Williams FW33 – Aiming return to glorious past days with new innovative car
Williams presented the 2011 F1 contender , the FW33 at Valencia in 1st February 2011 . The new FW33 was painted in an interim dark blue livery , something Williams accustomed to before launching its normal paint theme .
Looking FW33 from the front gives you the impression that little have changed on the car since last year but a side and rear view of the car proves that the team aggressively designed and built the new car
The FW33 launched at Valencia is regarded to be a “launch” spec as many serious upgrade packages will complete and improve the car’s performance and Sam Michael , Williams technical director , even believes that during season will manage to gain back any aerodynamic loss caused by the new 2011 regulations .
Front zone – Nose
At the front little changes took place , the nose box is a bit wider and higher than before, with winglets ala “hammerhead shark” pattern ( see link https://formula1techandart.wordpress.com/2010/09/18/williams-fw32-nose-cone-details/ ) inherited by the F32 and a front wing also derived from the FW32 .However the nose pillars are now inclined forward to push the front wing away from the nose cone aiming a cleaner airflow onto the wing’s flaps .
The new oversized in the front sidepods due to KERS re-installation with a tighter bodyline closing to the car centre offer a different airstream towards the car rear and thus the team had to redesign both the bargeboard and the panel shape .
Major changes occurred at the airbox zone with the engine inlet to be now circular instead of triangular and lot of bodywork to be removed behind the driver’s helmet to reduce frontal surface and hence drag . To ensure structural stiffness a pair of pillars was added . Lastly the second inlet which helped to cool the gearbox radiator located behind the T-shaped camera , is now gone from the FW33 .
The team managed to construct the smallest ever 7-speed gearbox even though the gearbox endurance is now increased from 4 to 5 races this year . This aggressive structural approach gave permission to aero dynamists to construct a fabulous low and compact rear car end , the smallest in 2011 grid . The target is to clean dramatically the airflow passing over the rear beam wing and the diffuser roof causing a serious increase in downforce production .
The ultra low rear end effected the rear suspension design as well . The new suspension is totally new and a pull rod in contrast to the previous push rod with the top wishbones ( in yellow) to attach directly onto the rear wing’s single pillar , something innovative for F1 . The differential (in orange ) is also very inclined because of the low gearbox line ‘
Talking about the double diffuser ban Sam Michael said : : “Not only can you not open any holes between the reference and step planes, you must have continuous material through all lateral and longitudinal sections. The scope for developing anything on the diffuser is limited, so we’re looking at the centre, rear and front of the floor, as well as the sides of the floor and the little area around the tyre spat, all of which are still free.”
Engine – KERS
The Cosworth engine continues to power Williams for a second season in row . As regards KERS Williams will eventually use a Battery charged unit instead of the flywheel Williams Hybrid Power (WHP) . The components are entirely inside the car’s survival cell, below the fuel tank because as team said they did not want to compromise any of the sidepod area for aerodynamics .
The make enough room inside the monocoque to house KERS batteries and components without effecting a lot the sidepods , the team lengthened the front chassis volume quite a lot , a change visually spotted with a yellow arrow .
Tyres – Wheels
Pirelli replaced Bridgestone while the wheels are supplied by RAYS and are made of forged magnesium alloy