organizations, which has been nothing short of positive and productive. As Tim Routsis, the Cosworth CEO reflected, “Following the dramatic shift in the engine regulation landscape, we are approaching an immensely exciting 2006 Formula One season with a mindset of cautious optimism. Our partnership with WilliamsF1 continues to strengthen and the highly motivated nature of the relationship has produced extremely encouraging results since track testing began. The CA2006 V8 was first installed in the WilliamsF1 FW27C interim car in November last year, since when it has completed in excess of 7,000 kms of test mileage. Progress achieved so far by Williams and Cosworth validates the expectation of the partnership enjoying a competitive campaign this season.”
Alongside the new V8 powerplant in the drivetrain design strategy has been the progression of Williams seamless shift technology which is anticipated to come on stream in the early part of the 2006 season. This seven-speed, continuous torque gearbox owes much of its development progression to the joint validation work conducted on Cosworth’s dynos in Northampton, indicative of the depth and strength of the technical partnership. Seamless transmission can be worth up to 0.4 seconds over the course of an average racing lap.
Fundamental rule changes and new technical partnerships with Bridgestone & Cosworth have all equated to a heady cocktail for the Williams design team to tackle. However, the FW28 is a first design for Sam Michael’s new combination of Chief Aerodynamicist, Loic Bigois and Chief Designer, Jörg Zander. For the first time too, the design team has had the benefit of two onsite wind tunnels dedicated to the new car from the outset.
The team has progressed the development of the FW28, together with the input from its technical partners, with an added degree of relish over the winter. Although not openly admitted, the extra challenge presented by the rule changes has galvanized the engineers into a mood of positive engagement. This is, in fact, where Williams should be at its best. For Sam Michael the objective is clear, “The FW28 has a lot resting on its shoulders as it must re-establish Williams at the sharp end. There are many good teams in Formula One now and how to beat them is simple – design a faster car.”
Trending Topics
01-30-2006, 11:41 AM
#8
Senior Moderator
a "normal" looking new F1 car!??!? stop the press!!! 
is it just me or does that "Bud - King of Beers" logo look odd on an F1 car...
is it just me or does that "Bud - King of Beers" logo look odd on an F1 car...
01-30-2006, 01:01 PM
#9
Big Block go VROOOM!
Originally Posted by srika
a "normal" looking new F1 car!??!? stop the press!!!
"Which one's Trudi? The one with all the shit on her face?"
01-30-2006, 03:42 PM
#10
Senior Moderator
http://www.pitpass.com/fes_php/pitpa...s_art_id=26992
Things you didn't know about the WilliamsF1 FW28
27/01/2006
The FW28 is the first car to fully benefit from the recently improved WilliamsF1 aerodynamic facilities, including two full time, on site wind tunnels. The car uses a zero keel chassis concept, developed to improve the aerodynamic efficiency of the car. The change in FIA aerodynamic regulations at the front of the car was a significant input to the development of the FW28 chassis.
With a reduction in power (as the engine has dropped from a 3.0l v10 to a 2.4l v8), a higher aerodynamic efficiency is required. This is the main reason for the FW28 rear wing design and the disappearance of less efficient components such as rear light wings and secondary roll hoop wings.
Cars are rebuilt between every Grand Prix. This involves full strip down and servicing of the fuel system, hydraulics, steering, gearbox and electrical systems. In addition to this, all the composite and metallic parts are inspected and crack checked for damage.
It takes two days to build an FW28 from a bare chassis to a fully rolling car.
The top speed of the FW28 with the Cosworth v8 will be 350kph. It will only see this speed at the Monza circuit in Italy. The slowest top speed the FW28 will reach is 280kph at Monte Carlo on the Principality’s twisty road circuit.
The FW28 has a seven speed seamless gearbox that will change gear 2,800 times during a Grand Prix. Running at temperatures up to 1500C, it requires advanced materials technology to withstand the heat and loads.
4,500 CAD drawings were produced to make the FW28, over a period of four months.
FW28 control systems include hydraulically assisted power steering, electro-hydraulic gear change, differential and clutch as well as the electro-hydraulic throttles and trumpets on the engine.
Carbon brake discs and pads are used on the FW28 that generate surface temperatures in excess of 10000C during braking events of up to 5g of longitudinal deceleration. The FW28 can generate lateral accelerations up to 5g during cornering.
27/01/2006
The FW28 is the first car to fully benefit from the recently improved WilliamsF1 aerodynamic facilities, including two full time, on site wind tunnels. The car uses a zero keel chassis concept, developed to improve the aerodynamic efficiency of the car. The change in FIA aerodynamic regulations at the front of the car was a significant input to the development of the FW28 chassis.
With a reduction in power (as the engine has dropped from a 3.0l v10 to a 2.4l v8), a higher aerodynamic efficiency is required. This is the main reason for the FW28 rear wing design and the disappearance of less efficient components such as rear light wings and secondary roll hoop wings.
Cars are rebuilt between every Grand Prix. This involves full strip down and servicing of the fuel system, hydraulics, steering, gearbox and electrical systems. In addition to this, all the composite and metallic parts are inspected and crack checked for damage.
It takes two days to build an FW28 from a bare chassis to a fully rolling car.
The top speed of the FW28 with the Cosworth v8 will be 350kph. It will only see this speed at the Monza circuit in Italy. The slowest top speed the FW28 will reach is 280kph at Monte Carlo on the Principality’s twisty road circuit.
The FW28 has a seven speed seamless gearbox that will change gear 2,800 times during a Grand Prix. Running at temperatures up to 1500C, it requires advanced materials technology to withstand the heat and loads.
4,500 CAD drawings were produced to make the FW28, over a period of four months.
FW28 control systems include hydraulically assisted power steering, electro-hydraulic gear change, differential and clutch as well as the electro-hydraulic throttles and trumpets on the engine.
Carbon brake discs and pads are used on the FW28 that generate surface temperatures in excess of 10000C during braking events of up to 5g of longitudinal deceleration. The FW28 can generate lateral accelerations up to 5g during cornering.
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