The Sauber F1 Team presents the Sauber C33-Ferrari

Hinwil, 26th January 2014 - On its website (www.sauberf1team.com) the Sauber F1 Team today presents the new Sauber C33-Ferrari with which its two drivers, Esteban Gutiérrez (MX, 22) and Adrian Sutil (DE, 31), will be lining up on the grid for the start of the 2014 FIA Formula One World Championship. The team has signed up Giedo van der Garde (NL, 28) as its test and reserve driver as well as Sergey Sirotkin (RU, 18) as test driver. The Sauber C33-Ferrari will be rolled out in Jerez de la Frontera (ES) during the first winter test starting on 28th January.

Looking ahead to the new season, Team Principal Monisha Kaltenborn said: "We have put a very challenging year behind us. The first half of 2013 in particular was difficult for us, but the second half saw us making significant strides. We learnt a great deal during this time and will be applying the lessons in the new season."

But the Team Principal is careful to make any forecasts for the new season: "Due to the radical changes in the technical regulations, predictions are simply impossible to make at this stage. Even more so than in previous years, any impression of how the teams stand against each other will only emerge once winter testing has been completed. That is also when we will announce our goals for the 2014 season. One thing's for sure: reliability will be of the essence, especially at the beginning of the season."

Kaltenborn is optimistic about the new brace of drivers: "Adrian is somebody we've been observing for some time and with whom we've been in contact since September. That is why I'm particularly delighted we've managed to get him on board. He has repeatedly demonstrated just how fast he is, and he isn't lacking in experience either, being about to enter his seventh season. In the light of the far-reaching technical changes, that is an advantage not to be underestimated."

"As for Esteban Gutiérrez," the Team Principal continued, "we have long considered him to be a talented racing driver. We know him extremely well as his connections with our team go back several years. Last year he had a difficult start, but managed to steadily progress. He has also settled into the team very well. We are confident he can now turn his experience into good results."

Adrian Sutil is delighted with his move to the Sauber F1 Team: "After six good years in the same team, it was time for me to look for a new challenge. I'm determined to have a successful future with the Sauber F1 Team and will do my bit to ensure that. In recent years the team has repeatedly demonstrated its potential, not least in the second half of the last season. And as for infrastructure, the Sauber F1 Team are a match for anybody. I can't wait to take on the challenge!"

"Last season I had a steep learning curve," said Esteban Gutiérrez, "but working together with the team, I was able to make steady progress. This is my fourth year with the Swiss team, and the second as a racing driver. Last year I learnt a great deal and I feel ready for the next step. The 2014 season will be a huge challenge on the technical front, which makes it all the more important to know the people you work with well. I will do everything I can to improve further and to support the team with all the resources I have."

On January 21st, the team announced Giedo van der Garde as its test and reserve driver. Team Principal Monisha Kaltenborn said: "Giedo has four years of experience in GP2 and he drove one year in Formula One. These are good credentials to work successfully with our team. Many times Giedo has shown his talent as a race driver. At the same time the team would like to support him to further develop his skills. Giedo has the right attitude to take the next step forward."

Taking on the role of test driver is 18-year-old Sergey Sirotkin of Russia. "Last year Sergey already had a chance to glean a first-hand impression of Formula One," said Monisha Kaltenborn. "He spent several days in the factory, spoke at length with our engineers, was with the team at the Italian Grand Prix and drove 60 laps in a Ferrari in Fiorano. Our aim, as before, is to prepare him for entry into Formula One."

The Sauber C33-Ferrari
The changes to the regulations introduced for 2014 are arguably the most sweeping ever seen in Formula One. As far as the engine in particular is concerned, the changes require a completely new concept. In place of last season's naturally aspirated 2.4-litre V8 engine comes a 1.6-litre turbocharged V6 power unit, backed up by an energy recovery system (ERS) which is twice as powerful as in the past and with, potentially, more than ten times the deployable energy.

But that's not all; key changes have also been introduced on the aerodynamics. For example, the maximum width of the front wing is now 165 cm (previously 180 cm) and the nose will be very low. This is intended to improve safety. Lower noses have been introduced by agreement between the FIA and the teams to reduce the risk that a car will be launched into the air in the case of a nose to rear wheel accident and also to reduce the risk of a driver injury in the event of a "T bone" accident.

Modifications have also been made to the dimensions of the chassis profile at the front of the car and the side crash elements, which are now standardised. The side impact test has been replaced by push off and load tests which are more stringent than before. These structures, combined with the way they are attached to the chassis, should result in better safety in the case of an oblique side impact. In addition, the lower rear wing is now removed. The aerodynamic effects, which could previously be achieved at the rear of the car through the manipulation of exhaust gases, are now restricted, with the position of the exhaust now more precisely defined. Side exhaust exits are no longer permitted; the exhaust tailpipe will now exit centrally and rearwards, with only minor changes allowed to its angle.

All of these measures reduce downforce and, therefore, decrease cornering speed. The cars will also be slower due to the raising of the minimum weight, which increases from 642 kg (including driver) to 691 kg, cancelling out – at least in part – the weight added by the new technical systems.

As Eric Gandelin, Sauber F1 Team Chief Designer, explained: "Together, these changes present the engineers with a huge challenge, especially with time pressure also a major factor. We've had to make various decisions on the chassis before all the necessary data and information was available to us. That is understandable, given that engine development continues alongside that of the rest of

the car up to the last possible moment. And ultimately, of course, that is in our interests as well."

The engineers, therefore, followed the path offering the greatest possible flexibility, which allows them to respond to unexpected factors or developments.

Perhaps the most visually striking element of the Sauber C33-Ferrari is the very low, snout-like nose. The front wing pylon's attachments on the nose have been moved out as far as possible allowed by the regulations to channel as much air as possible under the car.

The aerodynamics engineers were handed a new brief for the design of the front wing, which is 7.5 centimetres narrower on either side than the previous version. This creates very different airflow conditions. The entire front wing with its complex end plates, has, therefore, been newly developed from the ground up.

The front suspension concept has changed little, with its springs and dampers again pushrod-actuated. However, the changes to the regulations regarding the chassis profile have called for some detail adjustments.

The side crash elements have had a significant influence on the form of the side pods which is clearly visible in the design of the car. The cooling air intakes are slightly larger than those of last year's car because the cooling requirements of the power unit and ancillaries have increased considerably. For the same reason, the vertically mounted radiators are now significantly larger. Again, the engineers have built a degree of flexibility into their design to allow scope to react should requirements shift in one or other direction.

The car's engine, energy recovery system and gearbox are supplied by Ferrari. The 1.6-litre turbocharged V6 engine has a rev limit of 15,000 rpm. A maximum 100 kg of fuel can be used for each race. Previously there was no limit on fuel usage and up to 140 kg of fuel was used, so this represents a significant improvement in fuel efficiency. Continuing the environmental theme, this year the number of engines which can be used in a season is also reduced from eight to five.

Where previously a maximum KERS boost of 60 kW was available for 6.6 seconds, now the drivers will be able to call on an extra 120 kW of power for 33 seconds per lap from the batteries. This additional output is fuelled not only by the kinetic energy generated under braking, but also by the heat energy produced by the engine. The system now comprises two electric motors/generators, one coupled to the V6 engine's drive unit, the other connected to the turbocharger. It is also possible to drive the electric motor attached to the engine directly from the one driven by the turbocharger, which can extend the total usable electrical energy further. The turbocharger can also be driven electronically to limit delays in the creation of engine power on first application of throttle.

The all-new carbon gearbox has eight forward gears (as stipulated in the regulations), whose ratios may only be changed once over the course of the 2014 season.

The whole power unit may not weigh less than 145 kg.

The concept for the rear of the Sauber C33-Ferrari also includes a degree of adaptability, so that the engineers can make adjustments to this area of the car in response to varying conditions. The exhaust tailpipe is positioned centrally between two pylons, which connect the rear wing to the rear impact structure. A change in the regulations has enlarged the maximum permitted aperture between the flap and the main wing to 65 mm (during DRS activation - previously 50 mm), which increases the DRS effect of the rear wing.

The concept of the rear suspension remains unchanged. As previously, it is pull-rod-actuated.

The weight of the car presents the engineers with a major challenge, as the 49 kg higher minimum weight only partly cancels out the weight added predominantly by the power unit and its ancillaries. But not only the weight itself is a challenge, also the weight distribution is crucial when it comes to making optimum use of the tyres.

Another tricky task for the engineers has been the packaging of the car's components. The complexity of the power unit has resulted in a threefold increase in the number of electronics boxes alone compared to the Sauber C32-Ferrari. This means they had to find a way to accommodate over 40 such components, more than 30 of which require cooling. It has become clear that thermal management is a key factor this season.

The braking system concept is totally new, taking the form of a brake-by-wire system for the first time at the rear wheels. This has become necessary due to the significantly increased performance of the ERS, which requires much greater variations in rear wheel braking torque than previously. With brake-by-wire, an electronic system measures how hard the driver presses the brake pedal and then – using the additional information from energy recuperation – determines in a split-second the amount of braking pressure that should be fed through to the rear brake callipers.

"The radical changes to the technical regulations for 2014 mean that it's even harder than usual to make predictions for the new season," explained Chief Designer Eric Gandelin. "We know what kind of package we've put together here, but it is difficult to foresee what shape our rivals are in. The earliest opportunity to gain an impression of where the teams are in relation to one another will come during testing. The path we have followed with the design of the Sauber C33-Ferrari allows us maximum flexibility, so that we can react quickly. It is also clear that reliability will be an important factor in the first few races in particular. So this is an area which we have given very high priority."

The Sauber F1 Team will begin the test in Jerez with a roll-out version of the Sauber C33-Ferrari. This means, that the car will be fully functional, but without a number of performance parts, which will be introduced for the two tests in Bahrain. Eric Gandelin explained: "On the one hand this gives us time to maximise the development of these performance relevant parts, and on the other hand we can run the car during the first test and check all the systems, which we feel is crucial, considering all the technical changes."

Innovative Silver Arrow powers into a new era of Formula One

The MERCEDES AMG PETRONAS Formula One Team today unveiled the F1 W05, its 2014 challenger, at the Circuito de Jerez in southern Spain. Ahead of the first morning of official winter testing, Nico Rosberg and Lewis Hamilton took the wraps off the first all-new Silver Arrow to hit the track since 1954. Designed from the ground up as an integrated project between the Mercedes-Benz teams based at Brackley and Brixworth, this new car marks an historic milestone in a landmark year when Mercedes-Benz celebrates 120 years of Motorsport and the 80th anniversary of the Silver Arrows.

A Landmark Year for Formula One and Mercedes-Benz

The 2014 Formula One season marks the biggest change in regulations in the sport's history and the F1 W05 has been designed to meet the challenge of this technical revolution. The initial engineering conversations between the teams at Brackley and Brixworth around both the regulations and potential solutions date back to late 2010. Since mid-2011, when the rules for the new V6 Hybrid Power Unit were officially published, Mercedes-Benz has taken a fully integrated approach to every major performance decision with a clear-sighted focus on maximising overall car performance.

The result is the new F1 W05 and, at its heart, the PU106A Hybrid Power Unit, both designed to meet the challenge of a fundamental change in the philosophy of Formula One. The introduction of a demanding maximum race fuel allowance of just 100 kg per race, coupled with a maximum fuel flow rate of 100 kg/hour, have focused the efforts of the sport's engineers on delivering performance with a set of innovative new technologies that achieve an efficiency gain of more than 30%.

The F1 W05 will therefore deliver over one third more performance from every unit of fuel consumed, a development story that places the new Hybrid Formula One at the cutting edge of automotive technology – and puts the sport on the same development path as the wider automotive industry.

Toto Wolff, Executive Director (Business) of MERCEDES AMG PETRONAS and Head of Mercedes-Benz Motorsport, commented:

"It is always exciting to pull the wraps off a new car for the first time but even more so at the start of this momentous 2014 season. Our new Silver Arrow is the result of a single-minded, integrated approach between our engineering teams. My compliments and thanks go to every team member in Brackley, at Brixworth and also at our key partner, PETRONAS, for their hard work to deliver this new car and the Power Unit at its heart; it is the result of several years of intense effort. But we know that the adventure has only just begun. We have a busy winter testing period ahead of us and a long season where both performance and reliability will be critically important. Lewis and Nico begin the season hungry for success and I am confident that our team will benefit thanks to the continuity of their work during the winter period. We have positive momentum after our second-place finish last season. Our clear target is to continue building up our team and we aim to deliver on every single race weekend in 2014."

"For 2014 we have probably the greatest change in regulations in Formula One history and the start of a new era for our sport," continued Executive Director (Technical) Paddy Lowe. "From a technical and also a racing perspective, this is an incredibly exciting time for Formula One. We are introducing technologies that are new not just to racing but to the wider automotive world as well. The headline is that of improved efficiency and the fact that we will be completing races with advanced Hybrid systems on just 100 kg of fuel sends a great message about the technology that Formula One can deliver. But it is also about the technology that Mercedes-Benz can develop compared with our competition, both for the chassis and the new Power Unit. The whole team has done a fantastic job on the management of the project and its delivery. We have hit our milestones and hit our targets but, as ever, we will only begin to understand how successful we have been once we begin running in anger on track. The new car is an elegant but aggressive design and, as is often the way, its beauty is much more than skin deep; the internal engineering of the car is extremely innovative and intelligent. Our team can be justifiably proud of its work so far – but none of us are under any illusions about the amount we still have to do before the first race in six weeks' time."

A Technical Revolution

The F1 W05 is the most complex Formula One car ever produced by the team at Brackley powered by the PU106A Hybrid Power Unit, the most complex power unit developed in the history of Brixworth. The Internal Combustion Engine (ICE) at the heart of the new Power Unit has been down-sized to a 1.6 litre V6 configuration and down-speeded to a maximum of 15,000 rpm. To achieve high power delivery and therefore efficiency from the ICE, a pressure charging system has been introduced, in the form of a single stage turbocharger and compressor. The new Hybrid Energy Recovery System (ERS), which incorporates electric motors capable of recovering both kinetic and waste heat energy, presented a ten-fold greater challenge than its predecessor, KERS, which was pioneered by Mercedes-Benz in 2009. This advanced Hybrid system is integral to car performance and marks a significant step forward in both system performance and durability. Each driver is permitted to use just five Power Units per season without penalty.

The lifeblood of the new Power Unit is the fluid technology delivered by PETRONAS. New tailor-made fuel and lubricants have been developed molecule-by-molecule by PETRONAS technologists to meet the challenges of the 2014 Power Unit. This year, fuel energy density has become one of the controlling performance parameters of the sport and improving efficiency is for the first time in Formula One fully aligned with improving performance. The contribution of PETRONAS in delivering total Fluid Technology Solutions has been essential to the delivery of the 2014 Power Unit. Never before in the history of Formula One have a Power Unit and its fuel and lubricants been developed so closely.

The Power Unit has been designed for optimum installation in the F1 W05 chassis. This new car is the product of an aggressive development philosophy targeted at optimising the packaging of new on-car systems, such as the increased cooling demands of the Power Unit, in order to give the team's aerodynamic group maximum freedom to respond to a significantly different regulatory framework. Compared to 2013, the regulations impose a narrower front wing; the removal of the lower rear wing and a reduction in size of the upper wing; and a central exhaust exit, thereby negating the effect of 'exhaust blowing' which powerfully contributed to performance in the past three seasons. Every component has been reviewed and redesigned to get as close as possible to the challenging overall minimum weight limit of 691 kg. The result is an exceptionally tightly packaged vehicle which sets new standards in terms of overall integration.

Andy Cowell, Managing Director of Mercedes AMG High Performance Powertrains in Brixworth, explained:

"The 2014 regulations are a game changer for Formula One. In the V8 era, the power potential of the normally aspirated engine was controlled by the flow of air into the engine – and therefore engine capacity and rpm. For 2014, that has been fundamentally turned on its head. The wider automotive industry is focused on the amount of fuel going into an engine, and the amount of CO2 it emits, and these are now our controlling parameters, with a maximum fuel flow rate and race fuel allowance. The fundamental question is now: how can we best convert 100 kg of fuel energy into useful mechanical energy? This challenge has pushed us to develop cutting-edge new technologies, both within the Internal Combustion Engine itself and in the ERS Hybrid system, with the valuable support of our Research and Development colleagues in Stuttgart.

These will enable us to develop over 30% more power per unit of fuel than we did with the V8 engine. It has been an exciting and rewarding challenge so far, characterised by a strong competitive spirit and the common objective of building a winning Silver Arrow. But the hardest work is undoubtedly still to come. We will keep our feet on the ground and methodically work through our winter testing programme in order to arrive in Melbourne as well prepared as we possibly can be."

Continuity in the Cockpit

For the new season, MERCEDES AMG PETRONAS is the only top team on the grid with the advantage of continuity in its driver line-up. Lewis Hamilton and Nico Rosberg have spent the short winter break preparing for the year's new challenges, working closely with their respective engineering teams and conducting intensive training programmes. For 2014, they will carry new race numbers – 44 for Lewis, 6 for Nico - that will stay with them for their racing careers.

"It has been exciting to see the car come together and to see – and hear – it run for the first time last Friday in Silverstone," commented Lewis Hamilton. "It looks just fantastic, so aggressive but full of really nice details as well. I am excited to find out how the new Power Unit feels to drive, to hear how it sounds from the cockpit and to compare the job we have done relative to the competition. I think this is probably the season with the most unknowns that I have faced in my career and that's just so exciting for all of us.

"This is my second season with Mercedes and it now feels like I am a fully-fledged member of the team and that we are nurturing the great relationship we built last year. But it is still going to be a big learning year for all of us. There is so much new technology on these cars and so much information to take in and filter out to get down to what really matters, it's going to be a big challenge with changes to driving style and race strategies, too.

"It has probably been the shortest winter I have ever had out of the car. I spent Christmas and New Year training in the mountains and I even put a turbo on my snowmobile, so that I could get used to the feel of a vehicle delivering power in that way, which was pretty awesome. And I'm excited to see the number 44 on my car again. It's the number I had when I started racing go-karts – the number plate on my Dad's car had a 44 on it, which is where it came from – and I won my first British championship with it, so it has been the family number ever since. Fingers crossed it will bring us luck as it did back then."

Nico Rosberg will enter his fifth season as a Silver Arrows driver at the wheel of car number six.

"I am massively excited ahead of getting in the car properly, after our short shakedown at Silverstone last Friday. It's been a really intense period and I am just so looking forward to driving the car. This year will be much more complex with all the new technologies and I think it's great; it will help make the sport really contemporary. It's all focused on being more fuel efficient and using Hybrid energy, which for me is a good route and something that will make the racing even more interesting.

"After finishing the Pirelli test last December in Bahrain, it's only been a month away from the car for me and that's a positive because it means I will be up and running straight away. We have three tests coming up and, as always, the track time will be very limited. So it's going to be a massive mission to get ready and reliable. I think we are on track but it's going to be so difficult for all the teams and I just feel lucky because I have such a great team behind me. I am confident we can get the job done.

"I have completely changed my helmet design for the new season and, of course, I will have the number six on the nose of the car. My Dad wrote me an email in the winter saying it had been a lucky number for him when he became world champion, but that didn't convince me. Then my fiancée said it was her lucky number, too, so that got me thinking a bit more! And then I remembered that I won a championship with this number back in 2002. Hopefully that will be the key to an easy season!"

Caterham F1 Team launches CT05

Kamui Kobayashi and Marcus Ericsson today revealed CT05, the Caterham F1 Team car the Japanese and Swedish drivers will be competing with in the 2014 FIA Formula One World Championship.

The first car to be fully designed and built at Caterham's Leafield Technical Centre, CT05 is the team's answer to the all-new F1 regulations that have come into force in 2014. The car will race in Caterham's new all-green 2014 livery and, for the fourth year in a row, will be powered by Renault Sport F1, using the new Renault Energy F1 engine mated to a Red Bull Technology gearbox.

Cyril Abiteboul, Team Principal and CEO, Caterham F1 Team: "Having Kamui and Marcus unveiling CT05 is a proud moment for me and the whole team, especially with both F1 and Caterham entering a new era in 2014. Our shareholders and partners have made major investments in the people and facilities at Leafield, giving us a platform to work on the 2014 car that is now much closer to many of the teams ahead and, this year, there is no reason for this to not materialise directly to performance on track.

"We believe CT05 is a good starting point for us to deal with the new regulations and their associated challenges, in particular in terms of reliability. We have a lot of very talented people at Leafield who have worked tirelessly to bring this car to life and everyone has played a part in helping us exceed all the targets we set. We obviously won't know where we really are in relation to the other teams until the first race, but we believe we have answered the challenges presented by the new regulations as effectively as we can.

"We also have very good reason to be positive about how this car will develop throughout the season ahead. Thanks to our relocation in 2012 to at the core of the 'F1 valley', and a highly selective recruitment plan, our staff are now a good mix of experience and young talent and we have moved our wind tunnel program to the Toyota Motorsport GmbH (TMG) facility in Cologne, Germany. This means we are now working at 60% scale, a significant improvement over our previous facility and another sign of just how serious we are about making real progress this year. In addition to the TMG move is an improved partnership with Dell/Intel which gives us, among many other benefits, a major upgrade to our CFD capability, a critical part of our design toolbox that is even more important this year with the rule changes governing wind tunnel use in 2014.

"In Renault Sport F1 and Red Bull Technology, we have technical partners that have powered the World Championship-winning team for the last four years and, while we are realistic enough to know we are very unlikely to be competing at the front of the grid, there is no reason why we should not be fighting higher than we have done since we came into the sport in 2010. We have extensive experience of working with both Renault and Red Bull, and that is going to be crucial this year. Reliability and energy management will play a key role in 2014, especially early in the season, so our experience of working so closely with both organisations since 2011 will definitely help throughout the course of the season.

"We have team partners with us again in 2014 that are the envy of the pitlane. I have already mentioned our increased partnership with Dell/Intel, but I also want to highlight the work we are doing with GE and Airbus Group. In GE we have a partner that has world-leading R&D, technical resources and people, and they have played an active role in the design and development of CT05. In addition to GE we also have Airbus Group and the benefits of a partnership with a company that leads the world in aeronautical design, testing, manufacturing and usage are obvious. Our technical integration with Airbus will grow throughout the season and it is this sort of true partnership that will help us achieve the goals we have set for 2014 and beyond.

"Behind the wheel in 2014 we have a good mix of experience, pace and passion in Kamui, and with Marcus we have given another GP2 star the chance to make the step up to F1. His career has led him to 2014, the season he makes his F1 debut, and we are confident he will make the step up to the top level in the same calm yet quick manner he has shown throughout his career. Helping Kamui and Marcus develop the car throughout the year will be Robin Frijns and Alexander Rossi who will be our 2014 reserves. Robin is an undoubted talent and we are pleased he sees that, with us, he can prepare fully for a future F1 seat. Alexander has been with us since 2011 and we have seen him develop enormously since then. Now he has a real chance to fight for the GP2 championship throughout 2014, and to continue his F1 development at non-GP2 race weekends and in our simulator."

Mark Smith, Technical Director, Caterham F1 Team: "Despite the major rule changes introduced this season, our design philosophy was actually only slightly different to usual for a totally new car. We have still sought to maximise aero and mechanical performance within the regulations but there has been more emphasis than usual placed upon weight reduction and, bearing in mind how critical reliability will be this year, we have been slightly more conservative in the areas around the new power unit - cooling systems, exhausts, heat management etc.

"At the front of the car, the area that will obviously inspire most debate, we have focused a lot of effort on optimising flow structures around the nose, the front of the chassis and the reduced-width front wing area, all in response to the 2014 regulation changes. However, the package we start testing with is by no means our definitive answer and we fully expect to evaluate alternative solutions throughout the course of 2014, particularly now our 60% scale work has started in the TMG wind tunnel in Cologne and our improved Dell/Intel HPC (High Performance Cluster) is coming on stream, significantly stepping up our CFD resource.

"Overall, there were a number of other major areas the design team focused on - the front chassis height led us to opt for pullrod suspension which gives us the best solution from both a mechanical and aerodynamic perspective. Another focus area was cooling - charge air cooler packaging has driven the cooling architecture and consequently the sidepod and rear-deck bodywork and, at the rear end of the car, our development has been driven by the removal of the beam wing, again as per 2014 regulations, and the exhaust blowing effect we've seen in recent years - this has created a challenge all teams will face, how to recover the rear load generated by those areas in previous seasons, and, again, something that will continue to develop throughout the season ahead."