A new challenge with higher costsV8 engines will lead the way in 2006 with all bar one team ditching the V10 format in favour of the new formula. BMW Motorsport Director Mario Theissen explains that the new powerplants are not simply a ten cylinder engine reduced in capacity.
"The V8 may look like a sawn-off V10 with the same cylinder angle, but technically it is an entirely separate concept," Theissen began.
"The ignition sequence and intervals are different and this means a new situation in terms of vibrations. The critical area for a V10 lies between 12,000 and 14,000 rpm – not a rev band where the engines spend a lot of time. Instead, they operate mostly at peak revs and that creates problems in the V8. Vibrations enter a critical area at 16,000 rpm and continue to increase from there onwards. The best V8 will be the one which boasts the most effective solution to the vibrations issue."
"From 2006 the regulations stipulate a fixed duct length for the intake pipes," Theissen continued. "Variable intake pipes used to allow us to optimise the torque curve. Now we have to find a compromise between maximum power and driveability. Here, factors such as the nature of the track and even the weather conditions play a role. In theory you need different pipe lengths to suit different conditions."
One of the reasons that the FIA pushed through the V8 formula for 2006 was to reduce speed and to reduce costs for the manufacturers. Few manufacturers agree with the latter and Theissen is no exception.
"In practical terms, the switch to V8 engines flies in the face of the goal to reduce costs," Theissen stated.
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