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Technical Specifications

Transmission: WilliamsF1
Clutch: Automotive Products
Chassis: Carbon/epoxy composite, manufactured by WilliamsF1
Suspension: WilliamsF1
Steering: WilliamsF1
Cooling system: Two water radiators, two oil radiators either side of the chassis
Brakes: Carbon Industrie discs and pads operated by AP callipers
Lubricants: Castrol
Fuel: Petrobras
Wheels: O.Z.Racing; 13 x 12 front, 13 x 13.7 rear
Tyres: Michelin
Cockpit instrumentation: WilliamsF1 digital data display allied with BMW HUD system (Ralf Schumacher)
Steering wheel: *WilliamsF1
Driver’s seat: *Anatomically formed in carbon/epoxy composite material with Alcantara covering
Extinguished systems: WilliamsF1/Safety Devices
Paint system: PPG Industries
Weight: 600 kg including driver and camera

The FW25
The 2002 season was one of contradictions for the BMW WilliamsF1 Team. Although the team outpaced all of its competitors bar one, the disappointment of not consistently challenging for a World Championship was acutely felt.

The FW24 chassis was a logical development of the concept of its two predecessors, but the domination of Ferrari’s F2002 caused the team to reassess many underlying decisions which would have advocated continuing this tradition, and in many aspects therefore, the FW25 is a clear departure from its predecessors.

While the FW22, 23 and 24 race cars had provided steady and reliable progression, the BMW WilliamsF1 partnership realised it needed to make a step change to bid for outright honours in the fourth year of the organisations’ association. The FW25 has called for a return to the WilliamsF1 tradition of debuting novel technologies and introducing new design innovations.

The WilliamsF1 BMW FW25 therefore derives little from previous cars. The approach has relied less on iteration, and instead has called for the generation of new ideas. As Gavin Fisher remarks, the FW25, “Reflects chassis and transmission features which build on WilliamsF1’s long tradition of being innovators and leaders in F1 design. We have worked closely with BMW engineers to ensure that the installation of the P83 engine takes maximum advantage from its low centre of gravity and compact dimensions.”

“We are now at a stage in our association when we have the benefit of having completed three development cycles. It is natural to use this experience as a key strength, but equally we must not take anything for granted. We have questioned all of our previously held assumptions, and developed every possibility in the pursuit of competitive advantage”, says Fisher.

Fisher hints at some notable areas of interest, “It is difficult to refer to specifics for obvious reasons, but it will be apparent that the FW25 is shorter than the FW24. Under the skin we have reworked all of the key installations, not least of which is the drivetrain. In terms of the aero package, we have approached this car with a new philosophy, which has resulted in the different visual appearance. We are confident this will provide the basis for a strong development programme throughout the coming season.”

Summarising the winter development process and the hopes for the WilliamsF1 BMW FW25, Technical Director Patrick Head reflected, “We have no illusions about the challenge ahead. We expect Ferrari to make another significant step with their 2003 car, but we consider that the FW25 will provide a much stronger basis to mount a challenge than was the case in 2002.”
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