To respond to the drastic regulatory changes introduced in 2010, the Grove-based team from Oxfordshire, England, built the Williams FW32. The ban on in-race refuelling forced designers to significantly lengthen the wheelbase of the car, an unavoidable move to accommodate a much larger fuel tank behind the driver without compromising the overall section of the vehicle. At the top of the team hierarchy still sat the two founders, Frank Williams (Team Principal) and Patrick Head (Director of Williams Grand Prix Engineering), but operational and technical management on track was entrusted to a new generation of engineers, whose positions had in fact all been confirmed from the previous season.
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| WILLIAMS FW32, Nico Hülkenberg Montréal, Canadian GP 2010 |
The design, development, and track management of the FW32 were led by three main figures: Technical Director Sam Michael (at Williams since 2001 and promoted to Technical Director in 2004, inheriting the role historically held by Patrick Head. The Australian engineer had ultimate responsibility for the entire FW32 project and for race strategy management. Michael was a centralising figure: he supervised both the design department in Grove and the pit-wall operations during race weekends), Chief Designer Ed Wood (who joined Williams in 2006 and was responsible for translating the team’s conceptual ideas into physical components. Under his direction, the FW32’s architecture was created, including the complex challenge of packaging the doubled fuel tank required by the refuelling ban and the miniaturisation of the aluminium gearbox casing), and Head of Aerodynamics Jon Tomlinson (coordinator of the wind tunnel programme, responsible with his group for the FW32’s interpretation of the double diffuser and the in-season development of the F-Duct system integrated into the shark fin, a complex solution requiring a major micro-aerodynamic effort to function correctly). In addition to these three figures, the team confirmed Clive Cooper (Head of Design – Composites and Structures), Christopher Brawn (Head of Design – Suspension, Steering, Brakes), and Mark Loasby (Head of Design – Systems) in their respective roles. A fundamental role in extracting the FW32’s potential was played by the race engineers, who acted as the link between the drivers’ feedback and computer data. Tom McCullough (race engineer for the debuting German driver Nico Hülkenberg) and Andrew Murdoch (race engineer for Rubens Barrichello). The Brazilian driver’s enormous experience helped the technical staff make decisions regarding mechanical updates throughout the season and understand the fuel-consumption limits of the Cosworth engine.
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| WILLIAMS FW32, Nico Hülkenberg Monza, Italian GP 2010 |
The aerodynamics of the Williams FW32 were heavily influenced by two dominant factors of 2010: the need to considerably lengthen the wheelbase to accommodate the new approximately 240-litre fuel tank and the maximisation of downforce through the double diffuser, before its definitive ban for 2011. Furthermore, the switch to front tyres with a reduced tread width (from 270 mm to 245 mm) altered the turbulent wake generated by the rotating wheels. In response to these challenges, the Williams FW32 featured a distinctly high and squared-off nose. The lower section was heavily sculpted to channel the greatest possible amount of undisturbed air towards the flat floor and the side flow deflectors (bargeboards). The front wing featured complex endplates, designed to push airflow outside the front wheels (the outwash effect), reducing the aerodynamic drag generated by tyre rotation. To compensate for the car’s increased length, the sidepods were shaped with an extremely smooth transition and strong tapering towards the rear. This design was intended to free up the upper surface of the flat floor, accelerating airflow directed towards the upper section of the diffuser. The inclination of the radiators inside the sidepods was optimised to keep the frontal area as small as possible, minimising aerodynamic drag. The FW32’s double diffuser featured significantly higher and wider central channels, fed by openings located in the transition area of the flat floor. During the first half of the season, the team worked on directing hot exhaust gases exiting from the high exhaust outlets above the diffuser’s main profile to increase the extraction of airflow from the floor, before switching to low-mounted blown exhausts, following Red Bull’s example. After witnessing the effectiveness of McLaren’s F-Duct system, Williams also developed its own version during the season, introducing important structural modifications to the engine cover and rear wing. The Williams system was integrated inside the shark fin on the engine cover. When the driver activated the mechanism by covering a small hole in the cockpit, airflow was redirected through the fin towards the main slot in the rear wing, causing the boundary layer over the wing to stall, drastically reducing aerodynamic drag on the straights and providing an estimated top-speed increase of between 7 and 10 km/h.
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| WILLIAMS FW32, Rubens Barrichello Hockenheim, German GP 2010 |
The mechanical architecture of the Williams FW32 was deeply influenced by two main factors: the switch to Cosworth power and the need to make the rear end as narrow and compact as possible to improve the aerodynamic efficiency of the double diffuser. After three years powered by Toyota engines, in 2010 the FW32 was equipped with the Cosworth CA2010 V8, known for having excellent peak power at high revs and good drivability, as well as a well-integrated electronic management system (supplied by Magneti Marelli), but it was more demanding in terms of fuel consumption compared with its main rivals (Mercedes and Ferrari). This forced Williams to design a slightly larger fuel tank than its competitors, further increasing the car’s wheelbase and penalising total weight at full fuel load during the early stages of races. The aluminium-cast gearbox casing was optimised to be extremely rigid while featuring very thin walls, making it so compact and low that airflow from the floor could pass almost undisturbed above and around the transmission, maximising the efficiency of the internal channels of the double diffuser. The driveshafts and suspension links were angled aggressively in order not to obstruct the diffuser area. The suspension mechanics retained the traditional push-rod layout both at the front and rear, but with completely revised geometries to manage the weight variation caused by fuel consumption (more than a 160 kg difference between the beginning and end of a race). The use of the “third element” (mechanical and hydraulic) was further developed to control pitching under braking, preventing excessive changes in ride height that would have destabilised aerodynamic flow. Another important mechanical detail concerned the brake cooling system and hub management. Williams adopted highly sophisticated front brake ducts that not only supplied air to the discs but also channelled part of the airflow through the wheel hub, expelling it outside the rim. This mechanical solution helped reduce the aerodynamic drag created by turbulence from the rotating wheel.
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| WILLIAMS FW32, Nico Hülkenberg Istanbul Park, Turkish GP 2010 |
During the early stages of the championship, the FW32 proved to be a difficult car to manage. Although its outright single-lap speed was good, race pace suffered enormously due to the high fuel consumption of the Cosworth engine, which forced the car to start with more fuel than its rivals. During the opening stint with a full fuel load, the car severely destroyed the front Bridgestone tyres. In the first eight races of the season, Barrichello and Hülkenberg scored very few points, but with the major upgrade package introduced at the European Grand Prix in Valencia (revised diffuser, low-mounted blown exhausts, and the F-Duct system), the FW32 became a consistent presence in the top ten. The absolute performance peak came at the penultimate race in Brazil, where Hülkenberg achieved an unexpected pole position (secured while the track was drying). In summary, the FW32’s performances reflected those of a respectable but not top-level car: it was not capable of fighting for victories, but it managed to win the extremely tight midfield battle against Force India and Sauber. With 69 points (47 scored by Barrichello and 22 by Hülkenberg), Williams finished 6th in the Constructors’ Championship.
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