Sauber C20 - stronger, lighter, superior.

Work on the 2001 Sauber F1 car began earlier than ever at Hinwil, and the team thinks it may have its best chance yet of running at the front.

Despite the myriad components that go into making up a grand prix machine, the C20 was finished in time to be shaken down before its official launch today [Wednesday] in Switzerland. The first tests took place at Ferrari's Fiorano facility and then in full glare of its rivals at last week's Jerez outing.

Revised regulations issued by the FIA at the end of the 2000 campaign have obliged Sauber - and its competitors - to develop new solutions to old problems, with chassis rules now calling for stronger monocoque structures and modified aerodynamics insisting that front wings are raised and rear ones simplified.

Despite having to adhere to the new guidelines, however, Sauber believes that it has produced a far more efficient aero package on the C20, as well as achieving its other goals of light weight, enhanced reliability and easier maintenance.

The new car reflects the areas that have received the greatest attention, with new wing designs front and rear and, after days spent in the wind tunnel at nearby Emmen, revised sidepods and rear bodywork. All have a significant effect on the car's aerodynamics, with the team striving to achieve greater downforce without affecting the drag co-efficient in the process.

The shape of the C20 was determined by no fewer than 35 weeks spent in the Emmen tunnel, working with a 50 per cent scale model.

"The revised technical regulations forced us to completely rethink our aerodynamic package," explained Sauber's chief of aerodynamics Seamus Mullarkey, "What you see on the C20 will change as the car develops further through the season -aerodynamic research is an area of Formula One car design which never ceases."

While the clothes may change, like a supermodel, no Formula One car wants to gain weight under them. Beneath its attractive body, the C20 portrays much evidence of a winter diet, with the main masses - the engine and gearbox - bringing particular advantages in this respect, and new lightweight suspension components playing their own role.

Crucial weight saving has been complicated by the inevitable need to add weight to meet the stringent new chassis regulations. There is a greater amount of carbon fibre and Kevlar to meet the new side impact tests, while the rollover hoop test is now so strict that each car must be able to withstand the weight of an entire grid of F1 cars on the structure!

Nevertheless, the Sauber design team has achieved its aim of keeping weight to a minimum. There are fewer components in the C20 compared to the C19 of last year, which has not only helped to keep the weight down, but has also simplified the car and made it easier to maintain - thereby killing two birds with one stone. This idea has valuable connotations in the heat of qualifying, when quick set-up changes may be needed.

"Reduced weight will allow us to run more ballast and position it in a wider range of locations," technical director Willy Rampf reveals, "This will be particularly important in 2001, as the arrival of Michelin as a challenger to Bridgestone will spark serious tyre competition. The Sauber C20s will continue to run on the Japanese tyres, but we envisage occasions when one tyre manufacturer will have an advantage over the other, both in qualifying and the race, so the more we are in a position to change such things as weight distribution on our cars, the more flexible we can be in extracting its maximum performance."

While reacting to situations may dig the team or a driver out of a particular hole, planning can make all the difference to the general reliability of the car. Certain construction details or the choice of materials for manufacture are particularly important in this respect. The engine of the C20 does not need to blow 700 degree C fumes out through the rear wing - instead they are now released through tail pipes that exit on top of the rear bodywork, in a style pioneered by engine supplier Ferrari, to keep overheating of suspension and gearbox parts to a minimum.

High tech materials such as titanium and ceramics have again been used extensively in the C20, in order to reduce rolling resistance further and to promote greater longevity, better strength and lower weight when compared to the alternative steel.

The fixed weight items on the new car include the Ferrari engine that will be rebadged as the Petronas 01A this season in deference to the team's Malaysian sponsor. The unit is based on that which powered Michael Schumacher to the world championship last season, gave team-mate Rubens Barrichello his maiden F1 win, and allowed both to help Ferrari lift the constructors' title.

Compared to last year's model, the Petronas 01A has evolved with a further increase in power and reduction in weight. Significant design improvements also reduce friction and increase engine speed.

"The new 01A engine is an ideal engine for the C20," explained Osamu Goto, head of the team's engine department, "It's increased cylinder bank angle lowers the centre of gravity and reduces weight, allowing our engineers to optimise the car."

Testing has so far shown the C20 to be both quick and reliable, testament to the winter efforts of all concerned. The team will now hope that its promise can be carried into the new season, and not fade away as has become Sauber's unfortunate trademark in the past.