The Weekly Grapevine

Energetic debate

The introduction of the FIA's Kinetic Energy Recovery System (KERS) to Formula One is, as BMW Motorsport Director Mario Theissen reminded the media at the launch of the F1.08 on Monday, 'just 14 months away'.

Teams thus have a little over a year to not only design, build and develop an energy recovery system capable of generating 60kW before making it available in a short burst for overtaking purposes, but, as a precursor to all of the above, first need to decide upon exactly which system provides the way forward.

Effectively, teams have two options: a lithium battery/supercapacitor combination - the electronic option; or the gyroscopic solution - using a fly-wheel as a base - as being developed by the Silverstone-based Flybrid company, headed by a team of former Cosworth and Renault engineers.

Both, of course, have their pros and cons, but, increasingly it seems likely that teams will go the electronic route rather than opt for a mechanical recovery system.

Indications are that Renault will go with batteries, and Red Bull Racing (currently in their second year of a two-year supply engine deal - with renewal options - with the French company) have indicated that they, too, will 'not go the mechanical route'.

Adrian Newey © LAT

Certainly, RBR's chief technical officer Adrian Newey said as much at the launch of RB4: "We are considering our options, but whichever way we go, it won't be mechanical".

The comment suggests that RBR are considering whether to develop their own system to complement whatever engine they use in 2009 (likely, though, to be a Renault unit, according to the team's sporting director Christian Horner) or to source the complete powertrain from the manufacturer.

Red Bull are unlikely to be alone in sourcing engine/KERS/transmission sub-assembly as a unit, certainly if comments made by Theissen are any indicator.

Asked whether the company would consider supplying engines to an independent team, the graduate engineer answered only in the affirmative but stated that the complete powertrain could be made available to the right team.

"My view is that at least from next year on, an independent team will not only buy the new engine but also the entire powertrain, consisting of the KERS system including storage and electronics," Theissen, who originally appeared rather skeptical about KERS, told autosport.com at the launch.

"So it will become a bigger business, and I think it makes sense to take this route. So if we are approached and it is a good fit, I could imagine to do it."

Given Toyota's market leadership in hybrid technology with the battery-assisted Prius, it would be surprising to see the Japanese company pursue the other option.

Not only is Panasonic the team's title sponsor and main partner, but the electronics giant played a crucial role in the development of the entire spectrum of Toyota hybrid models - whether badged eponymously or 'Lexus'.

The team are thus ideally placed to enter into an electro-technical partnership with Panasonic for the development of a KERS system, with this know-how likely to flow across to engine customers Williams.

The latter are, of course, well respected for their seamless-shift transmission, and a Toyota engine-Panasonic KERS-Williams transmission is likely to be a potent combination.

McLaren-Mercedes are thought to be well down the road of settling on an electronic system, probably developed in partnership with either former partners Siemens and/or AEG, with any prospective customer team(s) - should such entities be allowed in the sport - likely to be sold a turn-key operation including powertrain.

No official news on Ferrari's chosen option, but team insiders whisper the red team will go with the majority, i.e. with lithium, although, Ferrari being Ferrari, anything could happen over the next six months or so.

Ferrari engine detail © XPB/LAT

Sister (Fiat Group) company Magneti Marelli is a prime development partner, and here, of course, it all gets interesting, for Ferrari have many motor racing irons in the fire.

Not only does their iconic red car regularly do battle for the world championship, but Ferrari supply both Scuderia Toro Rosso and Force India with engines. Both deals are thought to run for two years, expiring at the end of this season, although options for extension are said to be in place.

Thus their contractual situations provide ideal break points on the cusp of KERS introduction. Ferrari may, of course, be willing to provide either engines only, or complete powertrains - to one or both teams.

Force India may therefore find themselves with a ready-made sub-assembly requiring only a chassis capable of accommodating the composite unit, or they may find themselves having to source (or design and manufacture) a KERS unit compatible with Ferrari's V8, or even another engine.

None of the routes will be particularly cheap or easy, certainly not for a team already reeling from the effects of finishing an effective last in the constructors' championship, and with a self-confessed budget of US$80 million.

The big question is therefore whether Force India are capable of developing (or commissioning) their own KERS unit within the timeframe required.

STR's situation is even more complex. Given that the team 'purchase' their chassis from a nominal third-party - Red Bull Technology - and given that these chassis are designed primarily for Renault's engines (and KERS units, should it go that route) then it seems unlikely that a Ferrari engine/KERS unit will fit without a major redesign.

Or, for that matter, that Red Bull Technology will design one KERS unit for Red Bull Racing, and another for STR...

It is estimated that Ferrari supply their two customer teams with fifty engine 'lives' each per annum, albeit based on only 40 core units, with the balance of 60 'lives' being made up of rebuilds. However, Ferrari have yet another customer to consider - one taking upwards of fifty units per annum.

That customer is, of course, the A1GP series, which concluded a deal with Maranello for a three-year supply of modified Ferrari 430 road car engines. Now, what chance Ferrari deciding to adapt their KERS unit to fit said engine - enabling the company to offer a race car-derived 430 KERS-equipped road car?

Under those circumstances, would Ferrari bother to cater for the specific demands of the two minnows?

Jenson Button (Honda RA107) testing at Jerez © LAT

Last but not least in the line-up are Honda - and for good reason, too. Always one to plough their own technical furrow, Honda are believed to be evaluating both electronic and mechanical systems - and are said to be alone in the Flybrid technology.

Disciples of the system maintain that it offers both efficiency and weight advantages over the lithium option. However, the gyroscopic effects of a longitudinal flywheel spinning at ultra-high-speed on pitch and dive are difficult to tame, and allegedly the system's bearings are susceptible to failure if knocked about over kerbs and similar objects.

Whatever system Honda ultimately decide upon is sure to be passed on to Super Aguri - much as cars and engines are handed down - with many in the paddock hoping that the teams uniquely run with the Flybrid system in order to provide a modicum of differentiation in this increasingly standardised sport.

As Theissen said earlier this week, KERS makes its appearance within 14 months, with its expected effect on performance being such that the efficiency of teams' chosen systems is likely to make the difference between winning and losing.

"Look at this way," said one engine director during this week's test at Jerez, "in terms of the regulations we can only recover 60kW, which can then be used in short bursts down the straight. If you don't harvest the maximum you can't feed that back into the powertrain, and you'll be overtaken by those who do. You won't be able to regain the lost position easily, either.

"The other problem is that the regulations ban energy recovery under half or trailing throttle conditions, which means we can only recover under braking, making recovery is even more difficult than it would be under real-road circumstances. All other hybrid technologies enable the car to recover energy under partial load conditions."

KERS represents a fascinating technical challenge for F1 over the coming months, but unless the independents are able to source systems at least as efficient as those produced by the manufacturer teams, the gap between the haves and have-nots is expected to increase further.

It is thus in the manufacturers' best interests to make available composite powertrains to the independents, but that, in turn, could mean grids will in the future be made up of six 'A' teams and six 'B' outfits - which cannot be in the sport's best interests. As always, there is no magic bullet - not even a lithium-coated one...

Practice makes perfect

Williams practice pitstops at the Japanese Grand Prix © XPB/LAT

An unexpected casualty of the ban on third cars (or spares) for 2008 is Sunday morning pitstop practise. For years early birds and Paddock Club guests on their Sunday morning pitlane walkabout had been treated to the sight of teams practising their pitstop choreographies in the hours leading up to the race.

With their regular cars in parc ferme, and with an hour or so to spare while awaiting said release, the sight of crews practising pitstops in front of their garages kept many amused in the run up to the race.

The ban, though, means this year crews will have empty garages until called to collect their cars, and will thereafter be occupied with inevitable refettling and routine checks.

So vital is the practise, however, that one outfit is considering shipping a car to each Grand Prix venue and setting up a dummy pit in order to hone the crew's skills on race day.

"For example, we are looking at taking a third car along and renting an open space such as a parking lot or airfield at which to practise before heading for the circuit," said one team member.

Another team would only say they were "considering all our options, but, yes we are looking at some practise on race day as we believe it is vital to keep our guys up to speed".

So much for the intention of the ban...