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from itv-f1.com:


TOYOTA TF105


Toyota’s technical staff have had a real challenge building their new TF105 design to the sport’s new technical regulations.

Here, technical director Mike Gascoyne, designer Gustav Brunner and engine boss Luca Marmorini talk us through how they did it.

Gascoyne: “The most significant changes on the chassis lie in the aerodynamics area, with changes to the front wing, rear wing and diffuser the most noteworthy.

“To combat these changes we have placed a lot more resources into the windtunnel area over the last year and I hope that the TF105 will represent the fruits of our labours.

“Initially, we lost around 25% downforce with the new aero regulations, but we are striving to reduce this by the largest possible amount in time for the first race of the season in Australia and then subsequently throughout the year.

“Since the end of 2003, we have restructured the chassis area considerably in order to place more emphasis on our work in the windtunnel, not simply to increase the number of parts being tested, but more importantly to enhance the accuracy of the results.

“In the chassis design office, almost immediately after the TF104 was launched, we opted to appoint two project groups, one focusing on the development of the TF104, latterly the TF104B, and the other concentrating on the TF105, headed up by Chief Designer Gustav Brunner.

“Aside from the aerodynamics, we have improved in all other areas of the car by paying close attention to the detailed design.

“Work has continued to improve the overall stiffness of the chassis, engine and transmission package, incorporating the improved safety requirements of the FIA, whilst further reducing the combined weight of the car and its centre of gravity.

“Gustav and his team have looked at the entire mechanical package and put in a large effort particularly on the rear end of the car, something we felt was one of our weaknesses last season.

“We have greatly enhanced stiffness and damping characteristics at the rear of the TF105. As part of this process, we have also concentrated on producing a lighter and stiffer gearbox.”

Brunner: “For the first time in Panasonic Toyota Racing’s short history, we have focused solely on the efficiency of our internal operations and testing. The TF105, unlike its predecessors, has a lot of carry-over parts.

“We have carefully applied methods and categorisation to greatly augment our testing procedures and we are subsequently getting more valuable data to make our package as competitive as possible for this season.”

“Mechanically, the car is an evolution and we have worked hard to reduce the weight of the car from the TF104 to the TF104B.

“This has now naturally progressed to the TF105, but the devil is in the detail, so we have made many meticulous changes to the mechanical side of the car.”

Marmorini: “Toyota’s maxim of continuous improvement has again formed the backbone of engine development.

“Because of the change in engine regulations, the RVX-05 is an evolution of the RVX-04. We wanted to have enough time to modify long lead time parts like crankshafts and blocks, so we started working at an early stage to a two-race engine.

“Every part has had to go through extensive reliability testing on the transient dynos to ensure the engine can last for two race weekends.

“Like 2004, we have had to double the mileage of the engine without compromising the performance of the unit.

“A hybrid version of the RVX-05 with 2004-specification fixation points was fired up on the dyno in July 2004, giving us ample time for fine-tuning and further development before its first run with the 2005 specification fixation points in the TF105.

“We will start the 2005 season with the same level of horsepower as we ended 2004, but with double the life expectancy.

“The first track tests with the hybrid version were very promising and I believe that the Toyota RVX-05 will be among the very best engines in Formula 1 in 2005.”