BMW Sauber F1 Team Car - chassis

Aerodynamics has been a key area in Formula One for a long time now, but the advent of the single tyre supplier format in 2007 will raise its importance even further. This explains why the BMW Sauber F1 Team's top brass gave the expansion of the aerodynamics department top priority. The team's use of the wind tunnel in Hinwil was gradually increased, with a move initially from one to two shifts, and from there to a round-the-clock, three-shift system in late October 2006.
As always, the key is to enhance aerodynamic efficiency. However, almost as important this year was the need to develop a package that performs as well as possible through corners. The front wing has an influential role to play here, as it largely dictates the flow of air around the front tyres. As a result, it has had a complete re-design and now forms a harmonious unit with the brand new nose section, which is shorter and sits higher than its predecessor. This equates to a reduction in weight, but puts extra demands on the engineers when it comes to passing the FIA crash tests. The most important aspect of this development, however, is that the wing channels a large quantity of air under the car, allowing the underbody and diffuser to work to their full potential.
The cooling intakes are somewhat larger than those on the 2006 car and form part of a new cooling concept which is more effectively integrated into the overall package and designed to ensure greater air throughput. When developing the rear, the designers built on the knowledge gleaned from the F1.06, giving the tail an even slimmer and lower profile in order to further optimise the air flow around the rear wing. The basis for these modifications is provided by the compact quick shift gearbox and cleverly positioned hydraulic elements. Also integrated into the design are the exhaust pipes, whose form has been defined to maximise performance and fit harmoniously into the overall package. The section underneath the rear wing is a totally new development. More stringent regulations governing rear-end collisions have meant that the rear crash element is now larger and also modified. The lower positioning of this element has required a totally revised design for the centre section of the diffuser.
The construction of the suspension elements is totally new and, at the front axle, dictated primarily by aerodynamics. The raised nose section means that the wishbones slant downwards at a striking angle. The kinematics have been modified in response to the introduction of the standard Bridgestone tyres. The rear axle has also been modified to further improve traction.
Comfort and Formula One make uneasy bedfellows. Nevertheless, one of the focal points for the development of the F1.07 was an increase in comfort. This can be seen specifically in the seating position of the drivers, especially that of Robert Kubica. The Pole's 184-cm frame was a far from comfortable fit in the 2006 car, whose cockpit area was particularly tight. There has also been progress in the area of electronics, which sees the workings of the chassis and powertrain combined in the interests of integration. The electronics for the chassis, engine and transmission have now been brought together into a single control unit, whose space-saving design allows it to be accommodated in the cockpit without taking up too much room.