Switch to V8 to cost F1 teams more money

The V8 may look like a sawn-off V10 with the same cylinder angle, but technically it is an entirely separate concept. 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. Calculations and analysis of the individual components and simulation of the overall system are the key tools here. In terms of output – proportional to displacement – we’re talking about a drop of 20 percent. The size of the radiators can also be reduced by 20 percent as a result."

"Engine speeds will remain in around the same band as with the V10. What is more difficult to achieve is good drivability because, from 2006, the regulations stipulate a fixed duct length for the intake pipes. Variable intake pipes used to allow us to optimize the torque curve. Now we have to find a compromise between maximum power and drivability. 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. In practical terms, the switch to V8 engines flies in the face of the goal to reduce costs. Mario Theissen, BMW