Williams today released the first images of its 2014 challenger, the Williams-Mercedes FW36. According to them FW36 is one of the most technologically advanced Formula One cars produced by Williams. It is the culmination of more than two years research and development by the team’s technical departments in Grove and it incorporates the power unit from the team’s new partner, Mercedes-Benz.
Pat Symonds, chief Technical Officer, said: "There’s a lot more technology on the cars this year. We’ve had turbo-charged engines in F1 before, what’s different this time is that it is much more than just an engine change, it is a completely different system. We’ve gone from a slightly hybridised normally aspirated engine to a fully integrated hybrid power unit with novel technology at its heart.".
To meet the challenges of the new power unit, Williams signed the deal with Mercedes Benz High Performance Powertrains midway through last season. The team received the first CAD (Computer-Aided Design) data for the power unit at the end of May, at which point the detailed design of the FW36 could begin to be finalised.
"This is the first time that Williams has worked with Mercedes in F1 and we’ve been very impressed," says Symonds. "Their professionalism and commitment have been notable and we’re as confident as we can be that the power unit will be competitive."
The design phase of the FW36 was completed by mid-September, by which time the team had found solutions to the major challenges presented by the regulations. Cooling, weight, a new gearbox and aerodynamic changes are just some of the areas of focus.
"Overall the cars will need more cooling this year," says Symonds. "The demands on water and oil cooling may be slightly diminished, but the ERS system is significantly more powerful and hence needs more cooling. We also have to cool the charge air from the turbocharger compressor which requires a substantial intercooler."
The FW36’s gearbox ran on the dyno for the first time at the beginning of November, before running with the full power unit several weeks later. It’s the first eight-speed gearbox in Williams’ history.
"We finished the gearbox relatively early," says Symonds. "It’s completed a lot of running on the test rig and at Mercedes HPP in Brixworth, but you can’t take reliability for granted. It’s a completely new ’box and it has to cope with a lot more torque than was the case with the V8."
The weight of the car, when combined with the FIA’s ever more stringent crash tests, has been another challenge of the 2014 rules. But the FW36 was one of the first cars to pass its crash tests prior to Christmas.
"The build of the new car has gone remarkably smoothly," says Symonds. "But it’s been a challenge to get the car down to the weight limit. It’s been achievable, but it hasn’t been easy because the new power unit is heavier than the outgoing V8."
The launch-spec aerodynamic package that you see here was finalised in the first week of December, with an upgrade package for Melbourne’s season-opener signed off in early January.
"F1 is still going to be an aerodynamic formula in 2014," says Symonds. "There are some significant changes: the nose is lower than last year and the front wing is narrower, which means the end plates are now more shrouded by the front tyre. The rear wing isn’t as deep as last year and the beam wing below it is no longer permitted, and we’ve also lost the ability to use the exhaust to enhance aero performance."
Until the car begins testing next week the team won’t know how its design solutions will translate onto the track, but Symonds is confident that Williams has done enough to move up the grid after a disappointing 2013 season.
"I’m confident that we’ll be closer to the front aerodynamically than we were last year," says Symonds. "Our ambition for the year ahead is to have a strong 2014 season.".
WILLIAMS MERCEDES FW36 - Technical Specification
Chassis construction - Monocoque construction laminated from carbon epoxy and honeycomb surpassing FIA impact and strength requirements.
Front suspension - Double wishbone, push-rod activated springs and anti-roll bar.
Rear suspension - Double wishbone, pull-rod activated springs and anti-roll bar.
Transmission - Williams eight speed seamless sequential semi-automatic shift plus reverse gear, gear selection electro-hydraulically actuated.
Clutch - Carbon multi-plate Dampers Williams.
Wheels - RAYS forged magnesium.
Tyres - Pirelli, Fronts: 245/660-13, Rears: 325/660-13.
Brake system - AP 6 piston front and 4 piston rear calipers with carbon discs and pads.
Steering - Williams power assisted rack and pinion.
Fuel system - ATL Kevlar-reinforced rubber bladder.
Electronic systems - FIA SECU standard electronic control unit.
Cooling system - Aluminium oil, water and gearbox radiators Cockpit - Six point driver safety harness with 75mm shoulder straps & HANS system, removable anatomically formed carbon fibre seat..
Engine - Mercedes-Benz PU106A Hybrid, Internal Combustion Engine: Capacity 1.6 litres, Cylinders Six, Bank angle 90, No of valves 24, Max rpm ICE 15,000rpm, Max fuel flow rate 100 kg/hour (above 10,500rpm).
Fuel injection - High-pressure direct injection (max 500 bar, one injector/cylinder), Pressure charging Single-stage compressor and exhaust turbine on a common shaft, Max rpm exhaust turbine 125,000 rpm.
ERS - Mercedes AMG HPP
Dimensions & weight
Weight: FIA Minimum,
Overall length: 5000mm
Overall height: 950mm
Overall width: 1800mm
