A few more for the Annex (all 1/24th)
Sauber C22Sauber-1 by
David Freeman, on Flickr
Sauber-2 by
David Freeman, on Flickr
Sauber-3 by
David Freeman, on Flickr
SAUBER C22
The Sauber C22 was the Formula One car that Sauber Petronas used to compete in the 2003 Formula One season and was the third car that Willy Rampf designed for Sauber. Nick Heidfeld and Heinz-Harald Frentzen drove this car with Neel Jani as the test driver. The engine was the Petronas 03A V10. The car's major sponsor was Credit Suisse.
The car's most successful race came in the shape of the United States Grand Prix at Indianapolis where they scored 10 points with Heidfeld finishing in 5th place and Frentzen achieving a podium finish of 3rd. The team finished sixth in the 2003 Constructors' Championship, scoring nineteen points from the sixteen races. This was one place down on the 5th position which the team achieved, when they used the Sauber C21s in the 2002 season.
Toyota TF-102TF102-1 by
David Freeman, on Flickr
Tf102-2 by
David Freeman, on Flickr
Tf102-3 by
David Freeman, on Flickr
TOYOTA TF102
The Toyota TF102 was the car with which the Toyota team competed in the 2002 Formula One season, the team's inaugural Championship campaign. The car reflected the results of a year's testing in 2001 with theTF101, and was designed primarily by Gustav Brunner and Dago Rohrer. As with the TF101, it was piloted during the season by Mika Salo and Allan McNish. The car had a much more conventional look in the aerodynamic sense than the test car did, something that was commented on by Brunner at its launch in November 2001: "The car tested during 2001 showed the results we wanted. This new model reflects the latest technology, and has a much more conventional setup than the test car." The car sported a different paint livery than the one seen on the test car, with a more abstract red and white design taking over from the contoured lines of the previous model.
At the opening race of the 2002 season in Melbourne, Salo came home sixth to give the team a point on its Formula One début. The Finn added a second point two races later, in Brazil. McNish, meanwhile, was on course for a point of his own in Malaysia, but a pit-lane mistake by the team meant he finished seventh. During qualifying for the final race of the season, at Suzuka, he wrote off a chassis completely when he crashed at the super-quick 130R corner, also tearing a hole in the Armco barrier. However, he sustained no serious injury, which paid testament to the safety of the TF102.
The two points put Toyota tenth in the Constructors' Championship, behind Minardi on count-back (Mark Webber had finished fifth in Australia) but ahead of the financially troubled Arrows.
Team principal Ove Andersson had warned at the beginning of the season that it would be very much a "learning year" and overall the car's performance was received with optimism due to its sturdy reliability.
Lotus 49B49b-2 by
David Freeman, on Flickr
49b-3 by
David Freeman, on Flickr
49b-4 by
David Freeman, on Flickr
LOTUS 49B
The Lotus 49 was a Formula One racing car designed by Colin Chapman and Maurice Philippe for the 1967 F1 season. It was designed around the Cosworth DFV engine that would power most of the Formula One grid through the 1970s and was the first successful Formula One car to feature the engine as a stressed member.
The 49 was an advanced design in Formula 1 because of its chassis configuration. The specially-designed engine became a stress-bearing structural member (seen earlier with the H16 engine in the Lotus 43 and BRM P83, but prior to that in the front-engined Lancia D50 of 1954), bolted to the monocoque at one end and the suspension and gearbox at the other. Since then virtually all Formula 1 cars have been built this way.
The 49 was a testbed for several new pieces of race car technology and presentation. Lotus was the first team to use aerofoil wings, which appeared partway through 1968. Originally these wings were bolted directly to the suspension and were supported by slender struts. The wings were mounted several feet above the chassis of the car for effective use in clean air, however after several breakages which led to near fatal accidents, the high wings were banned and Lotus was forced to mount the wings directly to the bodywork.