BMW in Formula One

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BMW Sauber
)
BMW
Full nameBMW Sauber F1 Team (20062009)
BaseHinwil, Switzerland
Munich, Germany
Noted staffMario Theissen
Peter Sauber
Willy Rampf
Willem Toet
Andy Cowell
Noted driversGermany Ernst Klodwig
France Marcel Balsa
Germany "Bernhard Nacke"
Germany Rudolf Krause
Colombia Juan Pablo Montoya
Germany Nick Heidfeld
Canada Jacques Villeneuve
Poland Robert Kubica
Germany Sebastian Vettel
Formula One World Championship career
First entry1952 German Grand Prix
Races entered72
EnginesBMW
Constructors'
Championships
0
Drivers'
Championships
0
Race victories1
Podiums17
Points308
Pole positions1
Fastest laps2
Final entry2009 Abu Dhabi Grand Prix
BMW as a Formula One engine manufacturer
BMW Sauber
Constructors' Championships0
Drivers'
Championships
1 (1983)
Race victories20
Podiums86
Points1,021
Pole positions33
Fastest laps33
works team
.

Megatron badge. Turbocharged engines were banned by the revised Formula One Technical Regulations for 1989
, rendering the M12/13 obsolete.

BMW decided to return to Formula One in the late 1990s by signing an exclusive contract with the

Sauber
team outright.

The

BMW Sauber project lasted from 2006 until 2009, and resulted in a substantial increase in competitiveness for the Swiss former privateer team. Two podium finishes in the first year were followed by a solid third in the Constructors' Championship in 2007 (which became second when McLaren was disqualified). In 2008, Robert Kubica won the team's only race, the 2008 Canadian Grand Prix, and led the Drivers' Championship at one point, but the team chose to focus on development of its 2009 car and slipped back in the standings by the end of the season. The 2009 season was a major disappointment as the F1.09 chassis proved uncompetitive. Combined with the global financial recession and the company's frustration about the limitations of the contemporary technical regulations in developing technology relevant to road cars, BMW chose to withdraw from the sport, selling the team back to its founder, Peter Sauber
.

Entries in the 1950s and 1960s

Gerhard Mitter was killed as a result of crashing his BMW 269 Formula Two car during practice for the 1969 German Grand Prix.

The early years of the post-war World Drivers' Championship saw private BMW racing cars, based on the pre-war BMW 328 chassis, entered in the 1952 and 1953 German Grands Prix. BMW-derived cars were also entered by the Alex von Falkenhausen Motorenbau (AFM) and Veritas companies in occasional races from 1951 to 1953. The entries occurred during this period because the championship was effectively run to Formula Two regulations, allowing the BMW cars to take part. Amongst the modified 328s was one driven by an engine in the rear of the car (known as the "Heck", the German automotive term for "back" or "rear"), a design feature which became standard in Formula One in the early 1960s after later success by the Cooper team.[1]

In the 1960s, the Formula One German Grand Prix was often held concurrently with a Formula Two race on the same circuit, allowing BMW F2 cars to take part. In 1967, BMW entered Hubert Hahne in a Lola F2 chassis powered by an enlarged BMW engine which meant that it conformed with the Formula One regulations, while David Hobbs was entered by Lola in the same combination with the standard smaller BMW engine. For the 1968 race, Hahne returned with the previous year's combination and finished tenth, BMW's best result up to this point in its Formula One history. BMW then entered three of its own 269 F2 chassis for the 1969 race, for the trio of Hahne, Gerhard Mitter and Dieter Quester, but Mitter was fatally injured in a practice accident and the remainder of the team withdrew from the race.[2]

Engine supplier

Brabham, ATS, Arrows, Benetton and Ligier (1982–1988)

Bernie Ecclestone, the team principal of Brabham, signed a deal with BMW for a supply of M12/13 engines in 1980.

Following the commencement in

Bosch electronics, including fuel injection. This engine formed the basis of the M12/13 design, the race unit that BMW ultimately supplied to five teams from 1982 to 1988.[5]

Initial discussions were held with double World Champion

Ligier team. Neerpasch had arranged the sale of Rosche's M12/13 engine to Talbot, but Rosche and Neerpasch's successor, Dieter Stappert, successfully protested to their board that such an undertaking deserved full works commitment, particularly as the fact that M12/13 was derived from a production road car engine meant that potential success could be extremely valuable to BMW from a marketing and sales point of view. BMW thus negotiated an exclusive supply of M12/13 engines to the Brabham team.[5]

Testing of the M12/13 got underway in late 1980 with a Brabham BT49 chassis converted to accept the engine. The team's designer, Gordon Murray, designed a new car, the BT50 for the engine, but it was not completed until well into the 1981 season. The BT50 featured a longer wheelbase and a larger fuel cell than the BT49 to accommodate the requirements of the more powerful turbo engine, and was also one of the first Formula One cars to feature onboard telemetry as a means of monitoring the engine's fuel injection.[5] The team's lead driver, Nelson Piquet, tested the BT50 throughout 1981, but the car proved chronically unreliable until Bosch introduced a digital electronic management system at the end of the year, which immediately improved the situation.[3] The BT50 made a solitary race weekend appearance at the 1981 British Grand Prix, where Piquet set a qualifying time 0.7 seconds slower than his effort in the Cosworth DFV-powered BT49. The BT50 handled poorly but recorded 192 miles per hour (309 km/h) through the speed trap, some 15 miles per hour (24 km/h) faster than the BT49.[6] Meanwhile, Brabham won the Drivers' Championship with Piquet, who drove the BT49 throughout the season.[7]

Brabham began the

1982 season with two BMW-powered BT50 chassis at the South African Grand Prix, where Piquet and Patrese qualified second and fourth respectively, but retired early in the race. Team principal Bernie Ecclestone was under pressure from the team's title sponsor, Parmalat, to defend Piquet's championship, and opted to race with the Cosworth-powered BT49 chassis at the Brazilian Grand Prix, which Piquet won but was later disqualified for circumventing the minimum weight limit by running "water-cooled brakes". Both drivers also raced the BT49 at the Long Beach Grand Prix, and the team boycotted the San Marino Grand Prix as part of the ongoing FISA–FOCA war. For the following race, the Belgian Grand Prix, Piquet and Patrese switched back to the BT50, but Piquet finished three laps behind the winner and Patrese retired. As the relationship between Brabham, BMW and Parmalat became strained, Ecclestone was forced to compromise, with Piquet continuing development of the BT50 whilst Patrese raced with the Cosworth chassis. At the Monaco Grand Prix, Patrese won, whilst Piquet was more than two seconds slower in qualifying and retired from the race. The nadir of BMW's Formula One involvement thus far came at the Detroit Grand Prix
, where engine reliability problems prevented Piquet from qualifying.

The association between BMW and Brabham lasted from 1981 until 1987. Pictured is Nelson Piquet driving the BMW-engined Brabham BT54 at the 1985 German Grand Prix.

BMW's fortunes suddenly improved, however, at the next race in Canada, where the cool conditions suited the turbocharged engines and allowed Piquet to lead home Patrese (still in the BT49), to record BMW's first Formula One victory. For the remainder of the season, both drivers raced with the BT50, and used Murray's radical strategy of a planned pit stop for refuelling midway through the race to run at the front of the field on numerous occasions. The car was still unreliable, though, restricting Piquet and Patrese to just four further finishes before the end of the season. The BMW engine's competitiveness was shown by the fact that Piquet retired from the lead of the British, French and German Grands Prix, whilst Patrese likewise retired from the lead of the Austrian Grand Prix. Patrese also secured BMW's first fastest lap at the French Grand Prix, whilst Piquet took the marque's maiden pole position at the Austrian race.

In

ATS team this season, but sole driver Manfred Winkelhock
was unable to score any points.

For

IndyCars, but committed to F1 full-time part-way through the year. Due to his American commitments he missed three races, in which he was substituted by his brother, Corrado
. Winkelhock also raced for the team in the final race of the season after the Fabis' father died shortly before the event.

In 1985, Brabham switched to Pirelli tyres, which had previously not been very competitive against the established Goodyear and Michelin suppliers, in the hope that the Italian company could provide bespoke tyres that would especially suit the new BT54 chassis. This proved to be a misjudgement, as Piquet only won one race—the French Grand Prix—and the team dropped from fourth to fifth in the Constructors' Championship. The team again had a clear number-one driver policy, with the second seat again being shared, this time between François Hesnault and Surer. Arrows, by contrast, had a much improved season, scoring 17 points with Berger and Boutsen, including a podium finish for the latter at the San Marino Grand Prix.

Benetton was the only other team that was supplied with the M12/13 to win a race.

For the

1986 season, Murray designed the radical low-line BT55 chassis, whose aim was to significantly reduce the car's drag and lower its centre of gravity. BMW produced the M12/13/1 engine, which was tilted sideways to fit in the reduced space allocated to the engine. Despite its theoretical advantages, the BT55 proved uncompetitive, suffering from poor traction and numerous mechanical failures caused by oil scavenge problems in the tilted engine. Moreover, the team suffered the death of Elio de Angelis in a testing accident after four races; his replacement Derek Warwick and team returnee Patrese scored two points between them all season. The Arrows team also slipped backwards, scoring just one point with Boutsen, Surer and Christian Danner, and also lost Surer's services mid-season when the Swiss driver was seriously injured in a rallying accident. BMW's most successful 1986 partnership was thus with the new Benetton team, which scored 19 points, won the Mexican Grand Prix
and took two pole positions with Berger and Teo Fabi. Arrows and Benetton continued to use the original "upright" version of the M12/13 engine.

BMW reduced its full works commitment to the sole supply of Brabham in

Ligier
team in 1987 only. Arrows finished fifth in the Constructors' Championship in the latter of these two seasons, a result which stands as the best in the team's 25-year history.

For 1989, the technical regulations were changed to ban turbocharged engines, outlawing the M12/13 engine. During its time in F1, the engine had won the 1983 Drivers' Championship and nine Grands Prix. It also took 14 pole positions and set 13 fastest laps.

Williams (2000–2005)

After a ten-year absence from

Renault, but the French company withdrew from the sport at the end of 1997, leaving team owner Frank Williams and Technical Director Patrick Head in need of a new engine partnership to remain competitive. As BMW spent 18 months building and testing a normally aspirated, three-litre V10 engine to comply with technical regulations that had changed significantly since the 1980s, the team used old Renault engines rebadged as first Mecachrome and then Supertec
.

BMW's E41 engine was ready to compete in the

2000 season, fitted in the FW22 and driven by Ralf Schumacher and Jenson Button. Schumacher scored a podium finish in the engine's first race, and added two more during the course of the season. A series of consistent points-scoring finishes meant that Williams finished a competitive third in the Constructors' Championship, some distance behind the dominant Ferrari
and McLaren teams, but ahead of engine manufacturers with more recent experience.

Ralf Schumacher at the 2003 United States Grand Prix. The 2003 season was the most successful of Williams' six seasons using BMW engines.

After the relatively conservative E41, BMW designed the more aggressive P80 engine for

Monza
.

For 2002, the reliability and consistency of the FW24 chassis was much improved, but Ferrari made a more significant step forward with its own F2002 chassis and dominated both championships. The team scored twelve more points than in the previous year and beat McLaren to second place in the Constructors' Championship, but only won a single race with Schumacher at the Malaysian Grand Prix. Moreover, Montoya was unable to win a single race, despite taking seven pole positions.

The Williams team was more competitive in 2003, as both drivers won on two occasions and Montoya remained in contention for the Drivers' Championship until the penultimate race of the season. However, he ultimately fell short, as did the team in the Constructors' Championship, as although the FW25 was often the car to beat in the second half of the season, it took too much time to reach this point.

For 2004, the team produced the FW26 chassis, which featured a radical nose section designed by Antonia Terzi. This design proved ineffective, however, in another year of Ferrari dominance, and Williams slipped to fourth in the Constructors' Championship, with Montoya's victory in the Brazilian Grand Prix its sole win in the 2004 season. Before this result, the team had suffered the embarrassment of a double disqualification from the Canadian Grand Prix due to brake duct irregularities, and then Schumacher sustaining spinal injuries as a result of a high-speed crash at the United States Grand Prix, which caused him to miss six races until he recovered. Both drivers left the team at the end of the season.

The final year of BMW's association with Williams,

Sauber team instead for 2006
and end its deal with Williams.

BMW Sauber

BMW Sauber
2008)
Race victories1
Podiums17
Pole positions1
Fastest laps2
Final entry2009 Abu Dhabi Grand Prix

BMW bought Swiss team

Sauber in June 2005 to form the BMW Sauber F1 Team (initially BMW planned to utilize BMW F1 Team naming). The takeover came after BMW's relationship with Williams had deteriorated in the previous months, the partnership ending at the end of the 2005 season. The team, operated under a German racing licence, was based at Sauber's headquarters in Hinwil, Switzerland and BMW's headquarters in Munich
, Germany. BMW retained Sauber naming for 2006 to 2009 seasons due to historical reasons despite BMW ownership.

The team scored two podium finishes and came fifth in

2007 after the McLaren team had been excluded from the championship. Robert Kubica took the team's only Grand Prix victory at the 2008 Canadian Grand Prix. Following a poor 2009 season, BMW withdrew from Formula One and sold the team back to founder Peter Sauber
.

2006

For the

third driver. The team continued to use Sauber's facilities, mostly for chassis construction and wind tunnel testing, while BMW's headquarters in Munich were responsible for building the new 2.4-litre P86 V8 engine, revised technical regulations forcing a change from the 3-litre V10 formula. This replaced the Petronas-badged Ferrari engines which the team had used since 1997. The Sauber team's existing major sponsors, Petronas and Credit Suisse, renewed their contracts with BMW. The team also announced a technical partnership with technology company Intel.[8]
The team's new livery, which was maintained throughout its tenure in Formula One, consisted of the traditional BMW blue and white with a hint of red.

Nick Heidfeld took the team's first podium finish at the 2006 Hungarian Grand Prix.

Villeneuve scored the team's first points with a seventh-place finish at the Malaysian Grand Prix, after Heidfeld retired from fifth with an engine failure late in the race. Over the first two thirds of the season the drivers picked up points with a succession of seventh and eighth-place finishes, plus a fourth-place finish for Heidfeld at the Australian Grand Prix. The team ran a radical "twin towers" aero enhancement on the front of the car for the French Grand Prix, which was meant to improve the flow of air over the top of the chassis.[9] The parts were promptly banned by the Fédération Internationale de l'Automobile (FIA) as they were adjudged to impede the drivers' vision and thus compromise safety.[10]

Heidfeld scored the team's first podium finish at the Hungarian Grand Prix from tenth on the grid. This race also saw the début of Robert Kubica, who replaced Villeneuve after the latter had crashed heavily at the preceding German Grand Prix. Kubica finished seventh, although he was later disqualified after his car was found to be underweight. The official reason for Villeneuve's absence was that he was recovering from his previous accident, but the team later announced that the driver change was permanent.[11] Kubica scored BMW Sauber's second podium finish of the season at the Italian Grand Prix, after running in third place for most of the race and leading briefly during the first round of pit stops while Heidfeld finished in eighth. The team scored a total of 36 points to finish fifth in the Constructors' Championship, an improvement on Sauber's eighth position with 20 points in 2005.

2007

Heidfeld took BMW Sauber's best result of 2007 with second place at the Canadian Grand Prix.

On 19 October 2006, BMW announced that

2007 Formula One season with Sebastian Vettel taking the test and reserve driver role. Timo Glock was later signed as the team's second test driver.[12] The team launched its 2007 car, the F1.07, on January 16, 2007.[13]

The new car showed promising form throughout winter testing, topping the times sheets on occasions. However, team principal Mario Theissen declared some reliability concerns before the season's opening race in Australia. Kubica retired from fourth place with a gearbox problem, but Heidfeld took over the position and held it to the end of the race. In the early races of the season, Heidfeld and Kubica scored a series of points finishes and established BMW Sauber as the third-fastest team, behind Ferrari and McLaren. Theissen also made the point that the performance gap between BMW Sauber and the two top teams was less than the gap between BMW Sauber and the teams behind it.[14]

The Canadian Grand Prix brought mixed fortunes for the team. While Heidfeld scored BMW Sauber's best result thus far with a second-place finish, Kubica suffered a huge crash that resulted in a long safety car period. The media was initially told Kubica had broken his leg, but it later proved that he had escaped with only a sprained ankle and concussion.[15] Vettel took his place in the United States Grand Prix, finishing in eighth place and therefore becoming the youngest driver to score a Formula One World Championship point. Later in the season, Vettel moved teams to take a race seat at the Toro Rosso team.

Kubica returned to racing action at the French Grand Prix and proved his recovery by finishing in fourth position. Over the remainder of the season, he and Heidfeld continued their form to score a total of 101 points, which secured the team second in the Constructors' Championship after McLaren's disqualification. Heidfeld scored another podium finish at the Hungarian Grand Prix and scored 61 points to Kubica's 39, while Vettel's sole appearance produced an additional point.

2008

The Canadian Grand Prix saw Robert Kubica win his and BMW Sauber's first race.

On August 21, 2007, BMW confirmed its driver line-up of Heidfeld and Kubica for the 2008 season.[16] Their 2008 car, the F1.08 was officially launched in Munich at BMW Welt on January 14, 2008. It made its track debut at Valencia the next day, with Robert Kubica driving. Team principal Mario Theissen set the target of the team's first win.

BMW Sauber started the season well with Kubica narrowly missing out on pole after a mistake in his main qualifying lap in Melbourne. He later retired after being hit by Kazuki Nakajima but Heidfeld finished second. Kubica took second in Malaysia, with Heidfeld in 6th setting the fastest lap of the race. The team's points total of 11 was their largest score up to that time. In Bahrain, Kubica scored his and the team's first ever pole position, beating Felipe Massa by just under three hundredths of a second. The team went on to finish 3rd and 4th in the race, equalling their highest round points total and promoting them to first place in the constructors' championship for the first time.

The team also attained a second-place finish in the Monaco Grand Prix with Robert Kubica, beating both Ferraris and only trailing the McLaren of Lewis Hamilton by three seconds.

BMW Sauber's first race victory came in the 2008 Canadian Grand Prix, the team achieving a one-two finish with Robert Kubica's first race win and Nick Heidfeld taking second place. The victory came after Lewis Hamilton collided with Kimi Räikkönen in the pitlane, ending the race for both drivers. Kubica was on a different refueling strategy from Heidfeld, who also briefly led the race before securing the one-two finish for BMW Sauber in comfortable fashion.

After the team's breakthrough win, development was switched to the 2009 season where new regulations come into play. This greatly annoyed Kubica, (who was leading the championship after the Canadian Grand Prix), as he felt they could have had a realistic chance of taking at least one title. The lack of development was reflected with a drop of form throughout the second half of the season, causing BMW to be outpaced by Renault, Toyota and even Toro Rosso (who started the season as one of the slowest teams) by the end of the season. Despite this, Kubica remained with an outside chance of taking the drivers championship until the Chinese Grand Prix, the 17th round out of 18.

In October the team confirmed that they would stick with Robert Kubica and Nick Heidfeld as their drivers for the 2009 Season.[17]

2009

The poor performance of the F1.09 chassis contributed to BMW's withdrawal from Formula One at the end of the season.

Although BMW Sauber targeted the

regenerative braking system (KERS) and a double deck diffuser. While the new diffuser was implemented, the KERS could not be made to fit the new car and both drivers raced without the device. After the qualifying session for the British Grand Prix Mario Theissen announced that the team had decided to halt further development KERS; of which BMW had been one of the strongest proponents, and focus instead on improving the car's aerodynamics. This left Ferrari and McLaren as the only remaining users of the KERS system. In the European Grand Prix at Valencia Robert Kubica
scored the team's first points since the race in Turkey.

Following a meeting of the BMW board on July 28, the company held at press conference the following morning in which it confirmed the team's withdrawal from Formula One at the end of 2009. Chairman Norbert Reithofer described the decision as a strategic one.[18] The Formula One Teams Association released a statement in response pledging its support to help the team remain in F1.[19]

On 15 September 2009 it was announced that BMW Sauber had secured a buyer,

Lotus had been given the 13th and final slot in the 2010 Championship. The team were awarded what was termed a 14th entry, which hinged either on another team dropping out or all the other teams agreeing to allow 28 cars to enter the 2010 Championship.[20][21]

On November 22, Swiss newspaper SonntagsZeitung revealed that Qadbak's attempt to purchase the team had failed as it did not have the necessary funds. Qadbak turned out to be a

shell company with no assets and no investors behind it.[22] On November 27, 2009, it was announced that Peter Sauber would repurchase the team conditional upon the team receiving a FIA entry for the 2010 season.[23] The FIA subsequently granted Sauber an entry on December 3, after Toyota had left the sport.[24] The team used Ferrari engines in 2010.[25]

Formula One customer engine results (1952–2005)

Entrant Season(s) Total wins First win Last win Pole Positions First Pole Last Pole
United Kingdom Frazer Nash 1952 0 - - 0 - -
West Germany Ernst Klodwig 19521953 0 - - 0 - -
East Germany Rudolf Krause 1952 0 - - 0 - -
Germany "Bernhard Nacke" 1952 0 - - 0 - -
Germany Willi Krakau 1952 0 - - 0 - -
France Marcel Balsa 1952 0 - - 0 - -
Germany Dora Greifzu 1953 0 - - 0 - -
Germany Hans Klenk 1954 0 - - 0 - -
West Germany Bayerische Motoren Werke 19671968 0 - - 0 - -
United Kingdom Lola Racing Ltd 1967 0 - - 0 - -
United Kingdom Brabham 19811987 8 1982 Canadian Grand Prix 1985 French Grand Prix 13 1982 Austrian Grand Prix 1985 Dutch Grand Prix
ATS
19831984 0 - - 0 - -
United Kingdom Arrows 19841988 0 - - 0 - -
United Kingdom Benetton 1986 1 1986 Mexican Grand Prix 1986 Mexican Grand Prix 2 1986 Austrian Grand Prix 1986 Italian Grand Prix
Ligier
1987 0 - - 0 - -
Williams
20002005 10 2001 San Marino Grand Prix 2004 Brazilian Grand Prix 17 2001 French Grand Prix 2005 European Grand Prix
Total 19522005 19 1982 Canadian Grand Prix 2004 Brazilian Grand Prix 32 1982 Austrian Grand Prix 2005 European Grand Prix

* Excludes factory team.
† BMW engine re-badged as Megatron in 1987 and 1988.

Formula One results

See also

References

Books

  • Bamsey, Ian; Benzing, Enrico; Lawrence, Mike; Staniforth, Allan (1988). The 1000 BHP Grand Prix Cars. London: Guild Publishing. .
  • Hamilton, Maurice, ed. (1981). .

Journals

Footnotes

  1. Haymarket Publications
    ). Retrieved 2010-03-27.
  2. Haymarket Publications
    ). Retrieved 2010-03-27.
  3. ^ a b Doodson (2009), p. 44.
  4. ^ Bamsey et al (1988), p. 49.
  5. ^ a b c Bamsey et al (1988), p. 50.
  6. ^ Hamilton (ed.), p. 161.
  7. ^ Bamsey et al (1988), p. 51.
  8. ^ "BMW nets Intel sponsorship". news.bbc.co.uk. BBC Sport. 2005-12-15. Retrieved 2008-04-14.
  9. ^ "Villeneuve sets Magny Cours pace". news.bbc.co.uk. BBC Sport. 2006-07-15. Archived from the original on 11 March 2008. Retrieved 2008-04-14.
  10. ^ "BMW ordered to remove nose fins". news.bbc.co.uk. BBC Sport. 2006-07-26. Retrieved 2008-04-15.
  11. ^ Robertson, David (2006-08-07). "It's the end of the road for Villeneuve". timesonline.co.uk. London: The Times. Retrieved 2008-04-15.
  12. ^ "Glock signed as BMW second driver". Grandprix.com. 21 December 2006. Archived from the original on 3 January 2007. Retrieved 2006-12-21.
  13. ^ "The new BMW F1.07". Grandprix.com. 16 January 2007. Archived from the original on 20 January 2007. Retrieved 2007-01-16.
  14. ^ – Interview with Mario Thiessen. Archived April 22, 2007, at the Wayback Machine
  15. ^ "Kubica escapes injury after crash". BBC. 10 June 2007. Archived from the original on 18 June 2007. Retrieved 2007-06-10.
  16. ^ "Heidfeld and Kubica stay at BMW". BBC News. 21 August 2007. Retrieved 2007-08-21.
  17. ^ Kubica and Heidfeld stay with BMW BBC Sport'.' Retrieved 8 October 2008.
  18. Haymarket
    . Retrieved 2009-07-29.
  19. ^ Perillo, Simone (29 July 2009). "Statement by FOTA Secretary General". teamsassociation.org. Formula One Teams Association. Archived from the original on 2012-03-20. Retrieved 2009-07-29.
  20. ^ "BMW F1 team secures Swiss buyer". BBC News. 2009-09-15. Retrieved 2011-08-10.
  21. ^ "BMW expects team to race in 2010". Autosport.com. 2009-09-15. Retrieved 2011-08-10.
  22. ^ SonntagsZeitung, 2009-11-22
  23. ^ Pablo Elizalde (27 November 2009). "BMW sells F1 team back to Peter Sauber". autosport.com. Haymarket Publications. Archived from the original on 30 November 2009. Retrieved 2009-11-28.
  24. Haymarket Publications. Archived
    from the original on 6 December 2009. Retrieved 2009-12-03.
  25. ^ Jonathan Noble and Matt Beer (24 September 2009). "Theissen confirms Ferrari engine deal". autosport.com. Haymarket Publications. Retrieved 2009-09-24.

External links