juer, lo que mas impresiona son los 600 kgrs que pesa incluyendo al piloto y la cámara...flipante BMW Sauber F1.06 Formula 1 Car [FONT=verdana, arial, helvetica]Manufacturer & Designation: BMW P86 V8 2398 ccm Transmission: 7-Speed Plus Reverse Wheels: OZ Racing Tires: Michelin Exterior Dimensions & Weight Length × Width × Height in: 179.8 × 70.2 × 39 Weight lb (kg): 1322 (600) - Including Driver and Camera BMW Sauber F1 Team Rolls Out in Valencia The BMW Sauber F1 Team steps out onto the Formula One stage. The BMW Sauber F1.06 was unveiled before more than 500 journalists and guests in the futuristic Ciudad de las Artes y las Ciencias (CAC) on January 17, 2006. Also ready to launch into the new team's maiden season in the FIA Formula One World Championship are BMW Sauber F1 Team drivers Nick Heidfeld (28, Germany), Jacques Villeneuve (34, Canada) and newcomer Robert Kubica (21, Poland), who takes on the mantle of test and substitute driver. New Engine - Two Cylinders are Fired Revolution, not evolution was the watchword when it came to the Formula One engines for the new season. The 3-litre V10 units of the past are being replaced by 2.4-litre V8 engines. This switch calls for totally new concepts. The new V8 engines are heavier, shorter and, due to a 600 cc reduction in capacity, have lower output and fuel consumption. "Lap times," estimates Mario Theissen, BMW Motorsport Director, "will go up by around two to three seconds, though spectators will hardly be aware of it. The drivers, on the other hand, need to adapt their driving style. To put it simply, they will have to attack corners less sharply to get the most out of the power available." The different firing sequences and intervals compared to the V10 have led to a completely new situation in terms of vibrations. With a speed range that exceeded 19,000 rpm, the V10 hit a critical zone between 12,000 and 14,000 rpm. However, the engine spent very little time in this problematic band and smoothed itself out again as the revs were stepped up. But it is precisely here that the V8 encounters problems. Its vibration curve enters challenging territory later than the V10, starting at around 16,000 rpm and becoming more critical from there, which can impact on the stability of vehicle components. And, like its predecessor with two extra cylinders, the BMW P86 V8 engine also has to last for two grand prix weekends. New Chassis The BMW Sauber F1.06 is an all-new concept. The shorter and more fuel-efficient V8 powerplants exert a decisive influence on the architecture of the car. Due to the minimum dimensions for the design of the chassis as decreed by the FIA, the overall dimensions of the car remain almost unchanged. "For the designers this means more scope in the design of the car thanks to the more compact engine," explains Willy Rampf, Technical Director Chassis at the BMW Sauber F1 Team. The lower tank capacity of the BMW Sauber F1.06 impacted on both the design of the monocoque and the position of the engine. The shorter powerplant, moreover, allowed the engineers to extend the titanium casing of the 7-speed transmission, which favoured the construction of a decidedly slimline rear end. The engineers turned their focus primarily on aerodynamics, where it was not only a question of optimum downforce but enhanced efficiency as well. The construction, arrangement and design of all sub-assemblies and components followed this premise. Two Adoptive Swiss in the Cockpit They've known each other for a long time, they have both driven for Sauber before, they both live in Switzerland - but never before have they been team-mates. Together, drivers Nick Heidfeld and Jacques Villeneuve have a combined experience of 250 grands prix. Heidfeld made his Formula One debut at the start of the 2000 season. From 2001 to 2003, he drove for the Swiss racing team. Two second places, which he gained for the BMW WilliamsF1 Team in season 2005, are his best results so far. At another grand prix in 2005 he took pole position. The man from Mönchengladbach, who became father to a daughter in July 2005, looks back on 98 F1 races. "I'm really looking forward to the new season and the new team. I know most of the members from past years, of course," says Heidfeld. "Besides, I can get to Hinwil by car in quarter of an hour, which is also an advantage. As a racing driver one is naturally impatient when it comes to seeing success. But we have to stay realistic. For me the most important thing is for us to work hard and make steady progress." No other driver to date has been as quick to seize the World Championship title as Jacques Villeneuve. "Setting up a new team is a very complex task," says Villeneuve looking ahead to the 2006 race season. "I've been through it before. But I believe that the prerequisites that have come together here are good. I want to do my best to help the BMW Sauber F1 Team achieve success."[/FONT]
y Ferrari Scuderia Ferrari Marlboro 248 Formula 1 Car [FONT=verdana, arial, helvetica]Specifications Engine & Transmission Manufacturer & Designation: Ferrari 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: BBS Forged Magnesium Tires: Bridgestone Exterior Dimensions & Weight Length × Width × Height in: n.a. Weight lb (kg): 1322 (600) - Including Driver and Camera The Ferrari 248 F1 Unveiled at Mugello The new Prancing Horse single seater was officially unveiled by the Scuderia Ferrari Marlboro in front of the Italian and world press at Mugello. The new car will compete in the next Formula 1 world championship. The new 248 mark indicates the engine characteristics: 2.4 liter, 8 cylinder. A Completely New Car from Every Point of View The traditional press conference held at the presentation of the new single-seater that will compete in the Formula 1 world championship began with the engineers who have developed the car over the past months: Aldo Costa, Ross Brawn and Rory Byrne. Byrne opened and underlined how his role in the company was changing. He was progressively filling a consultancy role for all the new House of Maranello projects and, in particular, regarding the engineering of the cars. Then came Aldo Costa, creator of the 248 F1, to reflect on Byrne's role and the characteristics of the car in detail. He declared that: "it was mainly to do with the V8 engine and we imposed a radical change from both a mechanical and aerodynamic point of view. The aerodynamics are still at a preliminary stage and will be until the first race of the season. As regards the chassis, this is totally new, above all in the centre section. We decided on this in order to optimize the weight distribution and lighten the entire structure. The same goes for the suspension, especially in the completely redesigned rear end. The transmission too is all new (though constructed from composite materials) and also the differential. In building these two new elements in particular, we had to pay close attention to the characteristics of the V8. The greater vibrations generated by the engine brought more initial problems". The gathered journalists then asked questions to which Brawn replied that "from the midway point of last season when we realized we could not challenge for the top spots, we began concentrating more on development, especially the blend of the aerodynamic configuration and the characteristics of the new V8. Despite the progress that the Bridgestone tires have made with the reintroduction of tire changes, we expect to see lap times that are a second or two slower than last year". After Aldo Costa, Ross Brawn and Rory Byrne came Paolo Martinelli, Formula 1 Engine Director, and Gilles Simon, head of planning and engine development, to face the journalists during the press conference to launch the new 248 F1. "It is a totally new project", began Martinelli. "It is a return to the past, as the name of the car demonstrates. We started working on this engine midway through 2004 and then tested it on the bench. Last August it made its first outing, at Fiorano, and in the autumn of 2005 we completed the V8. Now we are close to the final version. Obviously, in the course of the season we will have to cope with a very steep learning curve. Gilles Simon's success in development was underlined: "the calculations were made long ago and even if the regulation changes were related to us rather late in the day, fundamental modifications such as the selection of the centre of gravity had already been made". "The rules outline global constraints but do allow a lot of space for projectual experimentation", continued Martinelli. "The 90° angle was our choice as was settling on the minimum weight for the non-moving parts. The real challenge, however, was lightening the weight of the moving components". "For the first time in ten years a drop in performance was recorded and this was fundamental. The change in power meant some greater investment, but, in the long run, it will be more economical. The overall output of the engine remains unchanged and so some factors were the same as on the V10". Martinelli also revealed that there had been some dialogue between the engineers who work on road-going cars and those who concentrate on racing models. "We met the people who work on GTs and exchange opinion in analyzing problems and the methods to resolve them. It was by no means a one-way communication" "We were certainly on shared ground", added Simon. "However, there are many differences, for example in our time schedules. We made a lot of input and so did they. It was a process of cross contamination[/FONT]
hoy me dijo mi colega de herranz q el team BMW F1 es el segundo equipo 2006 con mas presupuesto por detras de ferrari.
ahora Willians WilliamsF1 FW28 Formula 1 Car [FONT=verdana, arial, helvetica]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 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.”[/FONT]
Toyota Panasonic Toyota Racing TF106 Formula 1 Car [FONT=verdana, arial, helvetica]Manufacturer & Designation: Toyota RVX-06 engine V8 2398ccm 740hp @ 19,000 rpm- Estimated Transmission: 7-Speed Plus Reverse Wheels: BBS Forged Magnesium Tires: Bridgestone Weight lb (kg): 1322 (600) - Including Driver and Camera Panasonic Toyota Racing Kick-Starts 2006 on Home Ground Panasonic Toyota Racing officially kicked off its 2006 Formula campaign with a special event for the world's media at the Toyota manufacturing facility in Valenciennes, France on Saturday 14 January, 2006. Panasonic Toyota Racing has adopted a unique approach to its 2006 racing season and chose to veer away from the more established 'car launch' as its TF106 race car has already completed substantial test mileage since its inaugural run at the Circuit de Catalunya in Barcelona on 29 November last year. A huge effort by the entire team to ready the new car in record time resulted in that unprecedented early rollout, which formed a key part of the team's push for success in 2006, a year that sees special challenges as the entire field adopt new V8 engines and Toyota joins forces with its new tire partner, Bridgestone. Toyota's aggressive development programme is a clear sign of its intentions in Formula 1. Having introduced the podium and pole-scoring TF105B for the final two races of 2005, the TF106 hit the track just six weeks later, stunning rival teams. "We feel that the concept of holding a new car launch at the beginning of each year, just for the sake of it, is outdated," explains Technical Director Chassis Mike Gascoyne. "We are updating more major elements on an increasingly frequent basis. Although this can be a difficult process to manage it does mean that we can ensure resources are being spent in areas that make the car go quicker, as and when it is required, and not simply on redesigning existing components just because we feel that we have to. Consequently, we have moved to a process of continuous evolution, hence the smooth transition from TF105 to TF105B and to the early completion of TF106." While the mechanical heart of the TF106 as tested in November is the same as the car that will first race in Bahrain on 2 March, aerodynamic and suspension updates – parts that in essence 'bolt on' – will be introduced as close to that first race as possible. Mike Gascoyne continues: "The reason everyone pushes their car back as late as possible is to maximize time in the wind tunnel for aero development. Our philosophy is to get the best of both worlds by releasing the Bahrain aero package as late as possible, to maximize the development time and reliability running of the mechanical package while ensuring that the aero development time is absolutely at its peak. If we'd rolled out a new car for January, we still couldn't have incorporated any of the things we'd learned from testing Bridgestone tires in November. We can now react and introduce the TF106B bearing in mind all that we've learned from testing." After Panasonic Toyota Racing drivers Ralf Schumacher and Jarno Trulli achieved five podiums, including two second places between them last season, the team can have no other target than to win a race in 2006, but Team Principal Tsutomu Tomita knows full well the tough challenge this will entail. "It is natural that we enter the 2006 championship with our sights on the top step of the podium," he says. "We are pushing very hard, but we don't underestimate the difficulty of Formula 1 or the challenges we face in 2006. If somebody goes up, then somebody else has to drop down the order. Even if we can get that first win we will have to push ourselves more to keep that position." Ralf Schumacher and Jarno Trulli will take up racing duties once again, occupying cars 7 and 8 this season, a reflection of Panasonic Toyota Racing's well-earned fourth place in the 2005 championship. Ricardo Zonta and Olivier Panis, both of whom joined the team in 2003, will serve as third driver and test driver respectively. Both Ralf and Jarno are entering their second seasons with the team, and both are delighted with the pace of development. They relished the chance to try the TF106 early, and make a contribution to its development even before the New Year. "Hopefully this will give us an advantage for this year," says Jarno. "We cannot say we will be the best, but for sure we will be very well prepared with the new car in terms of mileage and experience. We've tried to solve all the problems and get ready for the first race. Now we're doing very well, and it feels good, although there's still a lot of work to be done in the run-up to the first race and beyond. I am optimistic and confident." "Of course it is still very early, but the new car felt really good," says Ralf. "Obviously, the power is lower but it is still a very driveable engine, with a nice torque curve. I am happy with the new Bridgestone tyres as well, but we have a full programme of pre-season testing and development to continue making improvements to our package. It is an intensive schedule with a lot of work to cover before the first race, but that is where we can benefit from having our car ready so early. We learned that last year and saw the gains. It helped us a lot in the first few races, and that's what we are aiming for again."[/FONT]
Honda Honda Racing RA106 Formula 1 Car [FONT=verdana, arial, helvetica]Specifications Engine & Transmission Manufacturer & Designation: Honda RA806E 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: BBS Forged Magnesium Tires: Michelin Exterior Dimensions & Weight Length × Width × Height in: n.a. Weight lb (kg): 1322 (600) - Including Driver and Camera Honda Unveils New F1 Challenger The Honda Racing F1 Team unveiled its challenger for the 2006 Formula One season in Spain this morning with the new driver line-up of Jenson Button and Rubens Barrichello. This marked an important milestone for Honda as it is the first Formula One car launched by a Honda works team since 1968. As an indication of Honda’s commitment to the new challenge and the strength of its manufacturing operation, the team delivered not one, but two identical RA106 race cars to the launch to enable Rubens and Jenson to start testing at exactly the same time. The new cars and their RA806E engines are the product of a single, unified team which combines the resources of the Honda Racing F1 Team Operations Centre in Brackley, England, Honda Racing Development’s engine base in Bracknell, England, and Honda R&D in Tochigi, Japan. The RA106 sported its new base canvas of Honda Racing White, a colour which has been synonymous with the Honda motorsport identity since the company’s F1 debut in 1964. The rest of the livery has the more familiar feel of the Lucky Strike brand, which remains as title sponsor for the 2006 season. Nick Fry, Chief Executive Officer: “Our target in 2006 is to challenge for race wins and we will do our utmost to achieve that objective. During 2005 we put in place some important building blocks that will help us meet our targets in 2006 and beyond. We secured two of the best racing drivers in the world, we proved our ability to develop a car through the season, resulting in points for Jenson in each of the last ten races, and we gained a better understanding of the strengths of the 2004 car and the issues with our 2005 race car. Lastly, and most importantly, we have “works” team status with access to the technical resources of Honda R&D. I’m particularly proud that we have been able to deliver a new car each for Jenson and Rubens today which demonstrates the depth of our manufacturing ability and skill and determination of our people. With our new wind tunnel also coming on-stream later this year, we are ready to step up to the challenge.” Geoffrey Willis, Technical Director: “The new RA106 is the product of four years of steady evolution. During this time, the team has developed a high level of technical capability which now sees it designing, manufacturing and operating at the highest level on the grid. The emphasis now is on integration and combining our design concepts and expertise to achieve a car capable of challenging for race wins. One of our key areas of focus has been aerodynamics, the design considerations for which were two-fold – the aero problem that we faced in 2005 and achieving a significant improvement in aerodynamic efficiency to meet the requirements of the new, smaller V8 engine and its implications on chassis design. We are pleased with the progress we have made in the wind tunnel over the winter and our data shows that we have made a good step forward. Mechanically, in keeping with the evolutionary theme we have refined our various concepts including our third generation carbon composite gearbox. “Honda has produced a new engine to meet the challenge of Formula One’s switch from V10 to V8 power. The new RA806E is the result of a very intensive year’s work with many concepts designed and tested since the prototype first ran in May 2005. Since the latest specification started running in November 2005, the team has been encouraged by its reliability and performance.” Car No. 11, Rubens Barrichello: “This is a very exciting day for me as it’s my first launch with a new team for six years! Honda has a fantastic heritage in motorsport and it’s great to be a part of that now. I can’t wait to drive the new car and the discussions I’ve had with our technical team indicate that we have good reason to be excited about the season ahead. I’m sure that will be confirmed when I test the car for the first time today.” Car No. 12, Jenson Button: “I’m incredibly proud and excited to be part of the Honda Racing F1 Team and 2006 is going to be a very important year for all of us. We’ve achieved a lot in winter testing with our Concept car and I have seen first hand the huge effort in Brackley and Tochigi over the past few months. I’m confident that all the determination will be rewarded this year and I’ve done my part by working even harder on my fitness to ensure that I’m in the best possible shape for the season ahead. I can’t wait for the first race in Bahrain.”[/FONT]
está claro no???, mi comentario venía sin leer los demas equipos, acojona que todo eso solo pese 600 Kgrs. la firgen ;-)
Buena info ;-) Y chulísima la foto del Ferrari desde arriba. Se aprecian un montón de detalles ... P.D: el peso mínimo son 600 kilos, sip. Y si fuera menor, también lo cumplirían. Seguro ;-)
En realidad pesan bastante menos que eso, para llegar al peso minimo añaden pesos en funcion del peso del piloto. Ademas esos pesos varian de posicion segun el circuito para modificar el centro de gravedad del coche.
qué bien,..... limitan los cilindro=menos peso, y además aligeran y les permiten aligerar, no les va a durar 1 año y ya van a volver a hacer records de pista;-) ;-) ;-) ;-) joer vaya peso, anda que le das un empujoncito a uno y marcas vuelta rapida:rock:
