(Sauber F1 Team)
After a season with the most
comprehensive technical changes in the history of Formula One, there are
significantly fewer regulation changes for the 2015 season. During the
development of the new Sauber C34-Ferrari the Sauber F1 Team’s engineers
focused on three areas: performance in slow corners, weight reduction, as well
as braking stability.
Eric Gandelin, chief designer
of the Sauber F1 Team, explained:
“We were able to gain a lot of
experience during the course of the 2014 season, which will have an influence
on the Sauber C34.”
Aerodynamics traditionally play
a key role in the development of a new car. But on this occasion it wasn’t only
a question of optimising downforce and drag, but also improving the balance of
the car and its responses in particular through low-speed corners.
The greatest visual difference
compared to the Sauber C33 can be found around the nose section, which is now
bigger in volume and lower to the ground following further changes to the
technical regulations.
This has a considerable impact
on the aerodynamics of the entire car: the nose and front wing play a key role
in determining how the air flows around the front wheels and how effectively
the central and rear sections of the car function aerodynamically. The new
design of the wheel rims has progressed in a similar direction, in the
interests of optimising airflow around the front wheels.
The front suspension concept
has changed little, with the springs and dampers again pushrod-actuated.
However, the engineers put a lot of effort into improving the feedback from the
steering for the drivers.
The sidepods of the new Sauber
C34, however, are now slimmer than those of the Sauber C33, despite higher
cooling requirements from the new power unit. This has been made possible by
modifications to the attachment of the side crash elements. In addition, the
architecture of the radiators, which are now positioned horizontally, has been
fundamentally revised.
The engineers also paid great
attention to the flexibility of the cooling system, which can be adapted
precisely – and individually for the various components – to the ambient
temperature and circuit characteristics. For example, small air vents on the
side of the cockpit are only used in certain situations.
Beyond this, the rear section
as a whole is less voluminous, which benefits aerodynamic efficiency.
The car’s minimum weight has
been increased in line with the FIA’s technical regulations, up from 691 kg a
year ago to 702 kg now. The engineers, of Sauber F1 Team Press Kit 5
course, set out to undercut this figure in order to give
themselves ample room for manoeuvre when it comes to weight distribution – an
important factor in determining how the car uses its tyres.
Modified
powertrain
The car’s
engine, energy recovery system and gearbox are again supplied by Ferrari. The
1.6-litre turbocharged V6 engine has a rev limit of 15,000 rpm. The technical
regulations allow for certain components to be completely redesigned for the
2015 season.
The aim has been not only to increase the power from the
turbocharged engine, but above all to optimise the car’s energy recovery and
energy storage capability.
In terms of
its concept, the engine is very much comparable with last year’s, but its
architecture has changed significantly, necessitating numerous adjustments to
the chassis.
The exhaust
tailpipe is again positioned centrally between two pylons, though they are no
longer supported by the rear crash element, but by the gearbox housing.
The spring and
damper elements at the rear axle are again pullrod-actuated, but otherwise this
is a totally new construction with separate lower wishbone legs. In addition,
the engineers worked on improving the mechanical traction.
Besides a number of
other parts, there will be optimised gear ratios to support this effort.
As with its
predecessor, the packaging of the C34 presented the engineers with a genuine
challenge. After all, in excess of 40 electronics boxes have to be
accommodated, of which more than 30 require cooling.
New parts
to follow in stages
A first
impression of the value of these measures will be obtained at the first test in
Jerez. “Later on it will be crucial to see where we stand in comparison to our
competition,’
Explained
chief designer Eric Gandelin.
The Sauber F1 Team will use a roll-out version of the car
for the first test at Jerez. Some components are still from the C33 and will be
successively replaced by new parts.
“We will use the time up to Melbourne to
ensure we’re as competitive as possible when we line up on the grid for the
season opener,” added Eric Gandelin.
Chassis – Carbon Fibre Monocoque
Front Suspension - upper and
lower wishbones, inboard spring and damper elements (Sachs Race Engineering)
actuated by push-rods
Rear Suspension - upper and
lower wishbones, inboard spring and damper elements (Sachs Race Engineering)
actuated by pull-rods
Brakes - brake callipers
(Brembo), carbon-fibre pads and discs (Brembo)
Transmission - Ferrari 8-speed
quick-shift carbon gearbox, longitudinally mounted, carbon-fibre clutch
Chassis Electronics - MES
ERS - Ferrari
Steering Wheel – Sauber F1 Team
Tyres – Pirelli
Wheels – OZ
Dimensions – Length – 5,300mm
Width – 1,800mm
Height with T camera – 950mm
Track Width, front – 1,460mm
Track Width, rear – 1,416mm
Weight – 702Kg (including
driver, empty tank)
Ferrari Engine:
Configuration – V6 90 Degrees
Displacement – 1600cc
Bore – 80mm
Stroke – 53mm
Valves – 4 per cylinder
Maximum revs – 15,000
Turbo charging – single turbo
Maximum fuel flow – 100kg/h
Maximum fuel capacity – 100kg
Injection – 500 bar direct
Units per driver - 4
ERS System:
Battery energy (per lap) – 4Mj
MGU-K power – 120kW
MGU-K maximum revs – 50,000rpm
MGU-H maximum revs – 120,000rpm
© Ben Johnston 2015
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