Complete guide to f1 2011 world championship

THE COMPLETE GUIDE TO
FORMULA 1
2011WORLD CHAMPIONSHIP

APRILE 2011

giorgio.cannizzaro@hotmail.com Pagina 1

CONTENTS

4 - FIA Formula One World Championship - Calendar and event time start information

5 - 2011 Circuits
Albert park melbourne
Sepang international circuit kuala lumpur
Shanghai international circuit
Istambul park
Circuit de catalunya barcelona
Circuit de monaco monte-carlo
Circuit gilles villeneuve montreal
Valencia street circuit
Silverstone grand prix circuit
Nurburgring Circuit
Hungaroring sport rt budapest
Circuit de spa francorchamps
Autodromo nazionale di monza
Singapore street circuit
Suzuka international racing course
Korean international circuit yeongam
Jaypee circuit
Yas Marina circuit
Autodromo jose’ carlos pace interlagos

44 - 2011 Teams
Red Bull Racing
McLaren International Ltd
Scuderia Ferrari
Mercedes Grand prix
Lotus Renault GP
Williams F1
Force India F1
Sauber Motorsport
Scuderia Toro Rosso
Lotus F1 Racing
Hispania Racing F1 Team
Virgin Racing

76 - 2011 Drivers
Sebastian Vettel
Mark Webber
Jenson Button
Lewis Hamilton
Fernando Alonso
Felipe Massa
Niko Rosberg
Michael Schumacher
Nicklaus Heidfeld
Vitaly Petrov


Rubens Barrichello
Pastor Maldonado
Adrian Sutil
Paul Di Resta
Kamui Kobayashi
Sergio Perez
Sebastien Buemi
Jaime Alguersari
Heikki Kovalainen
Jarno Trulli
Narain Karthikeyan
Tonio Liuzzi
Timo Glock
Jerome D’Ambrosio

122 - 2011 season changes

124 – 2011 Main Rules and regulations

127 - Understand Formula one
Aerodynamics
Brakes
Cornering
Driver fitness
Engine / Gearbox
Flags
Fuel
Kers
Logistics
Overtaking
Pit stops
Race control
Race strategy
Steering wheel
Suspension
Testing
The race start
Tyres

147 - Statistics

153 - Glossary

THANKS TO MAIN SOURCES

www.fia.com
http://en.espnf1.com/
www.formula1.com
www.gazzetta.it
www.f1technical.net
www.f1-facts.com/


FIA Formula One World Championship
Calendar and event time start information


2011 Circuits


ALBERT PARK MELBOURNE
Circuit 5.303 km
Laps 58


Circuit Info
The Albert Park circuit is a temporary track which is only used once a year to host the Australian
Grand Prix - typically the opening round of the season.
The track made up of sections of the public road that circles the man-made Albert Park lake. The
sections of road used were completely rebuilt in 1996 to ensure consistency and smoothness of
the surface. As a result the circuit is considered the smoothest of the road circuits currently in
use.

Although fast, the track is thought of as to be easy to drive, however the flat terrain around the
lake combined with the design means the circuit has very few proper straights making overtaking
particularly hard.

Despite talks of a night race to make viewing easier for Europeans, a compromise was reached
between the FIA and the race organisers and the 2009 race started at 5pm local time and proved
a great success. As a result the contract was extended, meaning Albert Park will host the
Australian Grand Prix until 2015.


SEPANG INTERNATIONAL CIRCUIT
KUALA LUMPUR
Circuit 5.543 km
Laps 56


Circuit Info
In the 1990s Dr Mahathir Mohamad, Malaysia's prime minister, declared that by 2020 the country
should be a fully industrialised nation. Part of this plan involved the construction of a race circuit -
the result was the Sepang International Circuit.

Designed by "the architect of F1", Hermann Tilke, Sepang is considered one of the most technical
circuits on the calendar and is a firm favourite with the drivers. The combination of long, high-
speed, straights and tight corner complexes were designed with overtaking in mind.

Situated 60km from the Malaysian capital of Kuala Lumpur and close to the city's international
airport, the circuit also hosts the Malaysian Motorcycle Grand Prix as well as the A1 GP race.
But the government's early enthusiasm waned and little money was pumped into the venue. Nor
has the racing ever attracted more than passing interest from the locals.

Shortly before the 2007 grand prix, Bernie Ecclestone hit out at the facility saying it had become
"shabby" and describing it as "an old house that needs a bit of redecorating". Circuit bosses
admitted it was in need of $60 million to bring it up to scratch.
The circuit currently has a contract to host the race until 2011 and although the organisers had
expressed an interest in making the event a night race, plans have since been dropped.


SHANGHAI INTERNATIONAL CIRCUIT
Circuit 5.451 km
Laps 56


Circuit Info
The new circuit in China was designed by Hermann Tilke to be a circuit for the new millennium,
with impressive spectator facilities and a media centre which spans the start finish straight - on
opening it was billed as the venue all others should aspire to. It features Tilke's trademark long
straight followed by a tight hairpin.

When it opened it was the most expensive F1 circuit costing around US$459million, funded by a
government-backed joint-venture company. In September 2007, the former manager of the circuit
Yu Zhifei was convicted of embezzlement in a corruption scandal which included several senior
communist party officials who also lost their jobs.

The shape of the circuit is designed to look like the Chinese character 'Shang' which means high
or above, and there are also other echoes of traditional Chinese architecture, including the team
buildings set on stilts in the lake.

The land that the circuit sits on was formally swampland and had to be reclaimed before any
building could begin; despite this the circuit was constructed in just 18months with a team of
3000 engineers. The inaugural race in 2004 was won by Rubens Barrichello driving a Ferrari, and
in 2006 the circuit saw Michael Schumacher's final grand prix victory before his retirement at the
end of the season.


ISTAMBUL PARK
ISTAMBUL
Circuit 5.388 km
Laps 58


Circuit Info
One of a batch a modern-day circuits designed by Hermann Tilke, Istanbul Park is a high speed
track where F1 cars can reach speeds of over 205mph. Istanbul is one of only four current F1
circuits that runs anti-clockwise, the others being Singapore, Brazil and the new track in Abu
Dhabi.

Although the circuit does not feature Tilke's trademark long straight followed by a hairpin to
encourage overtaking there are still numerous opportunities throughout the lap. The most
challenging corner on the track is the multi-apex turn eight where drivers experience a load of 5G.
The circuit offers excellent spectator facilities with a capacity of 130,000 people; the race however
is often badly supported by spectators. Felipe Massa is the most successful driver in the short
history of the circuit, winning three consecutive races between 2006 and 2008.


CIRCUIT DE CATALUNYA BARCELONA
Circuit 4.655 km
Laps 66


Circuit Info
The circuit was originally intended to host its first grand prix in 1992 to coincide with Barcelona's
Olympic Games, but it was ready a year ahead of schedule. The track is a favourite for out-of-
season F1 tests as well as hosting the annual Spanish Grand Prix.

When the circuit was first used overtaking was rife as cars were able to get very close through the
last two corners and make use of the slipstream on the straight. Since the changes to the
aerodynamics of the cars, however, the turbulence caused from the rear wings has spoiled this
opportunity. In 2007 the second to last corner was replaced with a slow chicane in an effort to
improve overtaking, but it doesn't seem to have been successful.

Although the circuit has received criticism for lack of race action over the years, there have been a
number of memorable moments at the track. In 1991, Ayrton Senna and Nigel Mansell were
fighting tooth and nail for second place, racing side by side down the front straight in a
memorable image. It was Mansell who eventually triumphed, winning the inaugural Catalunya
race, while Senna finished fifth. In 2006 Fernando Alonso became the first Spanish F1 driver to
win at his home circuit.


CIRCUIT DE MONACO MONTE-CARLO
Circuit 3.340 km
Laps 78


Circuit Info
Probably the most famous and recognisable circuit on the F1 Calendar, racing has taken place in
the principality since 1929, it was included in the first Formula One world championship season in
1950 and has been an ever-present feature on the calendar since 1955.

The race is considered as a 'must win' race for drivers, as the race is not only technically difficult
but also extremely glamorous and high profile. The circuit is one of the most demanding on the
calendar with no margin for error as the Armco barriers that line the track are at some points just
inches from the cars. Triple world champion Nelson Piquet described the race as similar to 'trying
to cycle round your living room'.

The circuit itself has remained virtually unchanged from its original, the Rascasse turn was slightly
altered for the 2003 race but the major change was in 2004 when the formerly cramped pit
complex was replaced and spectator capacity was increased.

Prior to the race, construction of the circuit takes around six weeks, dismantling takes just three.
Monaco is the only race on the calendar not to have a podium; the traditional winners' celebration
takes place on the steps of the royal box.

Despite the dangerous nature of the circuit and although there have been numerous serious
accidents there has to date only been one death, 1967 when Lorenzo Bandini died as result of
burns suffered. The most famous accident must be that of Alberto Ascari, one of only two people
to end up in the harbour.
Graham Hill was often referred to as Mr Monaco as he won five races in the 1960s; this record
was beaten by Ayrton Senna who holds the record of six wins at the venue.


CIRCUIT GILLES VILLENEUVE MONTREAL
Circuit 4.361 km
Laps 70


Circuit Info
Formerly called the Ile Notre-Dame Circuit, the first Canadian Grand Prix was held at its current
location, a partly man-made island in the Saint-Lawrence River, in 1967. The track was renamed
in 1982 to honour the late French-Canadian driver Gilles Villeneuve who claimed his maiden
Formula One victory at the venue's inaugural F1 race in 1978.

Known for its tricky hairpin bends and the kilometre-long straight, the circuit is also famous for its
"Wall of Champions". Situated at the end of the very long high-speed straight, the chicane has
caught out many drivers over the years, notably in 1999 when three world champions, Michael
Schumacher, Jacques Villeneuve and Damon Hill all fell foul of the tricky chicane.
The first lap is notorious for accidents, the cars are funnelled from the grid into the tight Senna
curves, and so frequent is the safety car deployed that teams actually prepare strategies with one
or two safety car periods in mind.

The 2009 Canadian Grand Prix was dropped from the calendar following the failure to reach a
deal with F1 CEO Bernie Ecclestone. The government refused to pay the increased fee that they
were faced with on renewal of the contract. However, after further discussions a deal was
brokered that saw the popular event making a return to the 2010 calendar


VALENCIA STREET CIRCUIT
Circuit 3.376 km
Laps 57


Circuit Info
The deal to bring the European Grand Prix to Valencia was signed in 2007 between Bernie
Ecclestone and promoters Valmor Sport Group, headed by ex-motorcyclist Jorge Martinez Aspar.
The deal will see the race in Valencia for seven years, despite Ecclestone previously insisting no
European country should host more than one grand prix a season, with Barcelona hosting the
Spanish race.

The new road circuit is based in Valencia's harbour area which was heavily rebuilt as a home for
the America's Cup Yacht race which was hosted by the city in 2007 and 2009.
There seems to be an unwritten rule in modern F1 that you can't design a new circuit without the
expertise of Herman Tilke, and Valencia is no exception. He designed infrastructure and buildings
including a 140-metre long swing bridge that links the two sides of the harbour and allows the
track to make the best use of the natural features. Although essentially a road course, the
designers have tried to incorporate all the safety features of a permanent circuit.

The circuit was tested for F1 by running a meeting at the end of July 2008 which featured Spanish
F3 and International GT's; the F3 race was won by new local F1 hero Jamie Alguersuari. The first
grand prix was held nearly a month later, and was won by Ferrari's Felipe Massa from pole, who
was later fined 10,000 euros for nearly colliding with Adrian Sutil's car in the pit lane but retained
his victory.

Ticket sales for the race were sluggish for the second race in 2009 but were stimulated on the
news that Michael Schumacher would return to F1 to deputise for the injured Massa. The
organisers refused to refund tickets after he cancelled his comeback.


SILVERSTONE GRAND PRIX CIRCUIT
Circuit 5.141 km
Laps 60


Circuit Info
Like many UK historic tracks, Silverstone was built on the site of an old RAF airfield with the
original circuit making use of the three runways in a triangle formation, so common to World War
Two airfields.

The first race at the circuit is reported to have taken place in September 1947 between local
resident Maurice Geoghegan and 11 friends who raced on a two-mile ad-hoc circuit. The race
was plagued by sheep wandering onto the circuit; the event was nicknamed the 'Mutton Grand
Prix' after Geoghegan hit one of the unfortunate creatures, signalling the end for both car and
sheep.

The following year the Royal Automobile Club (RAC) took a lease on the airfield and set out a
more formal circuit marked by hay bales. The layout still retained use of the original runways and
led to a circuit consisting of long straights joined by hairpin corners. In 1949 the layout was
revised to use the perimeter track and this layout formed the circuit for the first Grand Prix held
there in 1950.

In the presence of King George VI, the race was won by Nino Farino in his Alfa Romeo, finishing
two laps ahead of team-mate Luigi Faglioli.
The start-line was moved from Farm straight to the current location for the 1952 Grand Prix and
the layout remained largely unaltered for the next 35 years. The circuit continued to host grand
prix events but shared hosting duties with Brands Hatch and Aintree up to 1986. As the speeds of
the cars began to rise, a chicane was introduced in order to slow the competitors through
Woodcote corner, Bridge was also subtly altered in 1987, also for safety reasons.

After the 1990 Grand Prix, Silverstone underwent a major redesign in time for the 1991 race which
proved popular with fans. The circuit's cause was no doubt helped when local hero Nigel Mansell
won the race. At the end of the race Mansell stopped to give stranded Ayrton Senna a lift back to
the pits on the side pod of his car, a now iconic F1 image.

Following the death of Senna at Imola in 1994, many F1 tracks were modified in a bid to
drastically reduced speeds and increase safety. For Silverstone this meant modification to Stowe
corner and the flat-out Abbey kink converted to a chicane. Having hosted the British Grand Prix
permanently since 1987, rifts began to show between the British Racing Drivers Club (BRDC),
who now owned the facility, and the FIA. It came to a head when in September 2004 BRDC
president Sir Jackie Stewart announced that Silverstone would not feature in the 2005 provisional
F1 calendar. A last-minute agreement was reached in December, securing the race's future at
Silverstone until 2009.

The circuit's future post-2009 looked rocky when Bernie Ecclestone said that he no longer
wanted to deal with the BRDC and instead wanted an official promoter appointed. He also said
major redevelopment was required for them to regain the race, including a new pit and paddock
complex. In August 2007 Silverstone got the go-ahead to start renovations; however on July 4,
2008 Ecclestone dropped the axe on the Northamptonshire venue by announcing the event would
move to Donington Park in 2010.

As Donington's plan appeared more and more shaky Ecclestone softened his "Donington or
nothing" policy and admitted that Silverstone may get a chance to host the event. When
Donington failed to raise the £135million it required for renovations Ecclestone once again opened
discussions with Silverstone.
In December 2009 British Racing Driver's Club (BRDC) president Damon Hill announced that they
had agreed a 17-year deal to keep the race at Silverstone.


NURBURGRING
Circuit 5.148 km
Laps 60


Circuit Info

The original Nurburgring, the Nordschleife, ran for an awe-inspiring 22.5 kilometres (14 miles). It
was so long and so complicated that drivers simply could not remember a racing line. The
Nurburgring was, in fact, two circuits: the Nordschleife and the Sudschleife. In total they had an
amazing 172 corners.

It was safety which sealed the demise of the legendary track. Following Niki Lauda's terrifying
accident there in 1976 in which he suffered horrendous burns, the Nurburgring's license to hold
Formula One events was withdrawn.

The track underwent huge redevelopment to create a new circuit and in the spring of 1984 a race
was held featuring 20 identical Mercedes 190Es and a grid composed of some of the best-ever
Formula One drivers. Niki Lauda, Carlos Reutemann, Keke Rosberg, Alain Prost, Ayrton Senna,
James Hunt, Stirling Moss, Jack Brabham, Phil Hill, John Surtees and Denny Hulme were just a
few of the names to take part. Senna, then a relative youngster, won from Lauda and Reutemann.

The European Grand Prix was held at the new track later that year, and again in 1985, but it
disappeared again after commercial difficulties. With the ascendancy of Michael Schumacher,
from nearby Kerpen, the track was once again back in Formula One in 1995. Posing as the
Luxembourg Grand Prix for 1997 and 1998, it then once more became the home of the European
Grand Prix until 2006. From 2007 it has played host to the German Grand Prix every other year in
an agreement which sees the race alternate between there and Hockenheim.

The track may not be as challenging as the old circuit, but it is still possible to take a trip down
memory lane - literally. For just a few euros one can take a car onto the old track and soak up
what was one of the most feared and yet respected circuits in the history of motorsport.


HUNGARORING SPORT RT BUDAPEST
Circuit 4.381 km
Laps 70


Circuit Info
Although Hungary first hosted a grand prix in the 1930s, the Second World War and the advent of
the Iron Curtain meant motor racing in Eastern Europe was seriously limited until the late 60s.
In the 1980s Bernie Ecclestone looked to introduce a race behind the Iron Curtain, looking initially
at Moscow before turning to Budapest, with a plan to run a race on a temporary road circuit in the
city centre.

Organisers made the bold move to build a completely new circuit in a valley 12 miles from
Budapest; the circuit was completed in just eight months and the landscape offering amazing
spectators facilities with around 80% of the circuit visible from any vantage point.

The circuit held its first race in August 1986; it was a huge success attracting a crowd of nearly
200,000. The tight and twisty track has offered some excellent close races over the years, notably
the 1990 race when Thierry Boutson won the race by less than 0.3 of a second from Ayrton
Senna. The circuit is loved by some and considered twisty, hot and dusty by others.


CIRCUIT DE SPA FRANCORCHAMPS
Circuit 7.004 km
Laps 44


Circuit Info
Belgium's Spa Francorchamps circuit is one of the oldest on the current F1 calendar; with records
showing that it hosted its first non-championship grand prix in 1924.
The original circuit made up of narrow roads was 9.3miles long (14.9km) and was notoriously
dangerous. Despite this only two people have died at the circuit, Chris Bristow and Alan Stacey
during the 1960 grand prix. The old track hosted its final race in 1970, when it was deemed too
dangerous for F1.

Spa was missing from the F1 calendar until 1983 when it returned with a drastically reduced
circuit of almost 4.5miles. Despite the cuts in length the circuit still managed to retain its magic.
The mix of long straights and fast corners, combined with a picturesque setting and notoriously
changeable weather keeps it at the top of both drivers and spectators favourite circuits.

Part of the magic of Spa is that it is known and respected as one of the most challenging in the
world, and to prove that fact only six drivers have managed to win the Belgian Grand Prix at Spa
more than twice: Juan Manual Fangio and Damon Hill both have three wins to their name, Jim
Clark and Kimi Raikkonen managed one better with four wins and Ayrton Senna won the race five
times. The undisputed Spa master though, is Michael Schumacher who has won a record six
times.


AUTODROMO NAZIONALE DI MONZA
Circuit 5.793 km
Laps 53


Circuit Info
One of the old-school of grand prix circuits Monza has a very special atmosphere; the Italians
often refer to it as "La Pista Magica" or the magic track. It is set in a royal park and has played
host to motorsport since 1922. After Brooklands and Indianapolis, Monza was the third
permanent racing circuit in the world, and like many circuits of that era, the lap was over six miles.
The remains of the old banked track can still be found in the park grounds.

The high-speed nature of the track means it has had more than its fair share of serious accidents
and fatalities. Monza has claimed the lives of high profile drivers including F1's only posthumous
world champion Jochen Rindt in 1970. Despite numerous modifications over the years to improve
safety for both drivers and spectators, the circuit faces criticism for its lack of run-off especially at
the Variante della Roggia corner.

Despite the ongoing safety debate the circuit is still a firm favourite with fans who can always
expect an action-packed high-speed race. Legendary Ferrari fans, known as the Tifosi, turn the
stands to a sea of red on race day, as they cheer on their team at their local circuit.


SINGAPORE STREET CIRCUIT
Circuit 5.067 km
Laps 61


Circuit Info
Although Singapore hosted numerous non-championship races in the late 60s and early 70s,
there was not a race after 1974. The announcement of the new event came at the end of 2007
and was met with mixed reaction from fans. Excitement began to build when the FIA announced
that to ensure prime-time viewing for the European market the Marina Bay circuit would host F1's
first ever night race.

The non-permanent road circuit brought in innovative lighting techniques to ensure daylight
conditions for the drivers and those working in the pits, while still offering spectators the
atmospheric conditions of a night race. The first race in 2008 was won by Renault's Fernando
Alonso, it was a complete sell-out, but will always be marred by the crashgate scandal. It later
emerged that Renault asked driver Nelson Piquet Jnr to deliberately crash his car, in order to help
his team-mate Alonso win the race.

For the 2009 race the circuit was modified through the first three turns to encourage more
overtaking, modifications were also made to the high kerbs at turn ten that had caused so many
accidents the previous year.


SUZUKA INTERNATIONAL RACING COURSE
SUZUKA-CITY
Circuit 5.451 km
Laps 53


Circuit Info
Although unique is a much over-used word in F1, it can rightly be referred to Suzuka. Not only is
the Japanese circuit the only one that crosses over itself, in a figure of eight format, but this fact
means that it is also the only circuit that runs both clockwise and anti-clockwise. The grounds
play host to a huge funfair, and the big wheel is prominent on the skyline.

Designed as a test track for the Honda Motor Company in 1962 by Dutchman John Hugenholtz, it
was mainly used for vehicle development. After hosting numerous races in lower formulae Suzuka
began its quest to host the Japanese Grand Prix, a feat it managed in 1987, when it took the
honour away from Fuji, Toyota's test track. Although the grand prix returned to Fuji for 2007 and
2008 the race is now confirmed to take place at Suzuka till 2011.

An extremely fast and technical circuit, Suzuka is popular with drivers and spectators alike and
has some notorious corners including Spoon Curve and 130R. The circuit closed for a year in
2008 in order to make revisions necessary for F1, it re-opened on April 12, 2009.


KOREAN INTERNATIONAL CIRCUIT YEONGAM
Circuit 5.621 km
Laps 55


Circuit Info
A brand new venue for 2010 is the Korean International Circuit in South Korea. This $264million
dollar project, situated in Yeongam County is being supervised by F1's new circuit guru Hermann
Tilke.

The project is a joint venture between private firm M-Bridge Holdings and South Jeolla provincial
government known as Korea Auto Valley Operation (KAVO). Work is apparently well underway at
the site 320km south of the capital Seoul, but information and pictures have so far been limited.

Organisers say the 3.5-mile circuit which is being built on 425 acres of reclaimed land beside an
artificial seaside lake. The anti-clockwise track will feature Asia's longest straight, allowing for
speeds of up to 320km per hour. The grandstands will accommodate up to 135,000 people.

KAVO have a seven-year deal to host the race, with an option to renew for a further five-year
term. The organisers are happy with the progress of the facility and confidently predict that it will
be ready in time for their debut race in October 2010.


JAYPEE CIRCUIT
NEW DELHI, INDIA
Circuit 5.137 km
Laps 60


Circuit Info
Formula One racing is forever on the move and in 2011 ventures east yet again for the inaugural
Indian Grand Prix. In light of recent F1 successes in Korea and Singapore, India - and more
specifically its capital city New Delhi - is the latest Eastern powerhouse to welcome the paddock
with open arms. After learning plenty of lessons from hosting the 2010 Commonwealth Games,
New Delhi plans to wow the international sporting stage once more with its first race in October.

A brand new circuit has been built to the south of the city in the suburb of Noida. The track,
designed by renowned circuit architect Hermann Tilke, stretches to 5.141-kilometres and is
expected to seat up to 150,000 spectators. Two sizeable straights and an interesting mix of
corners should guarantee a track full of challenges for drivers and engineers alike.

In an interesting move, organisers also consulted several of the Formula One teams before
construction began in earnest. The track design was run in various factory simulators and as a
result several amendments were made in an effort to boost overtaking for the drivers - and
excitement for the fans.

Four million cubic tons of earth was moved to give the track plenty of undulation, and it rises 14
metres between Turns One and Three alone. Inspiration has also been drawn from rival venues'
best features, with Turkey's infamous Turn Eight inspiring a double-apex corner, slightly banked,
which forms part of a 'mini-arena' which alone will accommodate 13,000 spectators.

The earthworks for the circuit were finished ahead of India's 2010 monsoon season and
everything is on course for the track to be completed well ahead of its October debut.


YAS MARINA CIRCUIT
ABU DHABI
Circuit 5.550 km
Laps 55


Circuit Info
The circuit is one of very few on the F1 calendar to run in an anti-clockwise direction, and it is also
unique as the only track with an underground pit lane. Leaving the track on the right, it crosses
underneath and rejoins on the left. Concerns were raised that the tunnel was too narrow and
dangerous, and any accidents would be difficult to clear quickly.

Granted the final go-ahead by the FIA in 2009, Bruno Senna was the first driver to complete a test
lap during the GP2 testing. When the teams arrived in Abu Dhabi for the season finale in October
2009, not a single driver had driven the track.

Much more spectator-friendly than soulless near-neighbour Bahrain, some drivers have
complained the circuit is too safe. "The car can go everywhere, cutting off corners, and you don't
ever lose time," moaned Adrian Sutil after the 2009 grand prix. "That can make racing very boring.
There's no real flow." Purists also lamented the need to build chicanes on a new track given their
only purpose was to slow down cars on existing circuits.

Yas Marina made history when the 2009 Abu Dhabi Grand Prix hosted F1's first day-night race,
starting at twilight with the race finishing in the dark. Floodlights were used from the start of the
event to illuminate the circuit and ensure a seamless transition from light to dark. Lewis Hamilton
started the race on pole but was forced to retire with brake problems. Sebastian Vettel won the
race, the fifth victory of his F1 career, beating team-mate Mark Webber and 2009 champion
Jenson Button to seal second place in the championship.


AUTODROMO JOSE’ CARLOS PACE INTERLAGOS
Circuit 4.309 km
Laps 71


Circuit Info
Interlagos literally means 'between the lakes' referring to two large manmade lakes built in the
early 20th century to supply the city with water and electricity. The land on which the circuit
stands was originally bought in 1938 by two property developers who intended to build houses on
the site. When they discovered that the site was not suitable they decided to build a circuit
instead, and as Sao Paulo continued to grow at an astounding rate it was not long before the
track was surrounded by houses.

Owing to the success of Emerson Fittipaldi, the country expressed an interest in hosting a race.
Interlagos held two non-championship races in 1971 and '72 before joining the full championship
calendar in 1973, and the circuit proved to be a lucky one for the local racers Fittipaldi, Carlos
Pace and Carlos Reutemann who all won races there. In fact, it was the scene of Pace's only F1
win, and following his death in a plane crash in 1977 the circuit was renamed in his honour.

In 1978 the Brazilian Grand Prix moved to the Jacarepagua circuit in Rio de Janeiro, but it
returned to Interlagos the following year. In 1981 it was moved to Rio permanently as the
organisers felt the slums of Sao Paulo were at odds with the glamour of F1. It would take a
promise of a US$15million redevelopment programme to bring the race back in 1990.

The circuit itself is one of the very few circuits on the calendar that runs anti-clockwise, and this,
combined with its bumpy surface means it is considered hard on cars and drivers alike. The
resurfacing of the track in 2007 ironed out most of the worst bumps but the circuit still retains the
character as it follows the lands contours making it an interesting circuit to drive.
Despite the lack of a real Brazilian hero since Senna's death the passion of the local fans has not
diminished and the race continues to draw good crowds.


2011 Teams


Red Bull Racing

Based in: Milton Keynes, UK
Founded: 2005 (active since 2005)
Website: www.redbullracing.com

Sporting director: Christian Horner (2005-...)
Technical operations director: Günther Steiner (2006)
Technical director: Mark Smith (2006), Geoff Willis (2007)
Chief technical officer: Adrian Newey (2006-...)
Chief designer: Rob Taylor (2006), Rob Marshall (2007-...)
Chief aerodynamics: Ben Agathangelou (2005-2006), Petr Prodromou (2006-...)

After several poor years for Jaguar in F1, Ford sold the team to Austrian drink company Red Bull.
Ford had been cutting jobs all over the world and did not find it responsible to keep pumping
money in a non performing F1 project.

Red Bull owner Mateschitz had all his reasons to buy a Formula One team. At first there have
been many drivers sponsored by Red Bull who eventually aim to go to Formula One. The drink
company could however not promise anything of that, but with the purchase of a team they are
offering young drivers a path from the very beginning to the top of motorsport.

After some discussions between the former management of Jaguar (which had been retained),
Mateschitz fired both Purnell and Pitchforth and assigned Arden International Formula 3000 team
boss Christian Horner to run the F1 show. RBR started its first season with David Coulthard and a
rotating second racing seat shared by Klien and Liuzzi, both Red Bull backed drivers. Shod on
Michelin tires and powered by a Cosworth engine, the team put down a better result (by getting
more points) in its maiden year than Jaguar was able to in all its years it had been in Formula One.

The second year proved a little troublesome as the Red Bull RB2 was not quite as good as the car
from 2005. Although the Ferrari engines were powerful the car seemingly could not extract its full
potential. The beginning of the season proved especially difficult as the car suffered cooling
issues. As development fell behind, the team were always running after the facts in 2006.

2007 was destined to be a major improvement for the team, and in fact it was performance wise.
The Adrian Newey designed RB3 suffered a serious lack of reliability despite the extremely
reliable Renault engine. More specifically, the Red Bull RB3 was one of the least reliable cars of
2007 and managed to complete only 74% of the season's race distance.

With again Webber and Coulthard behind the wheel, the Red Bull RB4 failed to improve much in
2008, despite a good first half of the season. While Webber was the more constant driver, it was
Coulthard who put in the first podium of the year at the Canadian GP. Although the reliability
problems had been resolved, the Renault engine seriously lacked power, leading to Red Bull
being unable to keep up with Scuderia Toro Rosso, running the same chassis from Red Bull
Technology, but powered by a much better Ferrari engine. Along with Honda, Renault was later
on granted to upgrade its engines to equalize the performance.


After David Coulthard announced his retirement from F1 racing, RBR decided to hire Sebastian
Vettel who shined all through 2008. Before, the FIA set up the overtaking working group (OWG),
which decided a list of major regulation changes that put down the ideal mix for Adrian Newey
team to flourish. Had it not been for the diffuser row, the Red Bull RB5 would have been simply
unbeatable all the way through the season. However, it turned out differently, and by the time Red
Bull designed an effective double deck diffuser, Brawn GP had a massive lead in the
championship which was never closed. RBR came in second in the championship easily, and
Sebastian Vettel was second in the drivers' standings.

In 2010 the team kept its driver lineup, and early test pace quickly showed that the new Red Bull
RB6 was the car to beat. Throughout the year, Vettel and Webber fought closely, and eventually
threw away many points, some by technical issues, others by driver mistakes or even collisions
between the team mates. Vettel hitting Webber at Turkey pushed matters on the edge, with Mark
Webber especially getting frustrated that he felt Vettel was favored over him within the team.

Despite Vettel having difficulty mid-season, he came back on top towards the end of the year,
and the team's fourth 1-2, at Brazil, secured Red Bull Racing's first ever constructor's
championship.


RED BULL RB7 RENAULT

Specifications
Chassis: Composite monocoque structure,
designed and built in-house, carrying its engine
as fully stressed component
Transmission: Seven-speed gearbox,
longitudinally mounted with hydraulic system for
power shift and clutch operation.
Clutch: AP Racing
Wheels: OZ Racing (front: 12.0in x 13in / rear:
13.7in x 13in)
Tyres: Pirelli PZero
Front suspension: Aluminium alloy uprights,
carbon composite, double wishbone with springs
and anti-roll bar, push rod actuated
Rear suspension: Aluminium alloy uprights, carboncomposite double wishbone with springs and
anti-roll bar, pull rod actuated
Dampers: Multimatic
Brakes: Brembo calipers, Brembo carbon discs and pads
Electronics: FIA (MESL) Standard control unit
Fuel: Total Group
Engine
Designation: Renault engine RS27-2011
Configuration: V8 in 90° bank with 32 valves in total
Capacity: 2400cc
Max. RPM: 18,000RPM (as limited by regulations)
Construction: Cylinder block in cast aluminion
Engine management: FIA (MESL) Standard control unit TAG310B
Oil: Total Group
Weight: FIA minimum weight of 95kg


McLaren International Ltd

Based in: Woking, Surrey
Website: www.mclaren.com

Team principal: Ron Dennis (1980-2009), Martin Whitmarsh (2009-...)
Managing director: Ron Dennis, Jonathan Neale (since 2004)
Technical Director: Adrian Newey (1997-2007)
Chief Designer of engines: Mario Illien (1995-2005)
Director of Engineering: Neil Oatley, Paddy Lowe (since 2005)
Chief Designer of chassis: Mike Coughlan (2002-2007)
Chief engineer: Tim Goss (since 2001), Pat Fry (since 2002)

Formed initially for Tasman racing, the team built its first sports cars in 1964 and 1965 before
Bruce McLaren, inspired by the efforts of Jack Brabham, left Cooper in order to tackle F1 on his
own. His first effort was the M2B, penned by Robin Herd and built in 1966. Unfortunately, it was
the first year of the 3.0 litre era and reliable engines were difficult to come by. Bruce had to opt for
an underpowered Serenissima unit, although McLaren did manage to sneak into the points at the
British Grand Prix. Herd's next effort was the M7, which he designed before leaving for Cosworth.
Fitted with the new DFV engine the beast proved a worthy contender in both F1 and Cam-Am
circles. It was while testing the latest Can-Am car that Bruce was killed in a crash at Goodwood in
1970. With the help of Denny Hulme the team struggled on and established itself at the top during
the mid 1970s clinching the constructor's title in 1974 with Emerson Fittipaldi also bagging the
driver's title.

That was the highpoint and a steady decline, interrupted by Hunt's 1976 title, left the team
floundering as the decade came to a close and sponsors Marlboro instigated a merger with Ron
Dennis's Project Four F2 operation. Teddy Mayer left soon after, whilst with the help of John
Barnard's revolutionary carbon- fibre monocoque, McLaren took consecutive world titles in 1984,
'85 and '86.

Then came the era of Senna, Prost and Honda. Three more titles went into the trophy cabinet
despite the constant infighting between the drivers. Honda withdrew from the sport in 1992, Prost
went to Williams and then at the end of 1993 Senna left the team. Young Finnish charger Mika
Hakkinen was recruited to fill the gap but despite his quick and spectacular driving style he simply
did not have the experience or racecraft to keep the silverware cupboard stocked. A
disappointing Peugeot engine did not help matters so when Mercedes approached with a works
engine deal Ron Dennis snatched it with both hands. Since 1995 the Woking-Stuttgart
partnership has grown in stature and competence, and the Mercedes engine was probably the
best part of the car for most of 1997. Hakkinen and Coulthard continued to perfect their art with a
brace of wins and a few near misses suggested that they really do have the ability to win races.
All that is missing is a chassis capable of matching the best Williams can offer. Enter Adrian
Newey, former Williams aerodynamicist and a man who can get downforces out of a packet of
peanuts.

Newey's first car was the McLaren MP4-13 and it was immediately a full hit. While 1997 showed
promise with a win in the final race of the season, the new car was immediately the class of the
field. A major change in the chassis regulations and an early switch to Bridgestone tyres proved
beneficial. On top of that, the team was helped by the retirement of Renault as an engine supplier
and have a top line Mercedes engine available. Mika Häkkinen opened the season with two
consecutive wins and confirmed the domination of the new McLaren.


In fact, at the season opener in Melbourne, both drivers were able to lap the entire field before the
half-way stage. A handful of mechanical breakdowns mid-season meant that by Austria the
championship battle was heating up, as Ferrari and Michael Schumacher won three races on the
trot. McLaren always had the better chassis, and Mika Hakkinen made few mistakes, but the car
was unreliable in comparison with the Ferrari. Following the Italian Grand Prix, Mika Häkkinen and
Schumacher's Ferrari were tied on 80 points each. The championship was won at the final race as
a blown tyre put Ferrari out of contention. Häkkinen took the driver's title while McLaren easily
won the constructor's championship.

In 1999, the team was still ahead of Ferrari, but this time only by a very small margin. Ferrari had
been upping its game after Schumacher joined in 1996. The McLaren MP4-14 was a development
of the winning MP4-13 but still suffered a lack of reliability. The season was coloured by a spin at
Monza after which Häkkinen cried aside of the track and Schumacher getting injured at
Silverstone after a failed brake. Although the Finn clinched his second consecutive championship,
Ferrari as a team proved too strong.

The year after proved to be the beginning of 4 years of Ferrari domination. Although Häkkinen and
Coulthard both stayed close to Schumacher, the latter's final 4 race wins in the season confirmed
Ferrari's rise.

2001 proved to be even more difficult for anyone not in a red Italian car. Häkkinen had trouble
finding motivation due to several retirements, mostly from point scoring or race winning positions.
He later announced he would take a sabbatical in 2002 which turned out to be his retirement.

Ron Dennis quickly signed Sauber's promising youngster Kimi Räikkönen. The car did however
not permit many successes and the result was only a single win, marked by David Coulthard at
Monaco.

2003 started with great promise as Räikkönen and Coulthard could each win one of the first two
races of the season. McLaren at the time was however intensively developing the very anticipated
McLaren MP4-18 which marked a change of concept and was a very revolutionary design. Due to
reliability problems involving that design, McLaren had to continue the season with the MP4-17D,
basically a year-old design which was adapted for the modified regulations. Despite the setbacks,
Räikkönen finished in the points consistently and challenged Michael Schumacher for the
championship all the way up to the very last race, eventually losing the title by only two points.

The team began the 2004 Formula One season with the McLaren MP4-19, which technical
director Adrian Newey described as a "debugged version of the MP4-18." This proved to be
anything but the case, and a new car was required by mid-season. The McLaren MP4-19B was
basically an all new car with a radically redesigned aerodynamic package. Coulthard immediately
qualified third in the car's first race while Kimi Räikkönen won the 2004 Belgian Grand Prix,
salvaging McLaren's dismal season.

At the beginning of 2005, daredevil Juan Pablo Montoya was appointed to fill in David Coulthard
seat who left to join Red Bull Racing. The new McLaren MP4-20 was a thorough evolution of its
predecessor but was still lacking pace in the first races. At Imola however, the team had the
fastest car. As it later emerged, it was partly thanks to the addition of an inerter (or J-damper) to
the rear suspension. Räikkönen however abandoned the race from the lead, due to a reported
driveshaft failure, although it is believed it may well have been a failure of their new damper.
Apart from the first four races, the McLaren was, along with the Renault R25 the fastest car on
track, but suffered too many reliability problems which basically cost Kimi Räikkönen a chance to
win the world championship.


The speed of the car could however not be repeated in 2006. Neither driver managed to win a
single race. JP Montoya meanwhile ran his last F1 race at the American GP, after which he
sustained a fracture in his shoulder and was replaced by De La Rosa for the rest of the season.

2007 was a crucial season for McLaren. It started the season with Vodafone as its new title
sponsor, hired double world champion Fernando Alonso on a 3-year contract and brought in
Lewis Hamilton, a rookie who won the GP2 series in 2006. As the car proved competitive, the
situation heated up early on in the season as it became apparent that Alonso was not getting the
benefits he was promised upon contract signing. On and off the track, both drivers were razor
sharp against each other, and the team did not want to choose a first driver. In the end it cost
them all the championship, as both ended the season on equal points, one short of Kimi
Räikkönen's Ferrari.

Amidst the driver tension, a spy scandal came to light in June when an employee in a copycenter
in Woking noticed Mike Coughlan's wife copying confidential documents of Ferrari. The Italian
team was promptly notified and an investigation started up. McLaren immediately suspended and
later sacked its chief designer of chassis and on July 16 published a bulletin, claiming he had
handled on his own. The latter quickly proved untrue from email evidence. On September 13, the
world motor sport council decided to penalise McLaren with a $100 million fine, a further
conditional sentence and the removal of all its constructors points the team scored in 2007.

Alonso, completely disillusioned by the situation at McLaren promptly decided to leave at the end
of the season and rejoined Renault, the team run by his long time friend and business partner
Flavio Briatore.

On December 17, 2008, the team confirmed that Heikki Kovalainen would come from Renault to
run for McLaren for the next two years. Kovalainen immediately found himself in a competitive car
but was never a match to Lewis Hamilton who eventually clinched the championship at the
Brazilian GP thanks to a last corner overtake on Timo Glock. He thereby became the youngest
ever, first black world champion in Formula One.

At the launch of the 2009 contender, the McLaren MP4-24, Ron Dennis announced that he would
retire from Formula One and instead focus on the sports car division of McLaren. Martin
Whitmarsh was promoted to replace Dennis at the helm of the F1 team.

The new McLaren made a troublesome start to the season. McLaren found itself struggling with
the heavily changed aerodynamic regulations and was a massive 2s per lap slower than the
BrawnGP car at the first races of the year. McLaren was later on also handed a suspended 3-race
ban after Hamilton was found guilty of deliberate lying to the stewards after the Australian GP.
Fortunes shifted however later on in the season when McLaren found the ideal weight distribution
on its car in addition to a string of new aerodynamic improvements. Hamilton won the Hungarian
and Singapore GP's and the team eventually ended 3rd in the championship.

After the season ending, rumours began to surface that Mercedes would go its own ways after
being unhappy with McLaren's own sports car division, competing with Mercedes' own SLR
project. On November 16, 2009, Mercedes announced its acquisition of Brawn GP and its sale of
shares from McLaren.


MC LAREN MP4-26

Specifications
Monocoque: McLaren-moulded carbonfibre
composite incorporating front and side impact
structures
Front suspension: Inboard torsion bar/damper
system operated by pushrod and bell crank with
a double wishbone arrangement
Rear suspension: Inboard torsion bar/damper
system operated by pullrod and bell crank with a
double wishbone arrangement
Electronics: McLaren Electronic Systems.
Including chassis control, engine control, data
acquisition, dashboard, alternator, sensors, data
analysis and telemetry. (standardised by the FIA)
Bodywork: Carbon-fibre composite. Separate engine cover, sidepods and floor. Structural nose
with intergral front wing
Tyres: Pirelli P Zero
Radio: Kenwood
Race wheels: Enkei
Brake callipers: Akebono
Master cylinders: Akebono
Batteries: GS Yuasa Corporation
Steering: McLaren power-assisted
Instruments: McLaren Electronic Systems
Paint solutions: AkzoNobel Car Refinishes using Sikkens Products
KERS: Mercedes-Benz, Engine-mounted electrical motor/generator with integrated energy
storage cells and power electronics. 60kW power.
Transmission
Gearbox: McLaren-moulded carbon-fibre composite. Integral rear impact structure. Seven
forward and one reverse gear.
Gear selection: McLaren seamless shift, hand-operated
Clutch: Carbon/carbon, hand-operated
Lubricants: Mobil
Engine
Designation: Mercedes-Benz FO 108Y
Configuration: V8 in 90° bank angle
Capacity: 2.4 litres
Maximum rpm: 18,000
Piston bore maximum: 98mm
Number of valves: 32
Fuel: ExxonMobil High Performance Unleaded (5.75% bio fuel)
Spark plugs: NGK racing spark plugs specially designed for Mercedes-Benz F1 engine
Lubricants: Mobil 1 combining greater performance, protection and cooling with increased
economy and lower emissions
Weight: 95kg (minimum FIA regulation weight)


Scuderia Ferrari

Based in: Maranello, Italy
Website: http://www.ferrariworld.com/

Chairman: Luca Di Montezemolo
Managing director: Jean Todt
Technical director: Ross Brawn
Chief designer: Giancarlo Colombo (1950-1951), Aurelio Lampredi (1952-1956), Vittorio Jano
(1952-1959), Carlo Chiti (1960-1964), Mauro Forghieri (1965-1981), Antonio Tomaini (1981),
Harvey Postlethwaite (1982-1987), John Barnard (1988-1990, 1993-1996), Steve Nichols (1991-
1992), Rory Byrne (1997-2005), Aldo Costa (2005-..)
Team manager: Stefano Domenicali

The most evocative name in Grand Prix, and the only team to have contested every year of the
championship, always in their traditional red livery.

For several yeas now Ferrari have been losing the race when it comes to keeping apace with the
technological advances being made within Formula 1, however with the arrival of Ross Brawn,
Rory Byrne and of course Michael Schumacher, the Prancing Horse now seems to have got its
act together once more and for the first time in many years the team looks like it could actually
live up to its glorious past.

The team was founded by Enzo Ferrari, a former racer and manager of Alfa Romeo's racing team
from 1930-37 but a disagreement saw him leave in 1938. Although he built his first car in 1940,
this wasn't known as a Ferrari, as Enzo had agreed not to race under his own name for a further
five years, so the first true Ferrari didn't appear until 1946. Early models were known by the
displacement size of each cylinder and it is fair to say that Ferrari's priority lay with engine first
and chassis second.

Over the years a total of eight drivers titles have made their way to Maranello but the last was in
1979. Between then and the arrival of Luca di Montezemolo in 1992 Ferrari were in a real mess.
The route from that sorry state to a team that could challenge for the 1997 title has rarely been an
easy one, but among the changes that have worked three factors stand out. Firstly the team hired
Jean Todt as team manager. Todt was known as 'the man that could' over at Peugeot where he
ran their racing team. He joined Ferrari in 1993 bringing with him a formidable reputation for
organisational efficiency.

Next the engine department was persuaded to move away from traditional thirsty V12s to the
more efficient and lighter V10 engine. The final piece in the puzzle was the hiring, with a reputed
fee of $25 million, of twice world champion Michael Schumacher. Schumacher brought more than
just driving ability. He joined the team with his own ideas and his own agenda. His aim was to
mould the team around him with one aim in mind; to return the Scuderia to the top of the Formula
1 tree. To that end he arranged for Brawn and Byrne to join him from Benetton and these three,
guided tactically by Todt, with Montezemolo controlling the strategic flow, lie at the core of a team
that can once more reach for the top.


1998 began with Ferrari announcing that this was their year. Schumacher remained with the team
with Eddie Irvine as team-mate for the third year running. The all new Ross Brawn designed F300
was great - for a Ferrari - but it wasn't a real match to the McLaren and once more the Prancing
Horse was left struggling, although they did get very close. Ferrari's title race was lost early in the
season with several retirements and a lack of pace compared to the McLaren. 'Flying finn' Mika
Hakkinen won the championship while Ferrari were clearly upping their game. In 1999, the new
Byrne-designed Ferrari was a lot better and Schumacher looked set to stroll on to his 3rd world
championship until he broke his leg in a Silverstone crash. A Ferrari brake failed because of an
engineer's error. Hakkinen won his second championship while Schumacher's teammate Irvine
became vice champion.

Having forgotten the problems of 1999, the F2000 was a dominant car and started a new F1 era.
Michael Schumacher easily won the first of his Ferrari powered World Championships. He and his
new team mateRubens Barrichello won Ferrari the Constructors' title in 2000, 2001, 2002, 2003
and 2004. Michael won five consecutive Drivers' titles pulverising most of the F1 records. The
dominance and the attitudes it engendered meant that the team's tactics became very unpopular,
the first backlash coming in Austria in 2002 when team orders dictated the result. The fans
rebelled. By the end of 2004 the team was politically isolated in F1 and in 2005 was unable to
compete with Renault and McLaren.

Halfway through the season the developments were halted in order to be back on top in 2006,
and although they weren't quite yet at the beginning of the season, Michael Schumacher came
close to an 8th world title before retiring from F1 at the end of the season. Felipe Massa proved in
the second half of the year that he is an excellent racer and is joined by Kimi Raikkonen for 2007,
an extremely promising driver pairing.

Raikkonen immediately proved his worth, and with a car that was considerably more reliable than
the McLaren he had in the years before, he won the championship in his first season with Ferrari.
Overall it was an extremely closely matched season with both McLaren drivers, but their inability
to choose a first driver and Hamilton's rookie mistakes benefited Ferrari. The team did secure the
constructor's title due to McLaren's disqualification in spy-gate, the spy scandal involving Nigel
Stepney and Mike Coughlan.

2008 was bound to become the same story, but this time around Massa proved to be the better
driver, but Hamilton secured the world title in the last race, leaving Ferrari with only the
constructor's title.

One year later, Ferrari misjudged the massive aerodynamic regulation changes and found
themselves playing cath-up for the first half of the season. This improved at Silverstone, but at
Hungary 3 races later Massa, the better driver at the time, was out for the remainder of the
season. During qualifying, the Brazilian was hit by a flying heave spring that came off of Rubens
Barrichello's car.

Only days after the Hungarian GP weekend, Ferrari chairman Luca Di Montezemolo asked
Michael Schumacher if he was interested in a comeback. The seven time world champion quickly
accepted the challenge but had to cancel weeks later after it was found his neck problems would
not allow him to race. Luca Badoer initially took the wheel for the next two races but was last all
the way through each weekend and then replaced by Fisichella. The Italian chased his dream and
left the improving Force India F1 team but also failed to get to grips with the KERS enabled Ferrari
F60.

The team quickly realised that 2009 was not going to be great and halted the development of the
F60 after the Silverstone updates. It later also managed to get Fernando Alonso to join the team
for 2010, while a contract was only signed for the Spaniard to join 2011. Alonso was however
eagar to join the Scuderia after Briatore was ousted from Renault in the followings of the race
fixing at Singapore 2008.


FERRARI F150 ITALIA

Specification
Chassis
Chassis: Monocoque, carbon-fibre and
honeycomb composite structure
Gearbox: Ferrari, semiautomatic sequential
longitudinal 7-speed quick-shift gearbox.
Electronically controlled
Differential: Limited-slip
Brakes: Brembo ventilated carbon-fibre disc
brakes
Suspension: Independent suspension, push-rod
activated torsion springs front and rear
Weight: 640 kg (incl water, lubricants and driver)
Wheels:

Engine
Designation: Ferrari type 056
Cylinder configuration: Naturally espirated 90° V8
Cylinder block: and cast aluminium V 90°
Valvetrain: 32 valves with pneumatic distribution
Displacement: 2398 cm³
Piston bore: 98 mm
Weight: > 95 kg
Injection: Electronic injection and ignition
Fuel: Shell V-Power
Lubricant: Shell Helix Ultra


Mercedes Grand Prix

Based in: Brackley, Northamptonshire, United Kingdom
Website: http://www.mercedes-gp.com/

Principal: Ross Brawn
Chief Executive Officer: Nick Fry
Head of Aerodynamics: Loic Bigois
Sporting Director: Ron Meadows

On 16 November 2009, Mercedes bought a majority stake of 75.1% in the championship winning
Brawn GP team of Ross Brawn. The German car maker swiftly decided to rename the team to
Mercedes GP, seeing it return as an entity of its own, after the Mercedes Benz team competed
until 1956 and after Mercedes was in F1 together with McLaren.

The team is essentially the same as Brawn GP, with Ross Brawn being the team principal and
Nick Fry the CEO since the team was still the Honda Racing F1 works team. The new German
ownership meanwhile meant that German talent Nico Rosberg was contracted, and when Jenson
Button decided to move to McLaren, the team lured Michael Schumacher away from Ferrari. The
Scuderia had no car available and Schumacher was eager to make a racing comeback, especially
when paired to Ross Brawn, an ever successful pairing.


MERCEDES GP W02

Specifications
Construction: Moulded carbon fibre and
honeycomb composite structure
Front suspension: Wishbone and pushrod
activated torsion springs and rockers
Rear suspension: Wishbone and pullrod
activated torsion springs and rockers
Dampers: Penske
Wheels: BBS forged magnesium
Tyres: Pirelli
Brakes: Brembo calipers
Brake: discs/pads Carbon/Carbon
Steering: Power assisted rack and pinion
Steering wheel: Carbon fibre construction
Electronics: FIA standard ECU and FIA homologated electronic and electrical system

Transmission
Gearbox: Seven speed unit with cast aluminium maincase
Gear selection: Sequential, semi-automatic, hydraulic activation
Clutch: Carbon plate
Dimensions
Overall length: 4800mm
Overall height: 950mm
Overall width: 1800mm

Engine
Type: Mercedes-Benz FO108Y
Capacity: 2.4 litres
Configuration: V8 in 90° bank angle
Maximum rpm: 18,000 (maximum FIA regulation)
Piston bore: 98mm (maximum FIA regulation)
No of valves: 32
Weight: 95kg (minimum FIA regulation weight)


Lotus Renault GP

Based in: Viry-Chatillon (engines) / Enstone (chassis)
Founded: 1898 (active 1977-1985, 2001-...)
Website: http://www.renaultf1.com/

Team President: Bernard Dudot (1998-2003), Patrick Faure (2004-Sep 2007), Bernard Rey (Sep
2007-...)
Managing Director: Flavio Briatore (1998-Sep 2009), Bob Bell (Sep 2009-Oct 2010), Eric Bouiller
(Oct 2010-...)
Technical Director: Andre de Cortanze (1977-1978), Michel Tetu (1979-1984), Bernard Touret
(1985), Mike Gascoyne (2001-2003), Bob Bell (Oct 2003-Sep 2009)
Engineering Director: Pat Symonds (1998-Sep 2009)
Technical Director Engine: Rob White (Apr 2005-...)

Renault began manufacturing racing cars back in 1899 and went on to win the first Grand Prix in
1906. After establishing itself as France's leading motor manufacturer a sporting division was
created for sports car racing with the Alpine-Renault.

Many observers were surprised by Renault's decision to enter the Formula arena because of the
risks involved in failure. Their choice of engine was also surprising. At the time of Renault's arrival
on the scene the sport was run under the 3-litre formula. However an alternative of a 1.5 litre
supercharged engine had never been removed from the rulebook and this was the option Renault
took, based on their experiences with turbos from their sports car operation.

The first car, the Renault RS01, arrived for the 1977 British Grand Prix with Jean-Pierre Jabouille
at the wheel. Success was limited mainly due the fact that much of the vast resources of Renault-
Sport were devoted to winning the Le Mans 24 Hour race. Once that aim had been achieved, in
1978, attention switched to the Formula 1 project.

In 1979 the team fielded the Renault RS10 ground effect car at Monte Carlo and Jabouille scored
an emotive first win at the French Grand Prix in Dijon, although the race is best remembered for
the last lap battle between Gilles Villeneuve's Ferrari and the second Renault, driven by Rene
Arnoux. The turbo engines proved dominant at the high altitude circuits where normally-aspirated
cars struggled for breath. Arnoux won in South Africa and Brazil and that alerted the competition
that all their futures would be turbocharged.

For 1981 Renault signed Alain Prost and he nearly clinched the title in his first season with the
team. By 1982 the team was losing its advantage in turbo technology as BMW and Ferrari were
closing the gap. Ferrari looked certain to take the title until Villeneuve was killed and Pironi
seriously injured. Keke Rosberg eventually won the title for Williams despite one securing a single
win all season. For 1983 Prost led the charge again and many expected the title to go to Renault.
He was again pipped to the post after going out early from the South African race. Piquet took the
title for Brabham. Prost blamed the team for falling behind on development and was given his
marching orders. He moved to McLaren where, ironically, he was to enjoy the best years of his
career.

1984 saw only limited success for Renault as all of the competition had finally cracked the art of
turbo-driving. The team lasted for just one more year before withdrawing the works team to
concentrate on supplying engines to Williams with whom they won five constructor's titles and
four driver championships. 1998 sees the Renault name missing from the Formula 1 programme
with subsidary Mechachrome providing the engines for Williams and Benetton (under the oddly
named Playlife badge).


In 2001 full works support returned for the Benetton outfit, in advance of a complete rebranding
for 2002. Renault then had its own Formula 1 team for the first time in seventeen years and, with
several fourth places scored throughout the season, its potential was obvious. With the attraction
of team manager Flavio Briatore who had won 2 championships with Benetton in 1994 and 1995,
the team was ready for a new challenge. In 2002 the team also added Spanish driver Alonso to
the list a promising people.

Where they were still fighting with backmarkers Minardi in 2001, the team steadily progressed
during the following years. The team entered 2002 with Jenson Button and Jarno Trulli as regular
drivers, while Alonso did the testing. Renault F1 also posessed the only 111° V10 engine of the
field. The power plant proved revolutionary, yet problems with vibrations and stiffness caused it to
be less reliable and powerful than normal 72° and 90° V10's.

The team continued on their progress in 2003 with again an evolution of the previous car. Mike
Gascoyne has led the team that once again improved the performance of Renault while Alonso
pairing up with Trulli proved to be a successful driver duo. Alonso became the youngest driver
ever to win a Formula One pole position at the 2003 Malaysian Grand Prix; he also became the
youngest driver ever to win a Formula One race at the 2003 Hungarian Grand Prix. At season's
end, he was a solid sixth in the championship, with 55 points and four podiums while Trulli
grabbed 33 points and one podium.

2004 saw the abandon of the 111° engine concept as the team designed a 72° V10. Immediately
showing better power than the predecessor it allowed Jarno Trulli to take his first career win at
Monaco 2004. The Italian however later fell in disgrace of Briatore because of several errors and
letting go a podium place in the last last in Magny-Cours. He was replaced by Jacques Villeneuve
for the last 3 races of that year. The 1997 champion could not prevent Renault to lose 2nd place
in the constructor's championship.

As Renault had given up early on the development of their Renault R24, the team was completely
ready for 2005. The engine had become on of the best of the field, Alonso more mature and
Fisichella joined the team as his team-mate. Mike Gascoyne however went to Toyota and Bob
Bell was assigned the new technical director. With Fernando Alonso and Giancarlo Fisichella
driving for the team in 2005, the season started very well for Renault, as Fisichella won the
Australian Grand Prix. Alonso then won five Grand Prix' to catapult himself and the team into the
lead of their respective World Championships. The Alliance strolled on to win the Constructors
and Drivers title in F1, making Alonso the youngest champion ever and Renault the most
successful car maker in the world.

The next year proved equally successful as the Renault R26 was again the car to beat. The team
did however have a harder time. Part of that was caused with dubious decisions against the team,
including the ban of the previously allowed mass damper, and a 5-place grid penalty for Alonso at
Monza for alleged blocking of Ferrari's Massa during qualifying. During the race, the Renault
mechanics even displayed their redesign of the FIA logo, now claiming "Ferrari International
Assistance". Additionally, Michael Schumacher was desperate to end his career with a World
Championship win, but saw that go up in smoke due to an engine failure at Suzuka. Renault again
took both titles, effectively making it a "double double". Alonso then left the team on a high as he
already signed for McLaren in December 2005.

Together with Alonso, long-time sponsor Mild Seven left the team because of tobacco
regulations. After the signing of ING, the team was officially renamed ING Renault F1. It was
meant to be a new era, but it turned out to be a less than successful one. Fisichella and
Kovalainen struggled with the new Renault, mostly because the team's engineers had not found a
definite solution to the switch of tyre suppliers. As Michelin left, Bridgestone was the only
remaining supplier, but the Japanese tyres proved very different, especially the fronts were stiffer
and posed problems. The team ended the season with 51 points and was third in the standings,
after McLaren was removed from the standings due to a spy scandal triggered by Nigel Stepney.


Alonso's troubled year at McLaren pushed him back to Renault where he "always felt home". He
teamed up with Nelson Piquet Jr. who was promoted from his test driver status in 2007.

While the year started off badly for the French team with a car that clearly lacked performance,
gradually there was improvement, especially in the hands of Alonso. At his home Grand Prix at
Barcelona, he ran in third place until the engine gave up. It wasn't however until the first night race
at Singapore that they were back in the spotlights. Thanks to Piquet Jr. crashing out of the race
on lap 12, Alonso could profit from the safety car to eventually win the race. One race later, the
Spaniard repeated the same feat, although he beat everyone there on raw pace, rather than with
"luck" involved.

2009 was to be Renault's step up to the front, but due to the massive regulation changes, they fell
short - just like McLaren and Ferrari - on BrawnGP and Red Bull Racing. The team only really
drew some attention when Flavio Briatore sacked Nelson Piquet Jr. after scoring zero points so
far in 2009. He was replaced by Romain Grosjean as of the Belgian GP.

Three weeks later though, Briatore and Symonds were up in front of the WMSC after the FIA
found out that Piquet Jr. crashed on purpose in Singapore 2008. Piquet Jr's statement eventually
caused crash-gate, a scandal that saw Briatore and Symonds banned from Formula One. As
Renault pulled their hands off of the people responsible, the team itself was handed a two-year
provisional race ban.

Since that decision, Renault is thought to have been actively seeking to reduce its stake in the F1
team which it eventually did by selling 75% of the shares to GenII capital. Meanwhile, Robert
Kubica was signed as the team's new lead driver after Fernando Alonso decided to move to
Ferrari as of 2010.

By December, Eric Bouiller was announced as the new team principal. Later towards the start of
the season, Vitaly Petrov signed as second driver, reportedly because of the marketing potential
as a Russian driver.

Despite the winter uncertainties and even the hindsight of Kubica leaving due to the team's
uncertain future, Renault brought a surprisingly good car on track. The Renault R30 allowed
Kubica to fight for the podium at several tracks, mixing in between McLaren and Ferrari.

Later on in the year, Renault also announced the arrival of Daniele Casanova, joining the vehicle
performance team after leaving Red Bull. That same week however, Bob Bell, after working his
way up through Renault left the team, reportedly due to political issues within the team. Eric
Bouiller took over his role at Managing Director.


LOTUS RENAULT R31

Specifications
Chassis: Moulded carbon fibre and aluminium
honeycomb composite monocoque,
manufactured by Lotus Renault GP and designed
for maximum strength with minimum weight.
RS27-2011 V8 engine installed as a fully-stressed
member.
Front suspension: Carbon fibre top and bottom
wishbones operate an inboard rocker via a
pushrod system. This is connected to a torsion
bar and damper units which are mounted inside
the front of the monocoque. Aluminium uprights
and OZ machined magnesium wheels.
Rear suspension: Carbon fibre top and bottom wishbones with pull rod operated torsion springs
and transverse-mounted damper units mounted in the top of the gearbox casing. Aluminium
uprights and OZ machined magnesium wheels.
Transmission: Seven-speed semi-automatic titanium gearbox with rever
system in operation to maximise speed of gearshifts.
Fuel system: Kevlar-reinforced rubber fuel cell by ATL.
Cooling system:
d motion.
Electrical: MES-Microsoft Standard Electronic Control Unit.
Braking system: Carbon discs and pads, calipers by AP Racing, master cylinders by AP racing
and Brembo.
Cockpit: -point
harness seat belt by OMP Racing. Steering wheel integrates gear change and clutch paddles, and
rear wing adjuster.
KERS: Motor generator unit driving into front of engine with batteries as an energy store. Motor
Generator supplied by Renault Sport F1. Electronic control unit by Magneti-Marelli.
Dimensions
Front track: 1450 mm
Rear track: 1400 mm
Overall length: 5100 mm
Overall height: 950 mm
Overall width: 1800 mm
Total weight: 640 kg, including driver, cameras and ballast
Engine
Designation: Renault RS27-2011
Capacity: 2400 cc
Architecture: 90° V8
Weight: 95 kg
Max rpm: 18,000 rpm
ECU: MES SECU
Fuel: TOTAL
Oil: Elf (a brand of TOTAL)
Oil tank: Lotus Renault GP
Battery: Lotus Renault GP


Williams F1

Based in: Grove, Oxon
Website: http://www.williamsf1.com/

Managing director & Team principal: Frank Williams
Technical director: Patrick Head (1977-2004), Sam Micheal (2004-...)
Chief designer: Gavin Fisher (1997-...)
Chief aerodynamicist: Adrian Newey (1991-1997), Geoff Willis (1998-2004), Loic Bigois (2004..)
Team manager: Dickie Stanford
Director of engineering: Patrick Head (2004-...)

Williams are the masters of motor racing technology. For the last seven straight years the Williams
car has been regarded as the fastest in the business Four drivers' and five constructors' titles
have come their way since 1991, but fortunes were not always so good.

Frank Williams entered Formula 1 as a private entrant in 1969 but it was not until 1977 that the
current team began to take shape. Things really got moving when Frank joined forces with
talented designer Patrick Head and managed to secure major backing from Saudia airlines. The
duo set up a factory in Didcot where Head penned the stunning Williams FW07. Clay Regazzoni
scored the teams first win, fittingly on home soil. Four further wins from Australian Alan Jones
completed a successful year that left the team second in the constructors' championship.

Jones clinched the top spot in 1980 and then in 1982 Keke Rosberg gave the team a second
driver's title. This was the dying days of the kit car operation where most teams simply bought a
Ford Cosworth and plugged it into the back of a car. Stakes were being raised and to give his
team the best chance in the forthcoming turbo age Frank opted for Honda power. The
relationship took some time to gel, but in 1986 Nigel Mansell and Nelson Piquet dominated until
tyre problems allowed McLaren's Alain Prost to slip through at the final round. The team's
supremacy was doubly surprising after Frank was paralysed in a road accident while at a test
session at the Paul Ricard circuit in March 1986.
The Honda partnership ended in 1987, but in their final year together, Nelson Piquet clinched the
drivers' championship and the team took their fourth constructors' cup. 1988 was a difficult year,
the team failing to win a race with their normally-aspirated Judds in a final year of turbo
domination.

Renault re-entered Formula One in 1989, and opted for Williams. Theirs was to be a partnership
made in heaven as Williams began a period of total domination of the racing scene. Williams
challenged strongly for the championship in 1991, but had to wait for 1992 for a dominant double.
Three-times world champion Alain Prost took Mansell's seat for 1993, and added a fourth title to
his tally. With the assistance of test-graduate Damon Hill, the team took their sixth constructors'
title.
When Prost retired at the end of the season, Ayrton Senna took the lead seat and was expected
to dominate. After a troubled start of the season, the great Brazilian fell victim of a tragic accident
at Imola, leaving Hill in charge of the team. Together with rookie David Coulthard, the team
managed to secure its seventh constructors' championship.
Despite a superb handling car for 1995 the team failed to clinch either championship, but 1996
and 1997 saw them back at the top with another pair of titles for Damon Hill and Jacques
Villeneuve. Despite the twin victories many observers began to see cracks in the teams ability to
contain the rapidly improving opposition.


When Renault left Formula 1 at the end of the '97 season, the team's dominance was left
seriously in doubt. Despite setting some impressive times in testing, both Villeneuve and Frentzen
struggled to match the pace of the McLarens and as a result they spent 1998 battling to get into
the points. As a result the team suffered from their most uncompetitive season for a decade and
failed to win a single race. For champion Villeneuve, this was a very bitter pill to swallow - scoring
just 20 championship points and two podium placings. By the end of the season, both drivers had
had enough and announced their departure from the team.

The next year wasn't much of an improvement to 1998. The dominant red on the car and a
woodpecker on the nose did not help the team much further. Ralf Schumacher who came over
from Jordan practically saved the season for Williams as CART champion Alessandro Zanardi had
a hard time adopting to F1.

In year 2000 the Williams Team changed to the blue and white colours of BMW and used the new
BMW engine. While the first year was a little bit too early to shine for Ralf Schmacher and
younster Jenson Button, it only went better and better with extremely powerful BMW engines. The
team hired Juan Pablo Montoya as a replacement for Jenson Button and saw the Columbian
CART champion do by far much better than Zanardi in 1999. 2003 was the highpoint of the BMW
alliance. Montoya had the upper hand in the team and drove from one pole position to another
while proving the BMW engine's strenght by driving the (at that time) fastest lap ever in F1 during
Monza qualifying.

One year after the successes, the Williams team hired Antonia Terzi from Ferrari as head of
aerodynamics and came up with the tusk nosed Williams FW26. The car proved to be a trouble
child and the team fired Terzi and reverted to a conventional nose. More and more problems
arose between the management and BMW for not allowing BMW to buy a majority stake in the
team. Montoya on the other hand was unsatisfied by the treatment he got at the team and
decided to leave for McLaren in 2005. Although he managed to win the last race of 2004, the next
season, McLaren proved to be the right choice for Juan Pablo.
As also Ralf Schumacher left to Toyota, Frank Williams hired the services of Mark Webber and
Nick Heidfeld, only to drive halfway the pack during 2005. The only really good result came in
Monaco where the two Williams F1 cars finished on the podium behind winner Kimi Raikkonen in
a McLaren MP4-20.

2006 introduces a new era for Williams as BMW decided to start their own team by buying the
Swiss Sauber team. Williams runs 2006 with a V8 Cosworth engine driven by Webber and GP2
winner Nico Rosberg, son of Keke Rosberg who won the championship with Williams in 1982. The
team had a hard time during the season and eventually ended up 8th in the constructor's title, the
worst result since their debut. For 2007, AT&T was signed as a sponsor while the cars will be
driven by Wurz and Rosberg. Mark Webber left the team for Red Bull Racing after two
dissappointing years.

Both drivers had a better Williams FW29 at their possession, powered by a Toyota RVX-07
engine. The team decided to buy a manufacturer's engine as Cosworth, as a private company
was having trouble keeping up with the development at the price Williams was willing to pay.
Eventually Cosworth left Formula One as no other team was interested in its engines. The
combination proved to be better than 2006, putting the team in 5th in the constructor's standings
of 2007.
A year later, Wurz decided to quit racing and joined Honda as a test driver. Nico Rosberg was
then joined by Kazuki Nakajima, a promising Japanese youngster. In the course of the year,
Williams also bought AHP to form Williams Hybrid Power, aiming to prepare an optimum KERS
system for 2009.
All in all, it proved to be a slightly disappointing season, although Rosberg's second place finish
at the Singapore night race was the best result for the team since Juan Pablo Montoya's win at
the Brazilian GP of 2004.


WILLIAMS FW33

Specifications
Chassis construction: Monocoque construction
fabricated from carbon epoxy and honeycomb
composite structure, surpassing FIA impact and
strength requirements
Front suspension: Carbon fibre double wishbone
arrangement, with composite toelink and pushrod
activated springs and anti-roll bar
Rear suspension: Double wishbone and pullrod
activated springs and anti-roll bar
Transmission: Williams F1 seven speed
seamless sequential semi-automatic shift plus
reverse gear.
Gear selection: electro-hydraulically actuated
Clutch: Carbon multi-plate
Dampers: Williams F1
Wheels: RAYS forged magnesium
Tyres: Pirelli, Fronts: 325mm wide, Rears: 375mm wide
Brake: system 6 piston callipers all round, carbon discs and pads
Steering: Williams F1 power assisted rack and pinion
Fuel system: Kevlar-reinforced rubber bladder
Electronic systems: FIA standard electronic control unit
Cooling system: Aluminium oil, water, and gearbox radiators
Cockpit: Driver six point safety harness with 75mm shoulder straps & HANS system, removable
anatomically formed carbon fibre seat covered in Alcantara
Dimensions & weight
Weight: 640kg with driver, camera and ballast
Wheelbase: 3300mm
Overall width: 1800mm
Engine
Designation: Cosworth 2.4L V8, 90° V angle engine, pneumatic valve train.
Fuel management and ignition systems: Cosworth.
Materials: Block and pistons in aluminium, crankshaft in steel billet, connecting rods in titanium


Force India F1

Based in: Dadford Road, Silverstone, Northamptonshire, UK
Website: http://www.forceindiaf1.com/

Team principal: Colin Kolles (2008)
CEO: Otmar Szafnauer
Technical director: James Key (until Nov 2009), Mark Smith (Nov 2009 - May 2010)
Chief Technical Officer: Mike Gascoyne (2008)
Design Director: Mark Smith (until Nov 2009)
Head of Aerodynamics: Simon Philips
Head of R&D: Simon Gardner

Dr. Vijay Mallya together with the Mol family (headed by Michiel Mol) has established a joint-
venture company called Orange India Holdings (OIH). The deal was reported to be worth around
. OIH acquired Spyker Cars N.V formerly Midland F1 Racing and before that Jordan
Grand Prix in Ocober 2007.

Under impulse of the new money, the team was quickly restructured. Over the winter, several
drivers were also allowed to test while the name was officially changed to Force India F1. It was
eventually decided that Adrian Sutil and F1 veteran Giancarlo Fisichella would run the cars in what
proved to be a hard fought 2008. Even though the team introduced several aerodynamic
upgrades and developed its own seamless shift gearbox, they were consistently at the back of
the grid.

By the end of a pointless 2008, Mallya grew tired of the situation and again decided to restructure
the team, attempting to improve its performance and overcome the regulation changes for 2009.
Therefore, the team ended the engine contract with Ferrari and agreed a deal with McLaren for an
engine, transmission and KERS system. At the same time it was announced that Kolles and
Gascoyne would leave the team, in favour of McLaren technical support.

Despite some ambitious announcements, the team was unable to meet its own expectations in
the early part of the season. But when the team introduced several major updates and decided
not to use KERS - and hence make better use of the space available for it - the car started
working well for Fisichella and Sutil. Things turned out brilliantly at the Belgian GP where
Fisichella was on pole and finished the race in second place.

After that race, Fisichella was picked up by Ferrari to replace Massa, and Tonio Liuzzi, the team's
test driver, took his place. In the last 5 races of the year, neither driver managed to get any more
points.

In 2010 the team continues with its proven partnership with McLaren but early on sees more
technical staff leave its team. James Key was the first to leave during the winter, while during the
season, the replacing technical director Mark Smith left for Lotus, together with several other
members of the team.


FORCE INDIA WJM04

Specifications
Chassis: Carbon fibre composite monocoque
with Zylon legality side anti-intrusion panels.
Front suspension: Aluminium uprights with
carbon fibre composite wishbones, trackrod and
pushrod. Inboard chassis mounted torsion
springs, dampers and anti-roll bar assembly.
Rear suspension: Aluminium uprights with
carbon fibre composite wishbones, trackrod and
pullrod. Inboard gearbox mounted torsion
springs, dampers and anti-roll bar assembly.
Clutch: AP Racing carbon clutch
Tyres: Pirelli
Brake system: AP Racing
Brake material: Carbone Industrie
Dampers: Penske
Wheels: BBS forged wheels to Force India specification
KERS: Mercedes-Benz, Engine-mounted electrical motor/generator with integrated energy
storage cells and power electronics. 60kW power.
Dimensions
Wheel base: 3500mm
Front track: 1480mm
Rear track: 1440mm
Overall weight: 640kg (with driver, by regulations)


Sauber Motorsport

Based in: Hinwil, Switzerland
Website: www.bmw-sauber-f1.com/

Director: Dr. Mario Theissen
Technical director chassis: Willy Rampf
Technicala director engine: Heinz Paschen
Team manager: Beat Zehnder

Munich. It was set in concrete as the day dawned on 22nd June 2005: BMW would for the first
time be running its own team in the FIA Formula One World Championship, starting the very next
season
was announced to the public at large.

With only 262 days to go until the 2006 season, the Munich based car manufacturer bought the
Swiss Sauber team, taking over all its team members and facilities, including the high tech wind
tunnel. BMW immediately started hiring extra people and made plans for the expansion of the
facilities. While the Sauber team did a good job with its team, BMW had much more money to
spend in F1 and aims for the top spot in the FIA championship.

The team started off slowly but aerodynamic development work, which increased dramatically as
second and later a third shift were added at the windtunnel at Hinwil, and the car became quicker
and quicker. The first car with BMW livery was dubbed the BMW Sauber F1.06. The team ended
2006 with 36 points and 5th in the constructor's standings. One year later, the points tally rose to
101 points with the BMW Sauber F1.07. Thanks to the FIA that stripped McLaren of all its points
following the "stepneygate" spy case, BMW ended up second behind world champions Ferrari.

2009 turned out to be a massive disappointment for BMW at a time they were hoping to fight for
the title after improving 3 years in a row. Despite massive investments in their KERS system, the
team hardly found a good balance for the car, and when after the first 6 races there were only 6
points in the bad, a major aerodynamic development program was started up, including ditching
the KERS, even though updates to the system had already been introduced.

The team steadily improved, but just like Renault never managed to get back on top. It ended the
season 6th in the standings with only 36 points after securing 135 the year before.

The disappointing results and massive investments led to BMW's withdrawal from Formula One.
The Formula One Team Association swiftly replied with a statement, supporting the possibilities
for the team to stay in F1.

Team founder Peter Sauber immediately stepped in to attempt to buy the team back from Sauber
but failed to secure a deal. On 15 September 2009 it was announced that BMW had secured a
buyer, Qadbak Investments Limited, but as the 13th and last entry into 2010, the deal fell apart.
As BMW then saw no other options, it finally agreed to sell the team back to Peter Sauber for
much less than it initially intended to. The team was subsequently granted an entry on 3
December.


SAUBER C30

Specifications
Chassis: Carbon-fibre monocoque
Suspension: Upper and lower wishbones (front
and rear), inboard springs and dampers, actuated
by pushrods (Sachs Race Engineering)
Brakes: Six-piston brake callipers (Brembo),
carbon pads and discs (Brembo, Carbon
Industries)
Transmission: Ferrari 7-speed quick shift
gearbox, carbon, longitudinally mounted, carbon-
fibre clutch
Chassis electronics: MES
Steering wheel: BMW Sauber F1 Team design
and construction
Tyres: Bridgestone Potenza
Wheels: OZ
Dimensions
Length: 4,940 mm
Width: 1,800 mm
Height: 1,000 mm
Track width, front: 1,495 mm
Track width, rear: 1,410 mm
Weight: 620 kg (incl. driver, tank empty)
Engine
Designation: Ferrari 056 engine
Type: Naturally aspirated V8, cylinder angle 90 degrees
Cylinder block: Sand cast aluminium
Valves / valve train: 32 / pneumatic
Displacement: 2,398 cc
Bore: 98 mm
Weight: > 95 kg
Injection: Electronic injection and ignition


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