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GP Week : Issue 196
ediToR: Kate Walker email@example.com MoToGP ediToR: Michael Scott F1 NeWS ediToR Abhishek Takle TeCHNiCAl ediToR Paolo Filisetti RACe ediToR Trent Price CoNTRiBuTiNG ediToR Leigh O'Gorman BuSiNeSS ediToR Caroline Reid PRoduCTioN ARTiST Cedric Dufour PHoToGRAPHy Sutton Motorsport Images www.sutton-images.com Keith Sutton firstname.lastname@example.org: Mark Sutton, Patrik Lundin, Dirk Klynsmith, Daniel Kalisz PuBliSHeR Chris Lambden email@example.com PuBliSHed By: Grand Prix Week Ltd 61 Watling Street, Towcester Northants NN12 6AG United Kingdom AdVeRTiSiNG: n Richard Partridge firstname.lastname@example.org Ph: + 44 1273 232 566 Mob: + 44 7771 567 644 n Mark Sutton email@example.com n se Asia, Australasia GPWEEK (Australia) firstname.lastname@example.org .com WEEK On sunday evening, the 2.4 litre V8, 750bhp fire- breathing pocket rockets were consigned to history as Formula One will be venturing into a new era of greener technology and hybrid innovation. Break-in and pass-off procedures on the final engines to be used in Interlagos might allow engineers a solemn moment of introspection before full attention is turned towards next year’s V6 turbo technology. Renault (pictured) will most likely be remembered as the most successful engine manufacturer of the V8 era, with five constructors’ and drivers’ titles (2006, 2010, 2011, 2012, 2013) in eight years. The French engine manufacturer can stand tall with 59 wins, 65 pole positions, and 55 fastest laps, while thanks to their McLaren partnership Mercedes can claim 46 wins, 48 poles, and more than 3,000 championship points. The V8 era has produced some of the most memorable and dramatic races of all time during a period of remarkable reliability. Running at high temperatures with no reliability issues and no performance drop off enabled the teams more scope to design the rear ends of their cars with a very tight packages. That being said, Michael Schumacher’s engine failure on the 37th lap of the 2006 Japanese Grand Prix effectively returned to Alonso the 10 points he had lost in Italy four weeks earlier when his own engine failed – the high lateral loads of Suzuka have always been tough on powertrains, particularly the conrods and bearings which are subject to very high forces. More freedom with rear-end design led to the use of blown diffusers and the manipulation of the Coanda effect, whereby bringing a convex body into contact with the side of an air flow, the current is deflected towards the body. Initially it was Adrian Newey’s aggressive exhaust- blowing stratagem that gave Red Bull bragging rights over exhaust-generated downforce, but when the technical goal posts were moved it was Sauber who used the coke-bottle side pods to conceal exhausts and allow engine gases to hitch a ride with the naturally generated air-flow. Innovation aside, the humble V8 has also provided us with some remarkable sporting moments. Five different Drivers’ World Champions have emerged from five manufacturers, with five out of the seven drivers’ title battles having been decided at the final race of the season, including unforgettable nail- biters in Brazil in 2007 and 2008 and Abu Dhabi in 2010, where any one of three and four men could have conceivably clinched the title. The 2007 title-decider proved to be one of the closest one-two-three World Drivers’ Championship finishes in the history of the sport. And so ends an era. From the first official test in January 2006 to the final race of the 2013 season in Brazil, it’s a legacy the V6 will have a hard time living up to. END OF THE V8 ERA F1 >>> nEWs 7 GPWEEK.com // 7 GPWEEK.com // PARTNERS: