Williams F1: Major Car Developments 2010

Above: Williams FW32 Birds eye view, Wireframe

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 pushrod 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: Bridgestone Potenza, F 325mm wide, R 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: Overall width: 1800mm
Engine

Designation: Cosworth 2.4L V8, 90° V angle engine
Valve train: pneumatic
Fuel management and ignition systems: Cosworth
Engine materials: include block and pistons in aluminium, crankshaft in steel billet, connecting rods in titanium




(13/06/2010)
Williams introduced two new front wings for Montreal. Both feature two vertical turning vanes and are designed to boost the airflow from underneath the raised front section of the chassis (labeled 1). Each front wing has a different forward upper wing (labeled 2). On one example there was a small splitter (labeled 3) on the outside of the endplate. The team has also brought two different rear wings.



(10/07/2010)
Previously only Nico Hulkenberg has used Williams' low-blowing exhaust (red arrow), but at Silverstone team mate Rubens Barrichello was also running the upgrade. It's quite similar to Ferrari's system, and is therefore less complicated than the ones used by Red Bull and McLaren. The FW32 also features new bodywork and engine cover for the British race.



The car already showed much improved pace in Spain, but at Silverstone both drivers could confirm their performances thanks to a new blown diffuser.

The change will obviously benefit the FW32 a lot as it previously featured high exhausts that appeared to disturb upper sidepod airflow quite a lot. The new sidepod slopes down much steeper, resembling much the design of the Red Bull. With this change, exhaust gases are now pushed onto the diffuser, allowing it to work more efficiently while drag will certainly have reduced above the sidepod.





(26/09/2010)
Williams arrived in Singapore with a completely new front-wing assembly, which is quite similar to Renault's solution. Compared to the older version (top drawing), the new front wing (bottom drawing) features several differences. There is a more pronounced upward sweep of the outer lower wing, just inboard of the endplate. While the former small vertical fence at the outer edge of the endplate has gone (1, upper), the upper flap section now features an extension with a small endplate outside the main endplate (1, lower). It is all designed to help the tyre act like a diffuser, sucking air from the front wing to improve its efficiency. There are also two new flaps in the central section (2) and the main plane twists upwards (3).





As a final update on their FW32 in Japan, Williams have introduced new brake ducts for both the front and rear brakes. The new ducts feature a shield to prevent airflow into the duct to be disturbed by the rotating front wheel. This design feature is far from new and teams like Renault or McLaren have been running it since the beginning of the season.

It is however likely that Williams have now changed the front brake ducts to better work with the new front wing they introduced in Singapore. While the endplate on that wing has become simpler, the stacked element hangs over the endplate for additional downforce. On the inside, an extra small stabiliser element was added as well, while the black flaps closest to the front wing supports are now similar to Renault's solution.


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