No. A2 YEAR CALENDAR EXCLUSIVE THE MAGAZINE OF THE THINGS THAT MATTER SPECIAL EDITION WILLIAMS FW 38
Special Edition: Williams’s Car For The 2016 F1 SeasonSUMMARY THE CAR .................................................................. 4 THE WORLD CHAMPIONSHIP .................................... 29 - AERODINAMICS ........................................................ 5 - F1 CHANGES FOR 2016 ....................................... 30 - CHASSIS ...................................................................... 13 - 2016 GRANDS PRIX SCHEDULE ......................... 31 - OTHER PARTS ............................................................ 16 - ALL 2016 COMPETITORS ................................... 36 - E N G I N E S .............................................................. 18 - T Y R E S .............................................................. 41 - A TYPICAL F1 WEEKEND ...................................... 42 THE TEAM ............................................................. 20 - TABLE OF POINTS .............................................. 43 - CLAIRE WILLIAMS ................................................ 21 - ALL WORLD CHAMPIONS ...................................... 44 - FELIPE MASSA / DAVE ROBSON .......................... 22 - VALTERI BOTTAS / JONATHAN EDDOLS ............. 23 SPECIAL FEATURES - ASSISTANT DRIVERS ........................................... 24 - DESIGNERS .......................................................... 25 GRID GIRLS ............................................................... 45 - PERFORMANCE GROUP ...................................... 26 RACE REPORT ........................................................... 46 - FRANK WILLIAMS, THE BOSS ............................ 27 OUR EXCLUSIVE WALL CALENDAR ............................. 52
SPECIAL EDITION - Williams FW38 WILLIAMS FW38 One of the most traditional competitors in Formula 1, The magic word for steady results in Formula 1 iswinner of 9 Construtors and another 7 Drivers world continuity. A solid base to start with and improve upon it.titles, Williams presented their car for the 2016 season in But some sections of the 2016 car were well modifiedthe month of March, at the Barcelona track tests. compared to its predecessor, as the internal displacement of the many energy recovery components, water coolersWilliams representative for 2016, model FW38, is a clear redesigned and fit into a higher position inside the sidepots.development of the car that raced in 2015.The goal for 2016 is improve some areas and make the Finishing the Constructors Championship in third for twocar quicker in low aerodinamic grip and wet track, years in a row, the target now is achieve second place, insituations where the FW37 had struggled at during the direct fight against Ferrari and Red Bull – and who else mayyear. come. The word is crush on them in 2016! 4
SPECIAL EDITION - Williams FW38 Fundamental in a F-1 The first concern of racing cars designers, whenraces begun, was with the top speed of the vehicle.Every car was designed to have the most powerfullengine to move the beast forward and the sleaker profilepossible to make it go across the air. These principles evolved Formula 1 into thegorgeous “tubbies” of the Sixties. But already in thosetimes other technicques were coming and making thecars faster, and the monocoque chassis was one of them. In 1962, a brillant north-american engineer named Wings didn’t make cars any faster in strights –Jim Hall had the idea of planting a wing on a car. much on the contrary, Colin Chapman complained inAssembled upsoide down in relation to na airplane’s 1968 that his cars were travelling down the straightswing, it pushed downwards instead of lifting up. some 40 km/h less than his 1.500cc Lotus 33 did in 1965.The airfoil was born. But wings made cars a lot quicker around the corners,The car was the Chaparral 2C. The year: 1964. and a car spends approximately 65% of a lap time negotiating those bends. Thus, cars with wings were 3 or 4 seconds quicker per lap than “nude” cars! Chapman, the genious at Lotus, was the first to reason the entire car as a full wing, and in 1977 he introduced the wing-car concept in F-1. Such design was banned from F1 in 1981, but the idea kept alive. Little later, another F1 genious, Adrian Newey, launched the high nose fashion in his Leyton House Marches, and so the entire car was once again being tranformed in a wing – at least in principle.
SPECIAL EDITION - Williams FW38Leyton House - March 881, the first F1 car with the nose higher than the chassis bottom. But what is the difference between cars with Felipe Massa shows us the bottom side of a modern F1.close-to-the-track nose cars and those with high noses?Simple enough: air passing. By rules enforcement, the bottom of the car must be in levels: the bottom of the chassis has a 10mm wood It may look simple, and the end line is only make plank bolted on, and the sidepots are to be mountedthe air layer passing on the car go quicker than the air 50mm higher than the chassis itself, without the plank.layers underneath the vehicle. But give you a try on it! Everything must be flat, free of bulbs or cavities untill theThis is obtained making the layer underneath go through line of the rear trans-axle. It is after the axle that thea longer path between the nose and the extractor in the extractor is assembled, a tunnel which objectives expandback. The air underneath takes longer to go out. the air passing underneath the car. This time and speed difference between the twolayers generated pressure and pushes the car on thetrack. This gap is then stressed by the extractor, thatexpands the air passing under the car, reducing evenmore its speed relative to the air passing on the top of it.On can see here the complexity of the air travel under aCar. Engineers try to make the air behave like they intended, butit seldom is the case ... In the graphic on the right, the colours represent the speed of the air passing under bottom of the car; from the red showing the quicker air down to the blue colour for the slower air speeds. It is the air passing faster on the top of the car that puches it against the tarmac.
SPECIAL EDITION - Williams FW38
SPECIAL EDITION - Williams FW38See how the FW38 evolved compared to its predecessor Success in Formula 1 has to do with continuity, By the way, sidepots were very retouched in thebut not with imobility! car for 2016. Larger and higher inlets now have a half-Looking from far, the biggest difference between 2015 moon shape, allowing a refined treatment of the air inand 2016 cars is not at the face..or better saying, in the this area.nose, but in the intakes of the sidepots. But the FW38showed many details that were reworked in CFD and Also, the droppin of its sides is less steep than thethen in the wind tunnel, always aiming to get the better previous car, and in general the whole side of theaero grip possible while passing through the air with the bodywork is higher than the FW37. Sure it forced alower drag. Odd enough, drag gives the car its redistribution of the enveloped components (coolers,aerodinamical grip but also makes it slower down the hydraulic and electric systems) and in an internal airlowstraights. slightly different too. Compare the 2015 (L) e 2016 (R) cars.Note the ”mouth” for the coolers in the sidepots.
SPECIAL EDITION - Williams FW38
SPECIAL EDITION - Williams FW38 AERODINAMICS Another saying states that, if it worked for the competition, we make our copy! Here, Williams adopted the slotsin angle at the wing plate leading edge introduced by Mercedes in 2015, and added flaps on the outside of the plate ina very steep angle. In green colour at the picture, a flap funels the air to the upper side of the extractor, increasing theefficiency of this sector. The set of four tiny small plates on the top of the sidepots was kept in place, and the pontoon rising from the floor bends and touches the outer plate, creating more air pressure and maintaining the limit- layer in touch with the bodywork for longer, treating the weaving pattern thet brings a lot of undesired drag. 9
SPECIAL EDITION - Williams FW38 AERODINAMICS Much of the aerodinamic development comes from the wind tunnel, but track tests are taken to validate the new parts and the expected improvements. It also gathers data on car’s behavior to orientate the trend for new solutions, that will make the car even faster.Many data is collected on track. In the picture, a grille bolted on the FW38 and, on the right, how the engineer “sees” the air passing there.The work at the Aerodnamics Department never stops! There are always new developments under way, new insights, new parts.Williams already had schedules a new, shorter, nose for the second race of the season, at Bahrain, after the winter tests. 10
SPECIAL EDITION - Williams FW38 AERODINAMICSThe smallest part is drawn aiming to generate more aerodinmic grip, the so called “downforce”. The preocupation with the air drag is so high, the details are so refined, that even the inside of the rims is used to push the car down against the soil.THE WIND TUNNEL - Here is where the Aerodinamic TOOL SHOP - In this building Williams cars aredefinitions of the Williams cars are born. assembled and prepared for the races.
SPECIAL EDITION - Williams FW38 AERODINAMICS As the season advances, depending on the characteristics of each circuit, many new parts are introduced at each GrandPrix. Wings profiles, airflow duct vanes, side spoilers and a series of small flaps and tabs are changed as the car requiresmore downforce or less of it. All these parts are drawn in computer and then tested in the wind tunnel before go to thetrack – the final evaluation where the new idea will be validated.In theory, the more slow the circuit, the less itdemands on aero lift compared to the grip gotfrom the mechanical adherence offered by thecar susensions. But other factors are calculated:Type of asphalt, tyre compounds for the race,expected temprature, etc. tipo de asfalto, Compare in the photos below, the different wings profiles varying from a veryslow circuit (Mônaco) to a very fast one (Monza).Over the latest years, it used to be very rarethe bodywork be modified during theseason, but Williams has found a meaningfulaerodynamic handicap by making the FW38nose tip shorter. Introduced on the secondrace of the year, however, the new designdid not bring to the track the gain promisedin the wind tunnel.
SPECIAL EDITION - Williams FW38 CHASSIS THE FW38 CHASSIS - Confirming a tradition One thing was never put in doubt: Williams team knows how to Built in composite material mingled withdesign a good chassis. The 2014 car was well balanced in all kinds of tracks, carbon fiber and honeycomb (a sort oftaking the best out of the Pirelli tyres without destroying them. This made sandwich of aluminium and resins), intirellythe car very competitive all around the year. designed, molded and assembled in the Williams factory, the FW38 chassis is Model FW37, of 2015, was less efficient, and the team seeks a extremelly light, and the completed carhigher mechanical grip in the FW38 to make it fast and balaced in all races receives lead ballasts to reach the minimumagain. This is obtained with a new suspension geometry and ballast. regulatory weight (702 kgs) but still stiff enough to pass through the extenuous “Crash tests” guarantee the integrity of drivers ‘ survival cell impact tests imposed by the FIA. DIMENSIONS : Lenght= 5000 mm . Maximum Width = 1800 mm Maximum Hight = 950mm Fuel Load: 150 l Chief Designer : Pat Symonds5
SPECIAL EDITION - Williams FW38 CHASSIS THE CAR - Chassis FRICS Sistem - Front-Rear Inter-Connecttion System It seemed the 2015 Williams car was the F1 Valves of Servomotor SECU FIA Hydraulic Pump Valves of Servomotor Actuatorwhich suffered the worst with the banning of theFRICS system last year. This system actuated onboth front- and rear-end suspensions height andkept the car levelled in all conditions, making theaerodinamics to work properly.This, the FW37 suffered in tracks with lots ofbumps and irregular tarmac, and did not get to Actuatoruse the tyres as well as other cars. One way to mend this situation is improvesuspensions geometry and alter the massdistribution within the car.The higher design of the sidepots indicate thetthere was a redistribution of the manycomponents placed in there. Pat Symonds sougha solution “gambling” with the weight.The final of the bodywork, for example, becamemore slim, giving notice that many things werecarried nearer the middle of the chassis,redifining the weight distribuition to closer tothe longitudinal center line.2016 2015Note how the body turned sleeker in the rear While the suspensions did not show any Suspensions did not present any differences to the 2015 modelvisible changes, the car worked pretty well in thewinter tests at Barcelona, as the lap times werevery good, be it with Massa or with Bottas. Evenif reluctant in offering previews of where his carstands in relation to the other cars, Symondssaid he’s happy with the results obtained by theFW38 during the 8 days testings .So it was to wait the offical timed sessions startin Melbourne, Australia, to discover whethermodel FW38 will be up to the old tradition inWilliams for designing good chassis every time.
SPECIAL EDITION - Williams FW38 PARTSOTHER COMPONENTS – The details that make a difference. A good car is result of a good ensemble. That’s easy to say...Counting with only a super-powerful engine or with anexcelent chassis or even superior aerodynamics will not turnyour car into a winner. It´s necessary that all parts areharmonized and work well together to bring the results.Many other components that may help bring success or failare added to the receipe that makes a competitive car.Several parts and components are made “at home” The FW38 kept the led display for the driver in theby Williams. Wings, chassis, suspension arms, cockpit, in order to avoid small short-circuits to affect thebodywork, all carbon fiber and composite parts are proper functioning of the steering wheel during a racemolded and cured at team’s AUTOCLAVE at Grove. One among the “domestic”components is the hydraulic STEERINGsystem, by rock and pinion, that includes theSTEERING WHEEL with tens of actuators forthe drivers fine set-up.
SPECIAL EDITION - Williams FW38 PARTS SUSPENSION ARMS too are made inside Williams’ plant: superior and inferior triangles, anti-roll bar and dumpersactuating bar in the pushrod system. Without the assistance of the FRIC system, that connected front- to rear-endsuspensions and prevented the front of the car pitch during breakings and rise under acceleration, Pat Symonds hadto increase the ride height and the car turned a bit evil when driven to the limit. The team suffered during the tyres exchanges in 2015; redesigned the wheelhubs and became the pits-stops champs this year. The GEAR BOX in another emsemble designed andbuilt by the team.. With 8 speeds forward plus the rearspeed, it is made in carbon fiber and titanium and thegears ration is fixxed for the entire season. Those finetunings of gears ratios for each circuit is in the past.More and more, drivers depend on the aero tuning only,to make their cars competitive...Williams opted for a gear ratio that privileges speed overtorque, thus tracks like Monaco and Hungaroring mayprove hard for them, while fast circuits like Silverstone,Spa or Monza can bring a better chance to a win.DUMPERS also are made inside Williams facilities.The team makes yet another important part, theLITHIUM BATTERY that saves the energy recovered bythe two electric motors, the (MGU-H, H for Heat) andthe kinetic (MGU-K...Kinetic, got it?) one.Williams has a lot of experience in this area, havingworked in the development of the Porsche Hybridsystem and won the tender for the supply of currentbatteries for Formula E, the electric cars category. Another important component is theBREAKING SYSTEM, made by AP, in carbon-carbon (disc and calippers). Its temperaturemay reach 1000 degrees Celsius, but theoptimal use band in between 700/800ºC. Thefront brakes have 6 pistons and the rear ones4 pistons. The breaking power split iscontroled by the driver inside the cockpit, andmay vary several times during one lap,depending on the next corner. 12
SPECIAL EDITION - Williams FW38 POWER UNIT The excelent Mercedes PU106 power unit still is a important element to bring Williams back to stronger days, after a frustrating season in 2015. The whole package, plus the electronic central and sensors must be within a 145 kg weight limit.THE PU106-B HYBRID POWER UNIT - Speed and Resistance By why Power Unit, and not simply “motor”? Because in fact there are four power generation systems working together to move the vehicle ahead. The first one is the weel known internal combustion engine (ICE), currently a V6 at 90º with 1.600 cc total displacement, turning at 15k rpm max. It cannot drink more than 100 kgs of gasoline per hour, something like 140 litres – which is all the fuel the car has on board to run the entire 300 kms of a GP lenght! So it must be the way Fangio once said: run the slowest the possible... For 2015, Mercedes ICE received variable injection trumpets and a larger exhaust system. The driver also counts with a turbo-compressor, that injects air into the motor at 500 bar pressure per cylinder, increasing significantly the total power. This baby revs at “only” 125.000rpm! Air moleculae get so compressed that the air heats up and has to be cooled through a radiator before getting into the ICE combustion chamber. This duo motor/turbo produces around 620 to 660 hp.
SPECIAL EDITION - Williams FW38 POWER UNIT The third system is the MGU-K, and is part of the And finally, the fourth system is the MGU-H,Energy Recovering System. It is nothing more than the or thermic generator, recovering the heat energygood-old KERS, recovering the kinectic energy generated contained at the exhaust flow; it is assembled atat the hard breakings of a racing car, and is connected to the turbo outlet turbine and turns a dynamo,the engine´s flywheel, just before the clutch. having its power also transfered to the battery. This component revs up to 50.000 rpm e producescirca 120 kW of energy per lap, which is transfered tothe power batery. It may latter be discharged back tothe engine and increase power.These two generators charge a batery and the driver may use this extra power by pressing a button at the steeringwheel, liberating an additional power for as long as 34 seconds in each lap.This charge simultaneously accelerates the ICE and the turbo, releasing up to 4 Mega-Joules (MJ) to the motor andaround 2 MJ to the turbo. This represents some additional 160 HP at the driver’s right foot. It´s like a Nitro button!PLAYING THE FLUTEThe noise of the new power units disppointed everybody in 2015, it was not the sound of for a race car engine.To better the show, the FIA determined a modification in the exhaust system, from one single exit to two or three exits,one or two extra thinner pipes added to the main exhaust. According to Roberto Dalla, of Marelli – the companyresponsibel for the implementation of this idea, this will permit to keep the frequency of the sound with higheramplitude, thus making more noise .Cars with Mercedes-Benz units testedain Spain with two extra pipes (2). Did it make more noise? Check it out at:https://www.youtube.com/watch?v=m29Tjm2Jr3M 2
SPECIAL EDITION - Williams FW38THE TEAM Willams is the first to say: its greatest asset is its employees. The company employs around 600 people, among administrative personnel, development team and race team. 14
SPECIAL EDITION - Williams FW38 THE TEAM CLAIRE WILLIAMS company board. In this role Claire has taken the lead on partner acquisitions, marketing and communications. DEPUTY TEAM PRINCIPAL In March 2013, Claire stepped up to the position of Deputy Daughter of Sir Frank Williams, Claire graduated in Politics Team Principal for the Williams F1 Team. In this role Clairein 1999, at the age of 24, and started working as Press Officer works alongside Founder and Team Principal Sir Frankin the Silverstone circuit. Williams to play a pivotal role in the day to day running and long term development of the race team. Since she was a child, Claire was always amid the team and In this position, she negotiated the supply of the Mercedes-worked at the team office during her vacations, so it was no Benz power units for 2014-15, as well as the hirings of Felipesurprise when she joined the outfit in 2002, as Massa, Rob Smedley and Pat Symonds.Communications Officer. Husband and children? She tells her dream at the moment : “I want to win races!” After seven years, Claire became Head of Communicationsfor Williams Holdings PLC, duly responsible for all internal andexternal communications surrounding Williams Grand PrixHoldings PLC. In the following year, when Williams floated onthe Frankfurt Stock Exchange, Claire took on the position ofHead of Investor Relations to supplement her role in thecommunications team. On the 1st April 2012 Claire was appointed Director ofMarketing and Communications, and took a place on the
EDIÇÃO ESPECIAL - Williams FW38 THE TEAMFELIPE MASSA & DAVE ROBSON DRIVER & RACE ENGINEER FOR CAR # 19FELIPE MASSA DAVE ROBSON English, born in 16th October, 1976,Origin : São Paulo, BRAZIL Growing-up in Stockton-on-Tees near Middlesbrough,Date of birth: 25th April, 1981 Dave attended Ian Ramsey School before completing his A LevelsHeight: 1,66m at Stockton Sixth Form College. Whilst at school, Dave got his firstWeight: 60 kg taste of engineering thanks to the emphasis on the profession from his school and the support of local businesses in the North- This son of the city of São Paulo started competing in karts East dedicated to motivating more students to become engineers.in 1990, and at the age 16 already debuted in cars, driving inFormula Chevrolet, local category that saw Massa become He read Engineering Science at St John’s College, Oxfordchampion in 1999. and graduated in 2000 with a Master’s degree. Thanks to his final year project sponsored by British Steel, he was hired by McLaren In 2000, moved to Europe to compete in the Italian F- to work as a Stress Engineer at McLaren, which he began soonRenault, winning his first race out and keep on winning onwards. after leaving Oxford.Stunned with his performances, his team invited him to go to theEuropean tournament as well, and Felipe ended his first European After four years in the Design Office in Woking, Dave took onseason winning both the Italian and the European F-Renault. a position working in the Test Team at McLaren working with Pedro de La Rosa and Alex Wurz, before moving into a role on the The next step was the European Formula 3000, and Massa Race Team as Heikki Kovalainen’s Performance Engineer, andwon six out of the eight races of the 2001 championship, being assisted his driver to take pole-position at the British GP and winawarded with nothing less than a contract with Scuderia Ferrari. the Hungarian GP, becoming the 100th driver to win a Grand Prix.The road to F1 was paved, and Ferrari sponsored a test for him atthe Sauber outfit to access his reactions at the wheel of a much With the arrival of Jenson Button in 2010, Dave startedmore powerful machine. working with the reigning World Champion, and halfway through that season, he stepped up to become Jenson’s Race Engineer. Massa debuted in F1 driving for Sauber in 2002 and scoredhis first championship point in his second race, in a time when only Noticing the great competitiveness Williams amassed insix spots scored points. He finished his first F1 year with a tally of 4 2014, Dave accepted a position at Grove and will work this yearpoints and Ferrari took him as their test driver for 2003. together with Felipe Massa after the victories the team is looking forward in this season. Back to Sauber for 2004-05, Massa socred 12 points in thefirst and 11 in the second year. In September 2005, he was called Xavier Marcosby Ferrari as race driver for 2006, in the place left availoable by Data Engineer (Massa)Barrichello. With a Ferrari, Massa showed his potential. Conquered hisfirst podium finish in the 5th round – the European GP, and set hisfirst pole-position in Turkey, winning that race dominantly. 2008 was his big year at Ferrari, with 6 poles and 6 victories,ending the season just 1 point from becoming World Champion. Asad accident in Hungary/2009, when ho suffered a strong hit in thehead, put him out of action for the rest of that year. The next three seasons with Ferrari did not bring the sameresults, and Massa signed with Williams F1 to race for Grove in the2014-15 seasons and just re-signed for another 2 years, till 2017.Official Site : felipemassa.com.br
SPECIAL EDITION - Williams FW38 THE TEAMVALTTERI BOTTAS & JONATHAN EDDOLLS DRIVER & RACE ENGINEER FOR CAR # 19VALTTERI BOTTAS JONATHAN EDDOLLS English, born February 1st, 1981.Origin : Nastola, FINLAND “Fixxing” the machinery of the farm where he grew upDate of birth: 28th August, 1989 brough in Eddols the interest for mechanics. During his early teensHeight: 1,73m he restored a 1950s Nuffield tractor, which took two years toWeight: 70 kg complete, and it was during this time, called by him as “the Williams-Mansell era”, that his interest in Formula One first took Valtteri started racing in karts, with just 6 years of age and hold.matured his experience in these tiny monoplaces for 10 years. He read Engineering Science at Christ Church, Oxford, and Just like his teamate, Bottas contested in both the European emerged with a First Class degree and other accolades. His fourthand local F-Renault and conquered both titles in 2008, winning 17 year project, in which he modelled the working process of a twin-races in 28 starts. helical screw compressor, won him several Oxford University awards and the prestigious SET (Science, Engineering and He moved on to Formula 3in 2009 and won the F3 Masters, Technology) Award of 2003.making the pole and fastest lap. Repeated the feat in 2010,becoming the first piloto to ever win the Masters twice. During his penultimate year at university he did a summer placement at Williams, where he worked in the R&D department Champion in his first year at the GP3, Valtteri signed with and the stress office. Upon graduation, he joined Williams fulltimeWilliams to be their Test Driver in 2010-11, taking position as on a graduate training scheme. He became a data engineer twoReserve Driver in 2012 and taking part in 15 Friday Practices. years later, in 2005. Rising to Official Driver in 2013, Bottas survived to Starting from 2011, he also makes part in the performanceWilliams´worst season in history and was maintained in the team for group that analyses the data after each race.2014, when performed a extraordinary year, placing 6 podiumfinishes and the forth place in the Drivers’ standings, counting 186 In 2013 he stepped up to race engineer for the first time,points to help Williams take the third place in the Constructors overseeing rookie Valtteri Bottas. The duo did very well over theChampionship. He repeated itself in the 2015 drivers final standings, last two seasons and Jonathan will continue this role in 2016,despite a low key year for the team, and now set the goal for this aiming the same goal as his driver: their first GP win.year in achieving his first GP win. Patric GustafssonOfficial Site : valtteribottas.com No 1 Mechanic (Bottas)
SPECIAL EDITION - Williams FW38 THE TEAMPilotos AuxiliaresALEX LYNN PAUL DiRESTA DEVELOPMENT DRIVER RESERVE DRIVEROrigin: Essex, ENGLAND Origin : Uplhall, SCOTLAND Date of birth: April 16th, 1986Date of birth: September 17th, 1993 Height: 1,85m Weight: 78 kgHeight: 1,75m Another bloke who that started in the karts and debuted inWeight: 67 kg cars in the F-Renault. Williams tradition goes intact! Nominated McLaren Autosport BDRC Young Driver of the Year inAnother one who that started in the karts, at the age 11. 2004 , he upgraded to F3 the following year. In 2006 he wasAnother one more who debuted in cars in the F-Renault. crowned F3 Euro Series champion, beating his teamate SebastianIs it some path to a Williams seat? Good to know... Vettel and winning the Masters F3 in Zandvoort as well.British F-Renault champion in 2012 and winner of the prestigious In 2007 Paul moved to DTM to race for Mercedes and learnedMacau GP for Formula 3 in 2014, Alex Lynn began this season with the ropes, clinching the title in 2010 after finishing third andWilliams as Development Driver, the man encharged of the tests runner up in years before. Mercedes then took him to F1, buyingin the team’s simulator in 2015. He did very well, even made track a seat at Force India.tests, and was confirmed by the team to keep the seat for 2016. Returning to DTM in 2014, di Resta will split his time between“I really appreciated the opportunity to continue my work at the German tin tops and the rôle of Reserve Driver at Williams.Williams. It will be good help develop the car and gather technicaland human knowledge” he said right after his confirmation. Official Site : Not Found. twitter.com/pauldirestaOfficial Site : alexlynnracing.com Inside Williams tool shop
SPECIAL EDITION - Williams FW38 THE TEAMThe men at the drawing boards PAT SYMONDS CHIEF TECHNICAL OFFICER Patrick Symonds was announced as TD at Williams in June 2013, after a brief period as consultant at Marussia. This short description gives no account on the vast and exceptional expertise of this Englishman from Bedford, that started in F1 at Toleman in 1980. And there he stayed for almost his entire F1 carreer, climbing the ladder while his team changed names to Benetton and then Renault F1. Pat was Race Engineer for Alessandro Nannini, Teo Fabi and Michael Schumacher in the German driver couple of world titles for Benetton. Symonds also heaped the job of Chief of Research. With the defeating of Rory Byrne to Ferrari in 1996, Symonds took the job of Technical Director, becoming Chief Technical Director when Renault took the operations in 2002. The resumé of this 63 year-old (11th June, 1953) Aerodynamics Engineer contents more than 30 Grands Prix victories, seven World Titles and the priviledge of working with great drivers Ayrton Senna, Michael Schumacher and Fernando Alonso. Now at Williams, Pat worked deep in the development of the 2015 car. After that hard year, he has put all his expertise in the new FW38 breed, designing a more compact pack within the center of gravity of the car in na atempt to make it use the tyres better. ED WOOD CHIEF DESIGNER Engineer graduated from University of Manchester, 1st class honours in Mechanical Engineering, Wood started in racing as a mechanic at TWR working on Jaguar’s Group C prototypes in 1988 and kept on working there for a few more years. Doctor in Mechanical Engineering for Oxford in 1996, Eddie reached F1 through Ferrari, as R & D Engineer. Two years on and he moved to Renault, as senior development engineer. He then switched to the World Rally Championship, where he worked as Chief Designer on Prodrive’s programme with Subaru. Since 2006, Wood is the Chief Designer for Williams. JASON SOMMERVILLE HEAD OF AERODYNAMICS Another professional that begun at TWR Racing where he developed Volvo models for the British Touring Car Championship, 5 wins in 1995, another 6 in 1996. The next year, Jason joined Williams Motorsport Ltd as an aerodynamicist. He was responsible for the design and development of the 1998 Williams-BMW V12 sports prototype and its evolution into the 1999 Sebring 12hrs and Le Mans 24hrs winner. That same year he joined the F1 team and rose to the position of Joint-Head of the Aerodynamics Department, working on the first BMW-Williams, the FW22. In 2003 Sommerville left Williams and moved to Toyota as Head of Aerodynamics. The 2009 double difuser was his concept, and this represented a step forward in the use of this sort of equpment. With Toyota’s withdrawal from F1, Jason found a place at Renault and there he sat untill 2011 as Aerodynamics Project Leader. But in August of that year, Jason Sommerville returned to Williams as Head of Aerodynamics.
SPECIAL EDITION - Williams FW38 THE TEAMThe Managers ROB SMEDLEY HEAD OF PERFORMANCE - RACE His first F1 assigment was at Stewart GP, in 1998-99. When Ford-Jaguar bought the team, Rob moved to Jordan as data acquisition engineer., later moving up to Track Engineer for the 2002 and 2003 seasons. In 2004, Rob joined Ferrari to run it’s test team, a position that gave him great technical input with the car. Then he first met test driver Felipe Massa. When Massa took seat as Race Driver, Rob moved to the race team too, as Race Engineer for Massa. They worked together even since. And when Felipe traded Ferrari in favour of a Williams seat, in no time Rob was announced at Williams as Head of Performance, returning to Grove where he worked in 1998 at the BTCC Williams-Renault equipe. Smedley will be the Master at the Pit Wall and will be the link between the race team and the factory. ROD NELSON HEAD OF MERFORMANCE - TESTRace Engineer at Benetton during 1997 through 2006, Nelson moved toWilliams as Chief of Operations in2007.He stayed at Grove for three years, and then joined Lotus as Senior Headof Performance.Nelson returned to Williams in 2014 as Head of Performance, year ofWilliams spectacular bouncing back to the front lines of F1. Involved insome confrontation situations down the season, Rod joined the TestsTeam in 2015, being the direct contact of the factory with the Head ofPerformance – Race, and also taking charge of the telemetry in the races,gathering and analysing all the data received on-line from the cars at thetrack and giving important information to team´s decisions on track.OTHER IMPORTANT NAMES WITHIN THE TEAM:Sporting Manager: Steve NielsenChief Mechanic: Mark PattinsonRace Team Coordinator: James BroughtonHead of Strategy: Richard LockwoodHead of Engineering Operations: Jakob AndreasenHead of Vehicle Science: Max NightingaleSenior Performance Engineer: Andrew MurdochSenior Car Systems Engineer: Carl GadenVehicle Systems Engineer: Charlie HooperTrackside Aerodynamicist: Paul WilliamsSimulator Test Driver: Gary Paffett
SPECIAL EDITION - Williams FW38 TEAM HISTORY FRANK WILLIAMS TEAM PRINCIPALSpeak about Sir Francis Owen Garbett Williams is speak abut a part of Still suffering emotionally, Frank set a tiny Formula 2 team for 1971Formula 1 itself. but won at Imola with driver Carlos Pace. 1972 saw Williams back to F1 with March cars for Henry PescaroloAfter a brief carreer as driver, sustained from his wage as van driver and José Carlos Pace. “Pesca” did not have a good year in F1, butfor a bakery, he founded his own team at the age of 24. Frank Williams Pace scored his first full race out and repeated himself at Belgium.Racing Cars took part in Formula 3 and Formula 2 races with drivers Frank was back in the gamein 1973, with a good sponsorship andTony Trimmer e Piers Courage between 1966 and 1968. Iso-Rivolta backing, but the results were never promising. Two surprise finishings, a fourth place at Monza/74 and a second placeIn 1969, Williams bought a F1 car from Jack Brabham (Black Jack said at Germany/75 didn´t save Williams from bankrupt and he sold hishe never remebered having seen any money and thus considered the operations to Walter Wolf in 1976, staying as Sporting Director.car was hired!) and with sponsoring of his wealthy friend and driver The car used by Wolf, the Hesketh 308C, was a bad F1 car, and notPiers Courage, started doing F1. More than heir of a large beer even the brave Jacky Ickx was able to give any hopes of bettermanufacturer, Piers was a great driver, the Ford Cosworth propelled results. Re-structuring his team for the 1977 season, Wolf relievedBrabham wasn´t bad a car, and this rendered the duo some excellent Williams; and what seemed to be the end of the story revealedraces, like those two second places at Mônaco and Watkins Glen. itself as the opportunity to begin a new life, this time a fairly tale of huge success!For 1970, the gang commissioned a car to Argentinian designerAlejandro de Tomaso. They should have kept the Brabham! Designedby a still novice Gianpaolo Dallara, the car did not perform in the firstfour rounds of the season. In the fifth, tragedy struck! Piers lostcontrol and bounced out at Zandvoort, the car flipping and explodingin flames, killing the driver and the friend.Courage´s passing devastated Frank Williams in more than one way.Many voices sustain the this is behind Frank’s distance in theacquaintances with his drivers ever since. Without the friend and thefunds to continue, Williams left F1 right after the US Grand Prix,penultimate round of that season.Piers Courage Owner of his destiny one more time. Frank and Patrick Neve, 1977 Courage and the Brabham , 1969 22
SPECIAL EDITION - Williams FW38 TEAM HISTORYWhile enrolling a March 761B for Belgian Patrick Neve, Frank was From there onwards, Williams became a power in F1. Won thenegociating sponsorship with Saudi princes, who were were buying Drivers crown in 1982 with Keke Rosberg, the 1986 Construtorsthe world with their petro-dollars in those days. Championship in artnership with Honda engines and both titles (Drivers and Constructors) in 1987.Meanwhile, he contacted na obscure engineer named Patrick Headand offered his society for the design of a new Formula 1 car. Sadly, in 1986 Frank suffered a road accident in France that left hisSo Williams Grand Prix Ltd came to birth. paraplegic, but this is peanuts for a man with the courage and grint of Frank Williams! He just carried on.Patrick Head’s first machine, model FW-06 in the green-white Saudilivery, competed with only one driver, Aussie Alan Jones, and After na intermission when Williams lost Honda engines, the Grobeshowed good competitiveness, but Lotus was dominating F1 with outfit came back to the top, now with Renault propulsion, and setChapman’s revolutionary wing car and conventional cars like the FW- the championships in 1992 and 1993, with Mansell e Prost.06 had not the slightest chance against the black-gold John Player Despite Ayrton Senna´s tragedy in 1994, the second driver dieing forSpecials. Thus, the way was to design a wing-car, and the FW-07 that Williams, the team conquered its third Constructors crown in a row.came out from Head´s drawing board was to give an end to the lowyears that Frank Williams have always experienced. Champions again in 1996 and 1997, this time with two sons of old- time champions, Damon Hill in 1996 and Jacques Villeneuve in 1997,Introduced only in the fourth race of 1979, now in a two-cars nothing seemed to stand in Williams’ way. Williams had won 10arrangement – Clay Regazzoni was signed to race along with Jones, World Champiosnhips since the debut of the FW-07, and was at thethe car gave DNF six times in his initial races, but then Alan Jones pinnacle for 17 years now.finished second at Monaco, both cars ended in the points in Franceand then Clay Regazzoni gave to Williams the so long awaited first But F1 turns round, and not only on the track. Renault, long-timawin, in no other place than Silverstone, at the British Grand Prix. parner, decided to withdraw from F1. Withou support from a carFormula 1 had a new force to reckon with. manufacturer, Williams lost competitiveness. At that time,Alan Jones won three out of the four following races and Williams ensembling a team of stars and using tyres made specially to suit itsended the year as runner-up in the Constructors Championship, a car, Ferrari took control from 1999 on. Maranello outfit won 6prelude for the next two years, when Wiliams conquered back-to- Constructors championships in sequence.back Constructors titles and Alan Jones the 1980 Championship ofDrivers. Williams responded with a new parnership in year 2000, Bavarian manufacturer BMW. Despite return to winning and end runner-up in 2002 and 2003, the relationship was not easy. BMW offered to acquire the team while letting the operations under Williams, but old Frankie had had this experience before and said no to the Germans. The association with BMW was then ended in 2005. After a year with Cosworth, Williams signed a supply agreement with Toyota. Results are just average, victories are not repeated. Toyota abandons F1 in the end of 2009, and Cosworth is back. 2011 sees the return of an old parner, Renault. But the performance keeps in a low key, with the exception of a improbable win of Pastor Maldonado at the 2012 Spanish GP, the last win of a Williams car to present. Then 2013 proved be the worst Williams season in F1, zero points for the first time since they first aligned a car in the grid.Alan Jones e Frank Williams Finally, in 2014 the Mercedes engines arrived, and history turns yet another round, this time in a better direction. The team is fighting for podium finishings and for more wins one more time.Silverstone, 14th July, 1979: Clay Regazzoni takes the checquered flag first at the British, the first of Williams’ 114 wins in F1.23
SPECIAL REPORTFormula 1 - 2016 • The 2016 Season Races Schedule • The Venues Where Formula One Will Race • All Teams, Their Cars, Their Drivers • What Happens In A Typical F1 Weekend • This Year’s Tyres – A New Compound On The Shelf • All World Champions and a lot more!
2016 F1 Season SPECIAL EDITION - Williams FW38The 2016 Season - What’s New 2016 is going to be a year of transition for Formula One. It shall be the last year with the current rules inforce to aerodinamics and cars dimensions. Therefore, this season cars are basically developments of last year’sbeasts, while designers are cracking their heads with the solutions for new cars for 2017. Aiming at increase fans interest, the FIA introduced Another interesting sporting rule change is thesome changes in the competiion format for this year. limitation of what teams can radio to the drivers. Instructions about set up on the steering during the On the technical side, the adoption of extra exhaust race are prohibited. Some drivers are saying theyoutlets seeks solely increase cars noise, no effect on will ahve to pack the cockpit with reminding post-itsperformance. to handle all the variations... But from now on drivers will be in charge, won’t they?To improve drivers safety, the sides of the cockpit wereraised in 20 mm. Extra exhaust pipeThis year, five engine changes will be permited – theywere 4 before; and up to 32 internal parts modificationswill be alowed, the so called “tokens”, what leaves roomfor the development of the Power Unit during the year. The big tech change, however, will be at the tyres The extra pipes may adopt any configuration,camp. Pirelli produced a new tyre, the ultra-soft, a lot as in the samples above.quicker than the super-softs, that will be available on Q3only in all races in addition to the two types for drywether elected by the tyre maker. At the end of theQualify, each driver will chose two among the threecompounds to go to the race. It likely the ultra-soft be used only in the Q3, but Play your tokens, gentlemen! Up to 32 of them will bethye Qualify itself suffered a big chance on the sportive valid to develop the engines through the season.side for 2016. The Q1, Q2 and Q3 periods won’t change,but at every 90 seconds (= one lap or two) the driver inthe last slot will be eliminated – what sort of make theremaining drivers stay on track to guarantee he will notbe the one eliminated in the next 90 sec round.FIA officials will take more attention to the tracks Pirelli created the ultra-soft tyre, the purple band.“enlargements” drivers will do over the weeked too, andthe Virtual Safety Car will be used in the Timed Sessionsinstead of stoppin the clock with a red flag – a nonsense,because if the time ticking won’t stop, we won’t see carson track either. Or the FIA imagines teams burning tyresgoing slow under yello flags? Stupid...In compensation, DRS will be released as soon as theVSC is called in. Before, the DRS could only be usedafter two laps, so we might have more passings now!
2016 F1 Season SPECIAL EDITION - Williams FW38 2016 SCHEDULE The 2016 World Championship of Formula 1 will take place between 20th of March and 27th November,with a record of 21 Grands Prix in five continents. The novelty will be the European GP, to be held at Baku,Azerbaijan. This is the Formula 1 schedule for this season:ROUND 1 - 20th March .AUSTRALIAN GP (Melbourne) 58 LapsROUND 3 - 17th April ROUND 2 - 3rd AprilCHINESE GP (Xanghai) BAHRAIN GP (Sakhir) 56 Laps 57 Laps ROUND 4 - 1st May RUSSIAN GP (Sochi) 53 Laps
2016 F1 Season SPECIAL EDITION - Williams FW38ROUND 6 - 29th May ROUND 5 - 15th MayMONACO GP (Monaco) SPANISH GP (Cataluña) 56 Laps 66 Laps ROUND 7 - 12th June CANADIAN GP (G. Villeneuve) 57 LapsROUND 8 - 19th JuneEUROPEAN GP (Baku/Azerbaijan) 56 Laps
2016 F1 Season SPECIAL EDITION - Williams FW38ROUND 9 - 3rd July ROUND 10 - 10th JulyAUSTRIAN GP (Spielberg) BRITISH GP (Silverstone) 70 Laps 52 LapsROUND 11 - 24th JulyHUNGARIAN GP (Budapest) 70 Laps ROUND 12 - 31st July GERMAN GP (Hockenheim) 52 Laps
2016 F1 Season SPECIAL EDITION - Williams FW38 ROUND 13 - 28th August BELGIAN GP (Spa-rancorchamps) 44 LapsROUND 14 - 4th SeptemberITALIAN GP (Monza) 53 Laps ROUND 15 - 18th September SINGAPORE GP (Singapore) 61 LapsROUND 16 - 2nd OctoberMALAYSIAN GP (Kuala Lumpur) 56 Laps
2016 F1 Season SPECIAL EDITION - Williams FW38ROUND 17 - 9th OctoberJAPANESE GP (Suzuka) 53 Laps ROUND 18 - 23rd October UNITED STATES GP (Austin - TX) / 56 LapsROUND 19 - 30th OctoberMEXICAN GP (Hers. Rodriguez) 71 Laps ROUND 20 - 13th November BRAZILIAN GP (Interlagos) 52 LapsROUND 21 - 27th NovemberABU DHABI GP (Yas Marina) 55 Laps
2016 F1 Season SPECIAL EDITION - Williams FW38 Mercedes F1 W-07ALL TEAMSMercedes Grand Prix Ltd Mercedes-Benz PU106C HybridMercedes Grand Prix Operations Centre . # 6 Nico Rosberg / ROSBrackley, NorthamptonshireNN13 7BD, England GERMANYInternet: www.mercedes-amg-f1.com Ferrari SF16-H Ferrari 1.6 V6 # 44 Lewis Hamilton / HAM ENGLAND Scuderia Ferrari Ferrari SpA Via Ascari 55-57 41053 Maranello (MO) - Italia Internet: www.ferrari.it# 5 Sebastian Vettel / VET GERMANY # 7 Kimi Raikkonnen / RAI FINLAND Williams FW38 Mercedes-Benz PU106B HybridWilliamsF1 LtdStation RoadGrove, Wantage,Oxfordshire OX12 0DQ, EnglandInternet: www.williamsf1.com# 77 Valtteri Bottas / BOT # 19 Felipe Massa / MAS FINLAND BRAZIL
ALL TEAMS SPECIAL EDITION - Williams FW38 Red Bull RB-12# 3 Daniel Ricciardo / RIC Australia # 33 Max Verstappen / VES Holanda - From R5 Spanish GP onRed Bull Racing Ltd . # 26 Daniil Kvyat / KVYThe Stewart Building, Bradbourne Drive, Tilbrook, Milton Keynes Russia - Untill R4 RussiaBuckinghamshire, MK7 8BJ England / Internet: www.redbullracing.com Force India F1 # 11 Sergio Perez / PER Dadford Road MEXICO Silverstone, NN12 8TJ - England Internet: www.forceindiaf1.com # 27 Nico Hülkenberg / HUL GERMANY Force India VMJ – 09 Mercedes-Benz PU106B Hybrid Renault RS–16 Renault ENERGY F1Lotus Renault GPWhiteways Technical CentreEnstone - Oxfordshire OX7 4EE - ENGLANDInternet: www.lotusrenaultgp.com# 20 Kevin Magnussen / MAG # 30 Jolyon Palmer / PAL DENMARK ENGLAND
ALL TEAMS SPECIAL EDITION - Williams FW38Toro Rosso STR 11 # 33 Max Verstappen / VES Ferrari 1.6 V6 Holanda - Untill R4 RussiaToro Rosso . # 26 Daniil Kvyat / KVYVia Spallanzani No.2148018 Faenza (RA) - Italia Russia - From R5 Spanish GP onInternet: www.tororosso.com # 55 Carlos Sainz / SAI Team Sauber Formel 1 Espanha Wildbachstrasse 9 8340 Hinwil, Switzerland Sauber C34 Ferrari 1.6 V6 Internet: www.sauberf1team.com . # 12 Felipe Nasr / NAS # 9 Marcus Ericsson / ERI BRAZIL SWEDENManor Grand Prix Racing Ltd # 94 Pascal Wehrlein / WEHOverthorpe Road GERMANYOX16 4PM Banbury – Oxfordshire - EnglandInternet: manorf1team.comManor MR T-05 Mercedes PU106B Hybrid # 88 Rio Haryanto / HAR INDONESIA31
2016 F1 Season SPECIAL EDITION - Williams FW38 McLaren MP4 – 31 Honda RA615 HybridALL TEAMSMcLaren International LtdUnit 22 Woking Business Park, Albert DriveSheerwater, Woking, Surrey GU21 5SA EnglandInternet: www.mclaren.co.uk # 14 Fernando Alonso / ALO # 22 Jenson Button / BUT SPAIN ENGLAND Haas VF-16 Ferrari 1.6 V6 # 21 Esteban Gutierrez/ GUT Haas F1 MEXICO 1581 Roger Dale Carter Blvd Kannapolis, NC 28081, Estados Unidos Internet: www.haasf1team.com# 8 Romain Grosjean / GRO FRANCEFORMULA 1 - 2016 / CHAMPIONSHIP POINTS Scoring System (*) Position P1 P2 P3 P4 P5 P6 P7 P8 P9 P10 Points 25 18 15 12 10 8 6 4 2 1 (*) For the Constructors Championship, the points of both team’s cars are added according to their finishing positions. For example, with a car finishing first and the other fifth, the make scores 35 points (P1=25 + P5=10)
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2016 F1 Season SPECIAL EDITION - Williams FW38THE TYRES The tyres for Formula 1 are all of the same manufacturer. The 2016 ones are made by Pirelli. The tyres manufacturer takes5compounds for each race: two for wet track condition and two for dry track (these two always jumping one hardness level – eitherthey are Super-Softs and Mediums or Softs and Hards) and the novelty, the Ultra-Softs. With more options, it will be morecomplicated for the teams set strategies that conform cars handling to each type of track. Dry weather tires, known as slicks, are ULTRA-SOFT / PURPLEcharacterised by a tread pattern that is devoidof blocks or channels. They come in five This is a brand new tire for this year, designed as low working rangecompounds (ultrasoft, supersoft, soft, medium compound for use on tight and twisty circuits that place an emphasis onand hard), meaning that tires are suited to a mechanical grip. As the very softest tire in the range, designed to sit belowwide variety of circuits, according to the type of the supersoft, it has a very rapid warm-up and huge peak performance, butasphalt, the number and severity of the the other side of this is its relatively limited overall life. The ultrasoft is notcorners, and the top speed on the straights. quite a qualifying tire, but it goes in that direction, with some interesting potential applications for it available as well during races.SUPER-SOFT / R E DThe second softest compound in the range is ideal for slow and twistycircuits, especially in cold weather, when maximum mechanical grip isneeded. The supersoft benefits from an extremely rapid warm-up time,which makes it ideal in qualifying as well, but the flip side is of courseincreased degradation. This is a low working range compound, and will goto races together with the Medium, white strip, tyres. S O F T / YELLOW This is one of the most frequently used tires in the range, striking a very good balance between performance and durability. It is still biased towards speed rather than long distances, but is nonetheless capable of providing teams with a competitive advantage both at the beginning of the race on full fuel and when used as a ‘sprint’ tire at the end. This is a high working range compound, made available to the teams in combination with the Hard tyres – those in orange markings.MEDIUM / WHITETheoretically this is the most perfectly balanced of all the tires, with anideal compromise between performance and durability.As a result, it is extremely versatile, but it often comes into its own oncircuits that tend towards high speeds, temperatures, and energy loadings.This is a low working range compound, good for short tracks or lowabrasive tarmacs.A – Rim: 13 pol H A R D / ORANGEB – Dry Weather Tyre Diameter: 660mm The toughest tire in Pirelli’s range is designed for the circuits that put the highest energy loadings through the tires, with fast corners or abrasiveC – Wets Diameter : 670mm surfaces, and are often characterised by high ambient temperatures. The compound takes longer to warm up, but offers maximum durability –D – Width, Front Tyres: 245mm which frequently means that it plays a key role in race strategy. This is a high working range compound, with a wider optimum window.E – Width, Rear Tyres: 325mm Wet weather tires, characterised by grooves in theINTERMEDIATE / GREEN tread pattern, are split into two types: full wets and intermediates. The full wet tires can be easilyThe intermediates are the most versatile of the rain tires, dispersing recognised by the deep grooves in the treadapproximately 25 litres of water per second at full speed. pattern and sipes to drain off water on wetThey can be used on a wet as well as a drying track. It won’t, of course, asphalt. The intermediates feature are designedlast long in dry tarmac conditions, but could still take some laps in. for damp or slightly wet surfaces, as well as uncertain weather conditions. WET / BLUE The full wet tires can each disperse up to 65 litres of water per second at full speed, making them the most effective solution for heavy rain. The latest evolutions of the Cinturato Blue mean that it is also effective on a drying track, with increased durability. At the start of 2016, Pirelli carried out the very first specific wet tire test with contemporary Formula One machinery at Paul Ricard in France, in order to refine the development of the latest wet-weather tires.
2016 F1 Season SPECIAL EDITION - Williams FW38 A TYPICAL F1 WEEKENDThursday Day for assembling the cars; night for party At the circuit, it’s time for the mechanics put the parts that arrived in crates, put them together and assemble a F1 car out of them. In fact, even the boxes walls and piso come in the packings! Also in this day the sponsors take their drivers to meet and have lunch with local customers and the press and do their relationship actions. By the end of the afternoon, the FIA organizes a Press Conference with drivers and one senior member of each team, while the mechanics practice pit-stops. At night, all F1 entourage have more receptions and parties to attend, poor guys...Friday Day to set the cars up in the trackThis day begins with the technical inspections by FIA’s stewards.All set, at 10:00 a.m. local TL-1 begins, the first free practice to sort the cars out. Herestarts the preparation for the Timed Session and the race itself. At free practices, teamgather data on tyres wear, fuel consumption, if the basic set up brough from thesimulators is correct, etc. Each practice is 90 minutes long and it is common each car ofa team run under different conditions from the other car, to compare performanceswith fuel loads, wing set-ups, tyre compounds, engines electronis set-up, etc.From 2:00 p.m. untill 3:30 p.m., TL2 takes place, and testings go on and on.Once TL2 is over, the FIA promotes another Press Conference for the accredited pressSaturday Day to Qualify for the Starting Grid In the night before, the engineers analyse the collected data and pass their recommendations to the performance heads in the team define the strategies for the Timed Session (Qualify) and the race. Thus, the morning is dedicated to prepare the cars for the Qualify, that will set the starting positions for the race. At 11:00 a.m. the last free practice is run, and then we know if all preparations were right. It’s 2:00 p.m. and the Qualify Session 1 begins, with 18 min long, that takes the 15 fastes cars ahead for the next session and fixxes the starting positions of the slower cars. After a short break, the second period begins, with fifteen cars on the circuit. At the end of the fifteen-minute period, the five slowest drivers are once again eliminated, filling grid positions eleven to fifteen. Nad then it’s time to finally define the pole-position and the front row. Q3 is the time of the ten fastest cars fight their starting grid positions. 10 minutes of pure thrill. At the end of the Qualify, the fastest three drivers attend another Press Conference.Sunday Day of Race!!!After Qualify session, cars are kept under parc fermé and cannot be touched by the teams 32except to fill tanks up for the race, put the right tyres on and perform little wingalterations, always under the eyes of a official steward.The top ten drivers must start the race on the set of tyres they used during their fastestlap time in the second qualifying period. These may only be changed if qualifying and therace are held under different weather conditions. The other drivers are free to chose.In the pits, another set of tyres is put appart for the pit-stop and the final briefing is done.At 1:30 p.m. local, cars are conducted for their starting positions. It is when a feast ofcelebrities and other VIPs gather around the cars, and the machanics may perform somefinal tunings. With 10 minutes to go, all “feasties” are invited to return to the paddock.Zero minus one minute and all the technical staff must enter the pits walls too and theInstalation Lap is made. Once this is completed, the red lights are on for some seconds,then turned off, which means ... GO!After a little more than 300 quilometers into the race, the chequered flag is out and thethree better placed drivers are receptioned at the podium. The anthem of the winnersare played for car and driver and they receive their trophies and do the champagne toast. Another Press Conference and...phew, it’sover! For the drivers at least! Back at the pits, the never-ending work of dismounting cars and pack it all back for the next race is on!
2016 F1 Season SPECIAL EDITION - Williams FW38ALL FORMULA ONE CHAMPIONS ferrari 500 F2mercedes AMG W-5 hybrid mercedes AMG W-6 hybrid 2014 lewis hamilton 2015 lewis hamilton 34
2016 F1 Season SPECIAL EDITION - Williams FW38GRID GIRLS - Eyedrops Before The Race
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