BMW SAUBER F1 TEAM
BMW is involved in F1 in a lot of capacities because the inauguration of the World Drivers' Championship in 1950. Before constructing the BMW M12 / 13 inlinefour turbo-charged engine in the '80s, the organization entered occasional races in the 1950s and '60s. BMW also furnished the M12 / 13 on a person basis for the Arrows, ATS, Benetton and Ligier teams in this age, with assorted levels of succeeding. In 1988, Brabham briefly withdrew from the activity and BMW withdrew its official backing from the engines, that were still employed by the Arrows group under the Megatron badge. Turbo-charged engines were prohibited by the Method One Technical Rules for 1989, leaving the M12 / 13 dated.
BMW made a decision to return to F1 within the late-1990s by signing an exclusive agreement with the Williams group, which required a new longterm engine provider following the withdrawal of Renault in 1997. The programme resulted in the development of the new V10 engine which produced its race debut in the Williams FW22 in 2000. The following year saw the venture move in the midfield to difficult for race victories, but the tournament remained elusive because of the dominance of Ferrari and Michael Schumacher in the very first half the 2000s. By 2005, the connection between Williams and BMW had detoriated, and BMW chose to part business and purchase the competing Sauber team outright.
The BMW Sauber job lasted from 2006 till 2009, and led to a considerable upsurge in competitiveness for the Swiss former privateer group. Two podium finishes within the very first year were accompanied by a strong third within the Constructors' Championship in 2007. This Year's season proved to be major disappointment while the F1.09 chassis proved uncompetitive. Coupled with the international monetary downturn as well as the organization's frustration regarding the constraints of the modern technical rules in creating technologies applicable to road vehicles, BMW decided to withdraw from the activity, promoting the group back to its creator, Peter Sauber.
Entries in the 50's and 1960s
Because of crashing his BMW 269 Formula Two auto during exercise for the 1969 German Grand Prix Gerhard Mitter was killed.
The entries occurred in this age since the tournament was efficiently operate to Formula Two rules, enabling the BMW vehicles to take part. Amongst the altered 328s was one driven by means of an engine within the back of the automobile, a design characteristic which became common in F1 within the early 1960s after achievement from the Cooper group.
In the 60's, the Formula One German Grand Prix was regularly held concurrently using a Formula Two race on a single circuit, allowing BMW F2 cars to take part. For the 1968 race, Hahne came back together with the prior year's blend and finished tenth, BMW's best result as much as the point in its Formulation One history.
Brabham, ATS, Arrows, Benetton and Ligier (1982 1988)
Bernie Ecclestone, the group principal of Brabham, signed a deal with BMW for a way to obtain M12/13 engines in 1980.
Following the commencement in 1977 of Renault's Formula One task with a turbo-charged engine and growing achievement afterward, BMW made a decision to develop an unique turbo engine for your activity, a programme which it declared for the media in April 1980. The engine was in line with the M10 unit, a fourcylinder, 1.5 litre, normally aspirated engine that had initially been created within the late 1950s. Its racing derivative, the M12 had been applied in racing through the intervening period, winning races in Method Two as well as other classes. In 1979 and 1980, BMW supplied a fleet of similar M1 vehicles for F1 and other professional drivers to race within the BMW M1 Procar Championship, the rounds that were held throughout Grand Prix race weekends, hence strengthening the marque's ties with the athletics. At the same time, Jochen Neerpasch oversaw the creation by Paul Rosche of a prototype 1.4 litre turbo motor, which quickly created 600 bhp at a strain of 2.8 bar. It was designed with just one Kopp, Kuhnle & Kausch (KKK) turbocharger and Bosch electronics, including fuel injection. This engine formed the base of the M12/13 style, the race unit that BMW eventually provided to five groups from 1982 to 1988.
Neerpasch then left his place to participate the French Talbot marque, that was also likely to enter F1, within this event against the Ligier team. Neerpasch had organized the selling of Rosche's M12/13 engine to Talbot, but Rosche and Neerpasch's successor, Dieter Stappert, successfully protested for their board that such an endeavor deserved complete works commitment, especially because the reality that M12/13 was derived from the production street car engine meant that possible success might be exceedingly useful to BMW from the promotion and sales perspective. BMW so negotiated a special reserve of M12/13 engines for the Brabham team.
The team's designer, Gordon Murray, created a fresh automobile, the BT50 for the motor, . however, it wasn't finished until well in the 1981 season.
Brabham started the 1982 period with two BMWpowered BT50 chassis in the South African Grand Prix, where Patrese and Piquet qualified fourth and second respectively, but retired early within the race. Both drivers also raced the BT49 at the Long Beach Grand Prix, as well as within the continuing FISA - FOCA war the San Marino Grand Prix was boycotted by the team. For the race, the Belgian Grand Prix, Piquet and Patrese changed back to the BT50, but Piquet completed three laps on the other side of the victor and Patrese retired. Ecclestone was compelled to compromise, with Piquet continuing evolution of the BT50 although Patrese raced with the Cosworth chassis, because the connection between Parmalat, BMW and Brabham became strained. The nadir of BMW's Formula One engagement thus far came in the Detroit Grand Prix, where engine reliability issues kept Piquet from qualifying.
The association between Brabham and BMW lasted from 1981 till 1987. That is Nelson Piquet driving the BMWengined Brabham BT54 in the 1985 German Grand Prix.
BMW's fortunes suddenly improved, however, in the following race in Canada, where the amazing conditions suited the turbo-charged engines and enabled Piquet to lead house Patrese (still within the BT49), to report BMW's first Formula One success. For the balance of the period, both motorists raced with the BT50, and used Murray's revolutionary strategy of the prepared pit stop for refuelling midway through the race to perform in the front part of the area on several occasions. The automobile was still unreliable, however, limiting Patrese and Piquet to only four additional finishes prior to the conclusion of the period. The BMW engine's competitiveness was proven by the truth that Piquet retired in the lead of the British, French and German Grands Prix, although Patrese similarly retired in the lead of the Austrian Grand Prix. Patrese also secured BMW's first fastest lap in the French Grand Prix, although Piquet took the marque's maiden pole position in the Austrian race.
In 1983, the enhanced reliability of the BMW engine within the new BT52 enabled Piquet to wwithin the Drivers' Championship, after overhauling Alain Prost (Renault) within the points standings. Brabham also finished third within the Constructors' Championship, even though Patrese's lack of consistency within the 2nd auto kept the team challenging because of this title. BMW also started providing its engines for the German ATS team this year, but lone driver Manfred Winkelhock was not able to score any points.
For 1984, BMW enlarged to three groups by also supply the M12/13 to Arrows. In the front part of the field, Piquet was not able to protect his title, that has been dominated by the two McLaren drivers, Niki Lauda and Prost. Piquet took nine pole positions throughout the period, but retired from exactly the identical amount of races, and even though he did win the Detroit Grands Prix and Canadian, the McLarens were generally quicker in race conditions. The second Brabham was filled in many races by Teo Fabi, who tried to compete in a complete period of IndyCars, but dedicated to Formula 1 fulltime partway through the year. Because of his American obligations he missed three races, where he was replaced by his brother, Corrado. Winkelhock also raced for the group within the last race of the period after the Fabis' dad died shortly before the function.
In 1985, Brabham changed to Pirelli tyres, which had formerly not been quite competitive against the Goodyear and Michelin suppliers, within the hope the Italian business could supply bespoke tyres that will particularly match the new BT54 chassis. The group again had an obvious numberone driver plan, together with the 2nd seat again being shared, now between Surer and Francois Hesnault. Arrows, by comparison, had a considerably improved period, scoring 17 points with Boutsen and Berger, including a podium finish for the latter in the San Marino Grand Prix.
Benetton was the only other group which was furnished with the M12/13 to win a race.
For the 1986 period, Murray created the revolutionary lowline BT55 chassis, whose intention was to significantly decrease the auto's drag and reduce its center of gravity. BMW created the M12/13/1 motor, that has been tilted sideways to fit within the reduced area assigned to the motor. Despite its theoretical benefits, the BT55 proved uncompetitive, suffering from grip and several mechanical failures brought on by oil scavenge difficulties within the engine. Furthermore, the team endured the death of Elio de Angelis in a testing injury after four races; team returnee Patrese and his replacement Derek Warwick scored two points between them all period. The Arrows group also slipped back, scoring only one stage with Boutsen, Surer and Christian Danner, as well as dropped Surer's services midseason once the Swiss driver was severely injured in a rallying injury. Arrows and Benetton continued to utilize the first "upright" form of the M12/13 engine.
At the conclusion of the full year, group owner Bernie Ecclestone, who had been increasingly associated with operating the industrial aspect of the activity, determined not to compete the subsequent year, stopping BMW's tenure for a provider of functions turbo engines. The Arrows group, however, was nevertheless eager to utilize the variant of the M12 / 13, and organized for its title sponsor, USF & G, to buy the rest of the inventory. Arrows completed fifth within the Constructors' Championship within the latter of the two seasons, an effect which stands as the finest within the team's 25year history.
For 1989, the technical rules were altered to prohibit turbo-charged engines, outlawing the M12/13 engine. In addition, additionally, it took 14 pole positions and established 13 fastest laps.
Williams (2000 2005)
Further info: WilliamsF1
After a 10-year absence from F1, BMW began assessing a return for the activity within the late-1990s. In 1998, the marque signed a deal to furnish the Williams group with engines. As BMW spent 18 months construction and testing a normally aspirated, threelitre V10 engine to comply with technical rules that had altered considerably since the 1980s, the group used old Renault engines re-badged as first Mecachrome and then Supertec.
A set of steady pointsscoring finishes meant that Williams completed a competitive third in the Constructors' Championship, some space behind the dominant Ferrari and McLaren teams, but before motor manufacturers with newer encounter.
The most productive year of the BMWWilliams cooperation was 2003, but nevertheless led to neither tournament being won.
Following the comparatively conservative E41, BMW created the more competitive P80 motor for 2001, a fundamental kind number that has been kept for the balance of the organization's engagement in F1. The engine instantly proved to have a critical electricity development, and propelled Schumacher and new teammate Juan Pablo Montoya into competition for race victories. In all, both motorists scored four race wins, but lost possibilities through racing and unreliability incidents. The FW23 chassis also lacked the greatest downforce to contend with the Ferrari and McLaren drivers at each circuit, even though it was the group of the area at "power circuits" including Hockenheim and Monza.
For 2002, the uniformity and reliability of the chassis was considerably improved, but Ferrari made an even more critical step forward with its F2002 chassis and dominated both championships. The team scored a dozen more points than in the preceding year and conquer McLaren to second-place in the Constructors' Championship, but just won just one race with Schumacher in the Malaysian Grand Prix. Furthermore, Montoya was struggling to win just one race, despite getting seven pole positions.
The Williams group was more aggressive in 2003, as both drivers won on two occasions and Montoya stayed in competition for those Drivers' Tournament before the penultimate race of the period. However he finally fell short, as did the group within the Constructors' Championship, as while the FW25 was frequently the vehicle to beat within the 2nd half the period, it took a lot of time to reach this stage.
For 2004, the group created the chassis, which featured a revolutionary nose area designed by Antonia Terzi. This design proved unsuccessful, however, in a different year of Ferrari dominance, and Williams fell to fourth within the Constructors' Championship, with Montoya's success within the Brazilian Grand Prix its lone win within the 2004 period. Before this consequence, the team had endured the embarrassment of the double disqualification in the Canadian Grand Prix because of brake duct irregularities, then Schumacher sustaining spinal injuries because of the highspeed crash in the United States Grand Prix, which caused him to miss six races till he recovered. Both drivers left the group at the conclusion of the period.
The closing year of BMW's organization with Williams, 2005, found the team's decline in competitiveness continue, falling to fifth in the Constructors' Championship. With now, the team's connection with its engine provider had deteriorated, with BMW thinking that its engines were effective at winning championships but were being let-down by the Williams chassis they were powering. BMW agreed to purchase the team outright in the hope of getting complete charge of its own Formula One endeavours, but Frank Williams
refused; as BMW chose to purchase the competing Sauber team as an alternative for 2006 and finish its deal with Williams, an effect.
Last race 2009 Abu Dhabi Grand Prix
BMW purchased Swiss team Sauber in June 2005 to create the BMW Sauber F1 Team.
This is followed by another location in 2007 following the McLaren team were excluded from the tournament. Following a weak 2009 season, BMW withdrew from F1 and offered the group back to creator Peter Sauber.
Robert Kubica was signed because the team's third driver. This changed the Petronas-badged Ferrari engines that your group had employed since 1997. The Sauber team's present important sponsors, Petronas and Credit Suisse, renewed their contracts with BMW. The group also declared a technical partnership with technology organization Intel. The team's new livery, that was kept throughout its tenure in F1, consisted of the traditional BMW blue and white with a touch of crimson.
Nick Heidfeld took the team's first podium finish in the 2006 Hungarian Grand Prix.
Within the first two-thirds of the period the drivers found points using a sequence of eighth and seventh place finishes, along with a finish for Heidfeld in the Australian Grand Prix. The group ran a radical "twin towers" aero enhancement to the very front part of the automobile for the French Grand Prix, that was intended enhance the stream of air over the top of the chassis. The components were quickly barred from the Federation Internationale de l'Automobile (FIA) because they were adjudged to impede the motorists' vision and consequently endanger security.
Heidfeld scored the team's first podium finish in the Hungarian Grand Prix from 10 percent to the grid. This race also found the advent of following the latter had crashed heavily in the previous German Grand Prix Robert Kubica, who replaced Villeneuve. Even though he was later disqualified after his vehicle was discovered to be underweight, Kubica concluded seventh. The official reason behind Villeneuve's absence was he was dealing with his previous injury, but the team after declared the driver change was permanent. Heidfeld finished in eighth, but establish the team's first fastest lap.
Heidfeld took BMW Sauber's greatest results of 2007 with second-place in the Canadian Grand Prix.
The group started its 2007 auto, the F1.07, on January 16, 2007.
Promising form was shown by the new car throughout winter testing, topping the times sheets on events. Nevertheless, team principal Mario Theissen declared some reliability issues ahead of the season's launch race in Australia. Kubica retired from fourth spot using a gearbox trouble, but Heidfeld took over the place and held it towards the end-of the race. In the first races of the season, Kubica and Heidfeld scored a set of points finishes and proven while the team BMW Sauber, behind McLaren and Ferrari. Theissen also made the idea the functionality gap between the two best teams and also BMW Sauber was less compared to the gap between the teams and also BMW Sauber behind it.
While Heidfeld scored BMW Sauber's best result to date having a second-place finish, Kubica endured a tremendous crash that led to an extended safety car period. The media was told Kubica had broken his leg, however it afterwards demonstrated he had escaped with just a sprained ankle and concussion. Vettel took his place within the United States Grand Prix, concluding in place and consequently becoming the driver to score a Formula One World Championship stage. Later in the time, Vettel went groups to have a race seat in the Toro Rosso team.
Kubica demonstrated his restoration by concluding in fourth position and returned to racing activity in the French Grand Prix.
BMW confirmed its driver lineup of Kubica and Heidfeld for the 2008 season, on August 21, 2007.
Their 2008 car, the F1.08 was formally started in Munich at BMW Welt on January 14, 2008. It made its track debut at Valencia the following day, with Robert Kubica driving. Team principal Mario Theissen establish the goal of the team's first win.
BMW Sauber began the season well with Kubica narrowly missing post after an error in his own chief qualifying lap in Melbourne. Kubica took second in Malaysia, with Heidfeld in sixth establishing the quickest lap of the race. The team's points total of 11 was their biggest score up-to that point. The group went to end 3rd and 4th within the race, equalling their greatest round points total and marketing them all to first place within the constructors' tournament for the very first time.
The success came after Lewis Hamilton collided with Kimi Raikkonen in the pitlane, finishing the race for the two motorists.
Following the team's breakthrough win, development was changed for the 2009 season where new rules come into play. As he believed they might have had a reasonable possibility of getting one or more title, this greatly annoyed Kubica. The dearth of improvement was mirrored with a fall of form through the entire second-half of the season, causing BMW to get outpaced by Toyota, Renault and even Toro Rosso from the end-of the season. In spite of this, Kubica stayed with an outside possibility of getting the drivers championship before the Chinese Grand Prix, the round from 18.
In October the group affirmed they would stay with Nick Heidfeld and Robert Kubica as their drivers for the 2009 Season.
The inferior performance of the F1.09 chassis led to BMW's withdrawal from F1 at the conclusion of the period.
Their beginning for the season was a disappointment, even though BMW Sauber focused this year's season since the year they'd challenge for the title. Kubica was running in place within the opening round when he collided with Vettel while fighting for second place and was compelled to retire. A raft of updates were set for Turkey, including an enhanced regenerative braking system (KERS) plus a double-deck diffuser. The KERS cannot be designed to suit the newest car, as the diffuser was applied and both motorists raced without the apparatus. Following the qualifying session for the British Grand Prix Mario Theissen declared the team had determined to block further advancement KERS; which BMW had been among the strongest proponents, and concentrate instead on enhancing the auto's aerodynamics. Because the sole remaining customers of the KERS system this left McLaren and Ferrari.
Following a meeting of the BMW board on July 28, the organization held at news conference the next morning where it affirmed the team's withdrawal from F1 at the conclusion of 2009. Chairman Dr Norbert Reithofer explained the choice as a tactical one. The Formula One Teams Organization released a statement in response pledging its support to assist the team stay in F1.
On 15 September 2009 it was declared that BMW Sauber had secured a purchaser, Qadbak Investments Limited which supposed to symbolize European and Middle-eastern interests. However Lotus was offered the 13th and last slot in the 2010 Championship.
On November 22, Swiss paper SonntagsZeitung disclosed that Qadbak's effort to buy the group had failed because it didn't hold the needed capital. Qadbak proved to become a shell organization with no assets and no investors behind it. On November 27, 2009 it was declared that Peter Sauber would re-purchase the team conditional upon the team getting a FIA entry for the 2010 season. The FIA afterwards given an entry to Sauber on December 3. Ferrari engines were used by the team this year.
The group kept the BMW Sauber title for the 2010 season, despite using Ferrari engines.
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