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BMW.Williams F1 Team 2005 Stats and Facts


On a Grand Prix weekend, the race team is around 100-strong, with 70 staff from WilliamsF1, 20 from BMW and another ten or so responsible for tasks such as catering.
The test team for two cars fielded in a GP event averages 60 people (40 from WilliamsF1, up to 15 from BMW, plus five catering staff).

WilliamsF1 takes around 25 tonnes of material to each Grand Prix, including spare parts, tools, wheels and pit equipment. In addition there are at least three chassis and, for exceptional circumstances, the team is even equipped to assemble a fourth racing car. For European races, the freight is distributed between two transporters and two trucks which remain in the paddock, as well as a motorhome.

BMW packs up around six tonnes of equipment for a Grand Prix event. This included six engines as well as tools and spare parts. BMW has one transporter, a truck for the technicians and a motorhome.

The team uses 16 large HP computers at the track along with 26 HP notebooks and 100 radio sets with headphones.
500 meters of data cables and 300 meters of electric wiring are hooked up for the BMW WilliamsF1 Team at each race.
A team consumes up to 1,200 liters of fuel per GP weekend, between 60 and 80 liters of engine oil, and up to 30 liters of gear oil.
At a hot race, counting set-up and dismantling, the team and its guests consume some 3,300 liters of mineral water and soft drinks.
In 2005, eleven sets of tires will be available for each car over the entire race weekend.


250,000 working hours are needed for the design of the chassis.
A further 250,000 hours are required for its manufacture.
It takes two days to build an FW27 from a bare chassis to a fully rolling car.
Approximately 4,500 drawings have been generated by WilliamsF1 in the initial design of the FW27, with a further 4,000 expected for developments during the season.
WilliamsF1 produces around 200,000 individual components each year.
Cars are re-built between every Grand Prix. This involves fully stripping down and servicing the fuel system, hydraulics, steering, gearbox and electrical systems. In addition to this all the composite and metallic parts are inspected and crack checked for damage.
The FW27 car is the lightest car produced to date by WilliamsF1 at the Grove factory. Even with the restriction on regulations, the ballast level has increased over that carried in 2004. When ballasted up to meet the FIA weight limit, the FW27 weighs 600 kg.
The top speed of the FW27 is expected to be approximately 375 kph. It will only see this speed at Monza in Italy. The lowest top speed the FW27 will reach is 290 kph at Monte Carlo, where gearbox ratios are specially selected for the tight and twisty street circuit.
Although Formula One regulations continue to restrict aerodynamic development, the FW27 generates enough downforce to drive upside down through the tunnel at Monaco.
The FW27 has a six speed gearbox that will change gear 2,800 times during a Grand Prix (In Monaco this figure rises to 3,100). Running at temperatures up to 150 °C requires advanced materials technology to withstand the heat and loads.
FW27 control systems include hydraulically assisted power steering, electro-hydraulic gear change, differential and clutch as well as the electro-hydraulic throttles and trumpets on the engine.
The FW27 has a sophisticated traction control system that enables the driver to apply the throttle earlier than normal as the electronics on the car can control the tire slip faster than the driver. It differs from the systems used in road cars where the primary task is to induce understeer to make a road car stable and easy to drive.
Carbon brake discs and pads are used on the FW27 that generate surface temperatures in excess of 1000 ºC during braking events up to 5g of longitudinal deceleration. The FW27 can generate lateral accelerations up to 5g during cornering.


More than 200 engines left the BMW Formula One factory in 2000, 2001, 2002 and 2003. Though the number dropped in 2004 following the new regulations, the total still came close to 200 units.
The BMW engine consists of approximately 5,000 individual parts, including 1,000 different ones.
It takes around 100 working hours to assemble the BMW engine.
More than 1,000 CAD drawings were produced for the BMW P84 engine for the 2004 season.
The BMW P84 engine weighed around 90 kilograms.
With the P83 engine, BMW achieved results in 2003 never before recorded by a Formula One V10 power unit. The P83 had an output of more than 900 bhp and a peak engine speed of 19,200 revolutions a minute. For the races, the speed was limited to 19,000 rpm. Although the regulations for 2004 doubled the distance, engines had to last an entire weekend, these values were again achieved by the P84.
In 2004, all BMW F1 engines underwent revision at intervals of 800 kilometers.
In the P8 4, maximum piston acceleration was 10,000 g. Peak piston speed was 40 meters per second, or to put it another way, zero to 100 km/h took 0.3 thousandths of a second. The conrod was subjected to forces approaching three tonnes. In more graphic terms, this is equivalent to two BMW 5 Series road cars being hung onto the conrod and removed again 300 times a second. A Formula One titanium conrod weighs 295 grams. By comparison, a steel conrod from a three-liter BMW production engine is larger and weighs in at 545 grams.
At 19,000 rpm, 316.7 revolutions and 1,583.3 ignitions take place each second in the BMW F1 engine. 9,500 engine speed measurements are made, the pistons cover a distance of 25 meters, and 550 liters of air are drawn in.
The exhaust reaches temperatures of up to 950 °C, and in the pneumatic system the air temperature rises to a maximum of 250 °C.
At an average race distance of 300 kilometers., the BMW engine experiences around eight million ignitions per Grand Prix (800,000 ignition processes per cylinder).
When the car returns to the pits during practice or qualifying, oil samples are taken and subjected to a spectrometer analysis in the pit garage. The metallic traces in the oil provide important information on the condition of the engine.
The ultra-high-speed 130R turn at Suzuka is the greatest challenge to the oil system with its lateral load of 6 g.
Only in the Loews hairpin in Monaco does the engine speed in first gear drop below 5,000 rpm.
In 2004, engines endured the greatest full-throttle load in Monza, at 69 per cent per lap. It was there too that the highest speed ever achieved in Formula One was recorded, notably 369.9 km/h (Antonio Pizzonia in the WilliamsF1 BMW FW26 during the race).

A Formula One driver burns approximately 600 kilocalories per Grand Prix and loses on average two kilograms in weight.
The average temperature in the cockpit is 50 °C.
Drivers’ heart rates reach peaks of 190 beats per minute during the race.


A Formula One car can accelerate from standstill to 200 km/h and back again in under seven seconds.
The 0 to 100 km/h sprint is achieved in around 2.5 seconds by a Formula One racer.
Acceleration from zero to 200 km/h takes less than five seconds in an F1 car, which is equivalent to 140 meters
Full braking from 200 km/h brings an F1 to a standstill in 55 meters, a process that takes 1.9 seconds. Deceleration forces during this can amount to 5g. A driver with a body weight of 75 kilograms is pressed into his seat harness with a force of 375 kilograms.
Formula One tires reach temperatures of around 100 °C.

More F1 Stats

Amsoil 0W-30 — The great oil study

This information is provided as is. Feel free to interpret it as you see fit. It is for your own personal evaluation. The technical data is accurate to the best of my knowledge and is provided by the manufacturer and/or producer of the products in writing with few exceptions. If you have questions concerning this information, it is suggested you solicit expert opinion/s for confirmation before following any advice offered or using any of this information in whole or in part. The writer will explain some of the various technical “properties” for those readers not familiar with the terms.

Technical data will be furnished for the following “fully” synthetic oils (not listed in any particular order): Castrol “Syntech”, Red Line, NEO, Mobil 1, Havoline “Formula 3 Synthetic”, Quaker State “Synchron”, Amsoil, Pennzoil “Performax 100 Synthetic” and Union 76 “76 NASCAR Synthetic”.

Data will also be given for a single “blended” oil (mineral/petroleum and synthetic): Havoline “Formula 3 Synthetic Blend” as well as three pure mineral/petroleum oils: Havoline “Formula 3”, Pennzoil “P7” and Pennzoil “Long Life”. Also included is Mobil’s Delvac 1 synthetic oil mostly used in diesel engines but favored by some for gas use. You will also see a Castrol 5W-40 synthetic oil which is available exclusively to VW and Audi dealers.

For the sake of time and space, abbreviations will be used to identify the oils and should be self explanatory; (example: AMS is Amsoil, HAV is Havoline and MOB is Mobil 1, etc.). In the few cases where the blended oil and the pure mineral/petroleum oils are listed, the following identification will be used; (HAV-B is Havoline Blended), (HAV-P is Havoline Petroleum), (P7 is Pennzoil with P7) and PEN-LL is Pennzoil Long-Life).

In the data you will see “N/A” which indicates the data was Not Available.

Continue reading Amsoil 0W-30 — The great oil study

Winter Driving the BMW 330Ci

I had a chance to drive a 330ci for a weekend in early 2004. At first I was afraid of driving a rear wheel drive BMW in the winter, especially after just hopping out of my Audi Quattro winter car. Thoughts like, “You can’t drive that in the snow” is what I was thinking while walking up using the keyless remote to unlock the doors. I am sure that sentence is something many BMW drivers in the northern states have probably had thrown at them at least once. For me that comment also brings up a list of questions such as;

1. Are the people saying that correct in their thinking?

2. Is there some strange celestial force that helps BMW drivers control their cars even during dangerous weather?

3. Does the average BMW driver have godlike driving skills when compared to your average Malibu driver?

Perhaps BMW drivers are actually better then the rest of the population. After some time behind the wheel of a 2002 330ci in both Minnesota and Illinois, I have some personal insight on this theory.

Formerly working at a car dealership, having the types of friends I do, and being a freelance journalist has given me the ability to drive 100s of cars in my relatively short lifetime. Even with that amount of drivers’ seats behind me, I had yet to drive a BMW in the winter long enough for me to really get to know the vehicle.

Doing research on BMW, and talking to the owner, I learned a great deal about the current offerings from BMW. When most of the general population think of BMWs they think RWD (Rear Wheel Drive), and when you combine RWD with snow, memories of old Ford LTDs, and Chrysler Fifth Avenues spinning into the ditch may cross their minds. What many BMW outsiders don’t understand is how little those sleds can compare with current BMWs.

The only thing they have in common with a BMW is the fact that they have front mounted engines powering the Rear wheels. Unlike the RWD American cars of the past, Mostly all current BMW sedans and coupes offer a near 50/50 weight distribution. The BMW models themselves are also much lighter then your average LTD, 5th avenue, or even Caprice. This combination of light weight and balance makes BMWs less like a 4000 pound lawn dart, and more like a well balanced race car. Anyone that has walked on ice knows how important balance is to ensuring you don’t fall on your assets when you least expect it. Just like walking on ice, proper weight distribution can help greatly in maintaining balance and control during any kind of driving, especially in winter.

Newer BMWs also benefit from the assistance of DSC (Dynamic Stability Control) when driving on slippery winter surfaces. It is more then just traction control, as it also helps stabilize the car in the direction “you” want it to go when nature throws a curveball in your plans. DSC will utilize the corner braking, and ABS systems to help align the car with the direction the wheels are pointed. On top of the braking system, throttle will be controlled, meaning it will reduce power delivery in hopes of regaining vehicle control. The 2002 330ci I drove had 3 DSC modes to choose from.

1 ON. Standard setting, gives the car more control of what it is doing. Sometimes annoying when you wanted to blip the throttle to get the rear end to slide out a bit for more turn-in during slow maneuvers.

2 OFF. Lets you go more nuts, you can get the car to swing the back end out a bit more for those tight turns, but the computer can still step in if it feels that you have gone over your limits.

3 REALLY OFF. Push and hold the DSC button until the indicator on the instrument cluster turns on. Only use this mode if you are absolutely sure what you are doing, because if you go too far and have lost control, the car will not do anything to help itself or you.

I tended to keep the 330 on setting #2 as I like to think of myself as an educated driver, but not perfect. I didn’t dare use setting #3 as I didn’t want to hit any trees or curbs and have to explain what happened to the beautiful 330 to it’s owner. DSC turned out to be fun to play with, though driving up steep hills with it partly off was a bit freaky at first, especially when the rear decided to take a large step to the left. After that incident I figured having fun wasn’t worth replacing a wheel or worse, DSC was “Full On” after that moment.

The hardest part for me coming from an Audi and VW was getting used to the throttle on a BMW. Biggest change being the fact that the throttle is mounted to the floor, as opposed to floating in the air with a higher mount point. I scared the crap out of myself by doing a “mini burnout” at an intersection when I simply wanted to drive gracefully away. Needless to say my foot was in the wrong position on the throttle, and I learned my second lesson of the day to keep the heel of my foot farther forward. Getting going in deep snow or on slippery hills was the only time RWD played a big factor in my driving style, but it was never really a problem. I was impressed with the snow traction and balance, most likely due to the fact of decent weight distribution being in the rear.

If you drive any of the sporty BMW models, and live in, or want to visit some of the northern states in winter, take a good look at what tires are wrapping your stylish wheels. Most BMWs with any type of Sport package will not be equipped with good enough tires for even the lightest coating of snow or slush. That statement is especially true if you buy an M3, or M5. BMW’s Website gives you ample warning regarding the Factory M series tires not being intended for winter driving.

Even if your BMW’s sport package or M series tires have knobby enough looking tread blocks, they are NOT of the correct compound for snow or ice. All season and especially snow tires are made of compounds that help prevent the small layer of water to build up between the ice and your tire, that layer of water is actually what makes your car slide or spin. If you are after snow tires, make sure whatever tire you select has the snowflake in the mountain symbol, as it is tested and passed performance guidelines for winter driving. If you are not sure about your tires being safe enough, Visit The Tire Rack is a great source of winter tires, and information for your snow tire needs.

The 330Ci I was driving came with the sport package, Including Motorsport wheels, and Ultra high performance tires. The owner equipped the 330ci with Dunlop Wintersport M2s 225/45 17s, and mounted them on E36 M3 Wheels. They provided great traction in both snow and in the dry. The only time I would have wanted a more aggressive winter tire, would have been on hard packed snow or ice conditions. The M2s were a great tire for keeping the car stable at my 70mph average highway traveling speeds, and didn’t suffer from much of the tire squash that many non performance oriented snow tires do. Taking Minnesota cloverleaf exits at speeds above 45 was no problem, and didn’t even make them squawk.

The interior of the 330 was nice and quiet at all speeds, and the wonderful 6 cylinder engine was music to my ears, whenever I chose not to listen to the BMW ‘Business’ CD system. Not exactly sure what Business oriented people listen to, but it played Prodigy, and Mephysto Odyssey just fine for me. The sound enhancement “speaker” button was fun to play with, and I often cycled it on and off multiple times in one song. Some songs sounded absolutely amazing with it turned on, while others did seem to echo or sound off center. This is one of the few factory stereo systems that actually sounded like it was imaged properly from the factory. The Harman Kardon system didn’t seem to need any upgrades, and to me sounded marginally better then Audi’s Bose equipped A4 I tested.

Accidentally leaving the car in 4th gear at highway speeds with the stereo was way up was easy to do, as the engine was smooth at all RPMs. If it wasn’t for the tachometer or fuel mileage gauge positioned at strange points, I most likely would have had the car in 4th through most of Wisconsin. At any speed the 330 felt calm, with no vibrations or indications to how hard you may or, may not, be working the engine. The Inline 6 was a great engine for all speeds and conditions with predictable smooth power output. Smooth output is greatly important in slippery conditions as any spike or dip in power at critical traction points can send you spinning or sliding.

Both of my winter driven personal cars, have great heat, and “bottom burning” heated seats, fortunately so did the 330. I have never driven a car that develops good warm heat as fast as this 330 did. On the day I departed for Chicago it was -10F outside, and after just starting the car, driving out of the neighborhood, and onto the main road, this car was putting out warm heat. One thing that I don’t have is electronic climate control, as I never really understood the price or the need for it. The 330 came equipped with this system, and for the most part it worked well at keeping me comfortable.

After logging over 10 hours behind the wheel of this BMW, I found myself back to the same 3 questions above in this article. The answer to the first two is a definite NO, while the 3rd is a possible maybe. Driving a BMW in the winter is a truly entertaining and safe feeling experience. Like almost any German car, the 330 tells you what’s going on in subtle and sometimes blunt ways, and always before it is too late to do anything to correct the situation. In my opinion the BMW 330ci is a great winter car. It is no Quattro, or even BMW’s own AWD system, but it does just fine when the going gets slippery,

Story by:
Matt Wellumson

Photography by:
Matt Wellumson