The conclusion of the partnership between BMW and Sauber in 2009 marked a fundamental turning point for the future of the Swiss team from Hinwil. Having acquired majority control of the team at the end of 2005, the German manufacturer achieved significant milestones in a short time, culminating in third place in the 2008 Constructors' Championship. However, the regulatory changes for 2009 and the concomitant global financial crisis, which hit the automotive sector hard, prompted BMW's board to announce, on July 29, 2009, its departure from Formula 1 at the end of the year. BMW's withdrawal plunged the team into uncertainty, to the extent that the FIA initially did not include Sauber among the entrants for the 2010 World Championship, awarding the final slot to Lotus Racing. In September 2009, BMW attempted to sell the team to Qadbak Investments, an alleged Swiss investment fund; the deal, however, quickly fell through due to serious doubts about the buyer's actual financial stability. Faced with the prospect of bankruptcy and the risk of dismissal for hundreds of employees in Hinwil, founder Peter Sauber personally intervened to acquire the majority of the team from BMW on November 27, 2009, making admission to the following championship a condition. On December 3, 2009, following Toyota's withdrawal, the FIA officially confirmed Sauber's participation in the 2010 season. Due to obligations linked to commercial agreements and the Concorde Agreement, the team had to retain the official name “BMW Sauber F1 Team” for the entire 2010 championship, despite no longer having either the engines or the support of the Bavarian brand. Taking advantage of its historic ties with Maranello, Peter Sauber quickly secured a supply of Ferrari V8 engines for 2010. This rescue operation averted the closure of the Hinwil facility and preserved the team's operational continuity, allowing it to continue its journey in Formula 1 through the Alfa Romeo and Audi projects.
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| SAUBER C29, Kamui Kobayashi Melbourne, Australian GP 2010 |
Returning to the helm as Team Principal but without the budget guaranteed by BMW, Peter Sauber had to downsize the corporate structure while simultaneously ensuring the accelerated development of the new C29. With the exception of BMW personnel, the 2009 technical group was largely retained with a few targeted additions. Willy Rampf remained Technical Director, overseeing the initial stages of the C29's design and the adaptation to the change in engine supplier from BMW to Ferrari. In spring 2010, after more than ten years at the team's technical helm (apart from a spell in rallying), Rampf retired from Formula 1 for personal reasons, giving way to James Key, who came from Force India and was instrumental in the car's subsequent performance growth. Long-standing Chief Designer Christoph Zimmermann worked on the chassis and monocoque, adapting them to accommodate the tank of more than 200 liters introduced by the ban on refueling during races. Pierre Waché was promoted to Head of Vehicle Performance, working alongside Seamus Mullarkey, who remained in charge of the aerodynamics department (Head of Aerodynamics) together with Mariano Alperin (Head of Aerodynamic Development). The role of Head of Track Engineering was entrusted to Giampaolo Dall'Ara, a key figure in managing and setting up the car during race weekends.
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| SAUBER C29, Pedro de la Rosa Monza, Italian GP 2010 |
From an aerodynamic standpoint, the Sauber C29 represented a peculiar case of technical conversion during an ongoing championship. Conceived on the basis of the settings from the BMW era, the car had to adapt to the new 2010 regulations, which included a ban on refueling (with the consequent lengthening of the wheelbase and enlargement of the fuel tank), modifications to the diffusers and front tires with a reduced contact patch. At the start of the championship, the C29 retained an approach strongly linked to the BMW-Sauber F1.09. Taking up the solution introduced by the Red Bull RB5 in 2009, the car adopted a raised nose, with a lower section shaped to channel a greater flow of air toward the flat floor. The front push-rod suspension featured finely faired arms to move turbulence from the front wheels away from the sidepods; the latter retained a lower flare (undercut) designed to direct air toward the rear section. The central objective of the package was to generate as much downforce as possible through the double diffuser, although the integration of the Ferrari transmission at the rear initially caused diffuser stalling problems and instability in high-speed sections. The performance breakthrough came during the season with the arrival of new Technical Director James Key and the introduction of the F-Duct system. To optimize the operation of the F-Duct and clean up the airflow toward the rear wing, Key integrated a large engine-cover fin (shark fin) connected directly to the wing endplates, increasing the car's stability in corners and in crosswinds.
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| SAUBER C29, Kamui Kobayashi Yas Marina, Abu Dhabi GP 2010 |
On the mechanical side, the C29 faced the most complex challenges. BMW's sudden departure forced a revision of the original design to accommodate the Ferrari Tipo 056 V8 engine and its associated gearbox casing. The different dimensions, mounting points and cooling requirements of the Italian V8 compared with BMW power required a redesign, with the project already at an advanced stage, of the connections between the monocoque and engine block. The adoption of the Ferrari F10 gearbox affected the geometry of the rear suspension (push-rod), forcing the engineers to position the springs and dampers on top of the gearbox casing. Among James Key's first interventions in April was the repositioning of the internal linkages and rear pivot points to limit roll through medium- and high-speed corners. At the front, the push-rod layout incorporated a pronounced anti-dive effect to stabilize ride height under braking. The limited development time initially caused problems with the hydraulic and cooling systems, with episodes of overheating, pressure losses and mechanical failures during the first outings of the season. The complete redesign of the rigid pipes and hydraulic fittings completed during the May break ultimately ensured the car's stable reliability.
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| SAUBER C29, Kamui Kobayashi Suzuka, Japanese GP 2010 |
As for the drivers, the team relied on experienced Spaniard Pedro de la Rosa (later replaced by German Nick Heidfeld) and young Japanese driver Kamui Kobayashi. In the first six races, the C29's outright performance was severely hampered by reliability problems involving the hydraulic system, cooling and Ferrari transmission, resulting in only two finishes from 12 total starts. Thanks to development packages introduced during the season (including the revision of the rear suspension, integration of the F-Duct and resolution of the hydraulic defects), the car progressively changed pace, scoring its first points with Kobayashi at the Turkish GP. In the second half of the championship, the C29 regularly reached Q3 in qualifying and finished races in positions between 6th and 10th. Considering the circumstances and the scarcity of initial operational resources, the 2010 season ended favorably for the team, with a total of 44 points and eighth place in the Constructors' Championship.
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