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23rd
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From press release
Team Williams released today the first images of its 2014 challenger.
"There's a lot more technology on the cars this year," says Williams Chief Technical Officer Pat Symonds. "We've had turbo-charged engines in F1 before; what's different this time is that it is much more than just an engine change, it is a completely different system. We've gone from a slightly hybridised normally aspirated engine to a fully integrated hybrid power unit with novel technology at its heart."
The design phase of the FW36 was completed by mid-September, by which time the team had found solutions to the major challenges presented by the regulations. Cooling, weight, a new gearbox and aerodynamic changes are just some of the areas of focus.
"Overall the cars will need more cooling this year," says Symonds. "The demands on water and oil cooling may be slightly diminished, but the ERS system is significantly more powerful and hence needs more cooling. We also have to cool the charge air from the turbocharger compressor which requires a substantial intercooler."
To meet the challenges of the new power unit, Williams signed the deal with Mercedes Benz High Performance Powertrains midway through last season. The team received the first CAD (Computer-Aided Design) data for the power unit at the end of May, at which point the detailed design of the FW36 could begin to be finalised.
"This is the first time that Williams has worked with Mercedes in F1 and we've been very impressed," says Symonds. "Their professionalism and commitment have been notable and we're as confident as we can be that the power unit will be competitive."
"F1 is still going to be an aerodynamic formula in 2014," says Symonds. "There are some significant changes: the nose is lower than last year and the front wing is narrower, which means the end plates are now more shrouded by the front tyre. The rear wing isn't as deep as last year and the beam wing below it is no longer permitted, and we've also lost the ability to use the exhaust to enhance aero performance."
"I'm confident that we'll be closer to the front aerodynamically than we were last year," says Symonds. "Our ambition for the year ahead is to have a strong 2014 season."
Team Williams released today the first images of its 2014 challenger.
"There's a lot more technology on the cars this year," says Williams Chief Technical Officer Pat Symonds. "We've had turbo-charged engines in F1 before; what's different this time is that it is much more than just an engine change, it is a completely different system. We've gone from a slightly hybridised normally aspirated engine to a fully integrated hybrid power unit with novel technology at its heart."
 |
| Photo: Williams F1 Team |
The design phase of the FW36 was completed by mid-September, by which time the team had found solutions to the major challenges presented by the regulations. Cooling, weight, a new gearbox and aerodynamic changes are just some of the areas of focus.
"Overall the cars will need more cooling this year," says Symonds. "The demands on water and oil cooling may be slightly diminished, but the ERS system is significantly more powerful and hence needs more cooling. We also have to cool the charge air from the turbocharger compressor which requires a substantial intercooler."
To meet the challenges of the new power unit, Williams signed the deal with Mercedes Benz High Performance Powertrains midway through last season. The team received the first CAD (Computer-Aided Design) data for the power unit at the end of May, at which point the detailed design of the FW36 could begin to be finalised.
"This is the first time that Williams has worked with Mercedes in F1 and we've been very impressed," says Symonds. "Their professionalism and commitment have been notable and we're as confident as we can be that the power unit will be competitive."
 |
| Photo: Williams F1 Team |
"F1 is still going to be an aerodynamic formula in 2014," says Symonds. "There are some significant changes: the nose is lower than last year and the front wing is narrower, which means the end plates are now more shrouded by the front tyre. The rear wing isn't as deep as last year and the beam wing below it is no longer permitted, and we've also lost the ability to use the exhaust to enhance aero performance."
"I'm confident that we'll be closer to the front aerodynamically than we were last year," says Symonds. "Our ambition for the year ahead is to have a strong 2014 season."