S auber wants to move away from last place. To this end, the traditional team in Hinwil built a car in a very short time that allows you to move on new terrain in many areas. The front axle, whose upper wishbones are linked to the wheel carrier via a connecting web. The air duct through the front building with the characteristic nostrils. The side box stem with the integrated crash structure. The longer wheelbase. No car has as many openings for cooling as the C37. No other team has changed the look of its car as much as the Sauber.
Phase one is complete. That was the conception and construction of the C37. Sauber aktuell is in phase two. You get to know and understand the car. On Monday in 63 laps. On Tuesday in 81 laps. Phase three is to eliminate disruptive factors and improve performance. It will follow next week.
The third day of testing in week one was a day to forget for everyone. In the snow and rainstorm in Barcelona, Marcus Ericsson only took to the track once. The team is positive about the initial findings from the first two days. “The car reacts to changes and new attitudes as we expect. This is important. Much is new territory for us. For example the nose concept with the canals. The individual elements work in isolation. We still have to reconcile them, ”says Technical Director Jörg Zander.
Sauber doesn't want to be nervous
The lap times are not yet very important. It's just too cool for that. The external conditions and the new, smooth asphalt make it difficult to drive the tires into the temperature window. “You need at least five laps.” If the temperature in the tire core and on the surface is too low, the cars tend to oversteer at the corner entrance. The teams can correct this to a certain extent using tire pressures, other aero mappings and suspension settings. However, caution is advised. Anyone who thinks that a well-balanced car at a track temperature of seven degrees is also a good one at 20 degrees could quickly fall on the nose.
For this reason, the teams largely limit their programs to data collection on aerodynamics, comparison between the track and the wind tunnel, and reliability tests. On the first two days of the test, Sauber painted the C37 with green FloViz paint over and over again. 'This is used to check how the flow pattern is, whether the air is blowing nicely over the cladding or whether there are unwanted flow breaks,' explains Zander. On some runs, Sauber also installed measuring grids to get flow images.
Little can be said about the potential and performance of the new Alfa Romeo Sauber C37 compared to the competition. Clean was always in the back of the time table. But no reason for Zander to worry. “If we are missing a second after the second week of testing, we have to come up with something before Melbourne. At the moment we can't let ourselves get nervous. The weather is just too bad for that. Otherwise you will unintentionally end up in a negative spiral. ”
Larger position planned backwards
In the second week of testing, Sauber is using the second chassis as planned. Monocoque one is then stripped and examined in Hinwil. If everything goes as it should, it will be the two chassis in which Marcus Ericsson and Charles Leclerc will sit at the season opener in Australia.
Sauber is upgrading for the second week of testing. The front wing that adorns the C37 these days is an evolution of the 2017 model. In the next week, the 2018 version is to be screwed to the car. Provided there are no delays in parts production.
Sauber also plans to modify the underbody, install new deflectors on the side pods, install smaller fins in the front end and adapt the front and rear brake shafts. For the future, Sauber is aiming to increase the angle of attack of the C37 towards the rear. The car should stand more upright in the back. That should bring more contact pressure. But it's a long-term project.
The C37 should already reach the minimum weight of 733 kilograms. Despite Halo. “Despite the stringent structural and load tests, the Halo kept us under 12 kilograms of additional weight. We can be proud of that, ”explains Zander. in theLast year you had more difficulties. By the middle of the season, the C36 had carried around 10 kilograms too much.
The volume of the cooling is as big as 2017. Although the 2018 Ferrari engine is far more powerful than the 2016 unit that was in the Sauber C36. “We did a good job and didn't put on weight.” But the Swiss can't play big with ballast weights either.