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Williams FW28
Williams FW28
Williams FW28
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Williams FW28
Nico Rosberg driving the FW28 at the 2006 Canadian Grand Prix
CategoryFormula One
ConstructorWilliams
DesignersSam Michael (Technical Director)
Jörg Zander (Chief Designer)
Clive Cooper (Head of Design - Composites and Structures)
Mark Loasby (Head of Design - Systems)
Loïc Bigois (Chief Aerodynamicist)
PredecessorWilliams FW27
SuccessorWilliams FW29
Technical specifications[citation needed]
ChassisCarbon-fibre and honeycomb composite structure
Suspension (front)Williams carbon-fibre double wishbone arrangement, with composite toe-link and pushrod-activated torsion springs
Suspension (rear)Williams carbon-fibre double wishbone arrangement, with composite toe-link and pushrod-activated torsion springs
EngineCosworth CA2006 and Toyota RVX-06 (post-season testing only) 2.4-litre V8 (90°) naturally aspirated
TransmissionWilliams 7-speed seamless-shift sequential semi-automatic
Power755 hp @ 19,250 rpm (314.7 hp/L)[1]
FuelPetrobras
LubricantsCastrol
TyresBridgestone
Competition history
Notable entrantsWilliams F1 Team
Notable drivers9. Australia Mark Webber
10. Germany Nico Rosberg
Debut2006 Bahrain Grand Prix
Last event2006 Brazilian Grand Prix
RacesWinsPolesF/Laps
18001
Constructors' Championships0
Drivers' Championships0

The Williams FW28 was the car with which the Williams team competed in the 2006 Formula One season. The drivers were Mark Webber and rookie Nico Rosberg, the reigning GP2 Series champion. Webber was in his second year with the team, and teammate Nico Rosberg carried a hint of nostalgia, as Nico's father Keke had won the 1982 F1 championship in a Cosworth-engined Williams.

This was the first V8-powered Williams car since the FW12 in 1988 and also the first Williams car ran on Bridgestone tyres since the FW22 in 2000.

Season overview

[edit]

2006 was very disappointing for the team. The car was dogged by a handling problem which affected the cars on the entry to corners. Despite the effectiveness of the Cosworth engine, the Bridgestone tyres and the two drivers, the FW28 could only display brief flashes of promise. Too often this promise was compromised by poor reliability - an embarrassment for a team that prided itself on engineering excellence.

The car seemed competitive at the beginning of the year when the cars scored a double points finish with Rosberg setting the fastest lap of the race on his F1 début at the Bahrain Grand Prix. An excellent second-row qualifying performance at Sepang was wasted when both cars suffered engine failures, and the season went downhill from there. Exceptions were Australia and Monaco, both races where Webber looked a contender for at least a podium finish until retiring on both occasions with hydraulics failure and an exhaust fire respectively.

A note of significance for Webber and Williams came on lap 21 of the 2006 Australian Grand Prix. By leading the lap Webber became the first Australian to have led his home grand prix since the last non-championship AGP was held in 1984.

Williams finished eighth in the Constructors' Championship - the team's lowest finish since its inaugural season in 1978. Unhappy by the team's reliability problems, Webber departed the team at the end of the season to join Red Bull Racing.

Livery

[edit]

Williams went into the 2006 season with renewed major sponsorships such as Allianz, RBS, FedEx, Reuters, Oris, Hamleys, Budweiser, Petrobras and Castrol. The team received new sponsorships such as Mobilecast and Tata Group while Hewlett-Packard was discontinued. While it retained the dark blue on white scheme, the stylized "kidney grille" was gone from the nose with the loss of BMW as engine supplier.

FW28B

[edit]

The Williams FW28B is an interim version of the FW28 the team used to prepare for the 2007 season. After an obviously disappointing 2006, Williams decided to opt for Toyota engines for 2007 and therefore built the FW28B. The car is similar to the FW28 in all aspects except for being powered by Toyota's 2006 engine, the RVX-06.

During winter practice, the team also experimented with new front wings and other aerodynamic parts which helped the development of their new car FW29 car.[2]

[edit]

Complete Formula One results

[edit]

(key) (results in italics indicate fastest lap)

Year Team Engine Tyres Drivers 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Points WCC
2006 Williams Cosworth V8 B BHR MAL AUS SMR EUR ESP MON GBR CAN USA FRA GER HUN TUR ITA CHN JPN BRA 11 8th
Australia Mark Webber 6 Ret Ret 6 Ret 9 Ret Ret 12 Ret Ret Ret Ret 10 10 8 Ret Ret
Germany Nico Rosberg 7 Ret Ret 11 7 11 Ret 9 Ret 9 14 Ret Ret Ret Ret 11 10 Ret

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Williams FW28

View on Grokipedia
from Grokipedia
The Williams FW28 was the with which the Williams F1 team competed in the 2006 FIA World Championship season. Powered by the CA2006 2.4-litre , it featured a carbon fibre , a longitudinally mounted seven-speed , and tyres. The car was driven primarily by Australian Mark Webber and German rookie , son of 1982 World Champion , who had also raced for Williams. Designed under the leadership of , chief designer Jörg Zander, and chief aerodynamicist , the FW28 introduced innovative aerodynamic elements such as a zero layout, tall sidepods, and a cascaded front to optimize and downforce. It marked Williams' return to V8 engines for the first time since the FW12 in 1988 and to tyres since the FW22 in 2000, following the team's switch from power units to customer engines and a tyre supplier change. With a minimum weight of 605 kg and ventilated carbon-carbon brakes, the car was built in a limited run of five units at Williams' Grove facility in the . Unveiled on 27 January 2006, it represented a fresh identity for the team amid efforts to regain competitiveness after several challenging seasons. Despite its technical advancements, the FW28's performance was hampered by reliability issues, particularly with the high-revving engine, which limited the team's results across the 18-race calendar. Webber scored 7 points to finish 15th in the Drivers' Championship, while Rosberg accumulated 4 points for 17th place; substitute driver contributed minimally. Williams ended the season 8th in the Constructors' Championship with 11 points total, securing no podiums, poles, or victories but recording one fastest lap. The car was succeeded by the Toyota-powered FW29 in 2007 as Williams sought further improvements in engine reliability and .

Background and Development

Regulatory Context

The operated under revised FIA technical and sporting regulations aimed at curbing escalating costs, improving safety, and fostering more competitive racing by standardizing certain components and limiting development freedoms. A pivotal change was the mandatory transition from 3.0-litre V10 engines to 2.4-litre V8 engines with a 90-degree bank configuration and four valves per . This shift reduced engine power by approximately 200 horsepower, dropping from around 950 in V10s to about 750 , as the smaller displacement and rev limits (capped at 19,000 rpm) curtailed peak output while emphasizing torque delivery for better drivability. The FIA permitted limited use of rev-restricted 2005-spec V10s for smaller teams like Toro Rosso to ease the transition, but customer teams such as Williams were required to adopt the new V8 formula. Tire regulations were relaxed to permit changes during races after a 2005 ban on mid-race swaps, with drivers limited to seven sets of dry-weather tires, four wet-weather sets, and three extreme wet sets per event. To promote parity, each driver was limited to one dry tire compound from the start of qualifying onwards, selected from those provided by their supplier ( or ), and teams could select their preferred manufacturer. Williams opted for tires, aligning with their sponsorship portfolio and anticipating better performance characteristics under the new engine rules. Aerodynamic modifications carried over from 2005 revisions continued to shape 2006 car designs, including raised front wings (minimum height increased to 150 mm) and simplified endplate configurations to minimize turbulent wake and facilitate . These rules banned overly aggressive ground-effect aids and restricted bodywork flexibility, such as limiting bargeboard complexity, to reduce dependency and development spending without introducing entirely new prohibitions like those on double diffusers in later years. The regulatory overhaul directly influenced team strategies, notably for Williams, who terminated a nine-year engine supply partnership with at the end of 2005—after acquired Sauber to become a full —and partnered with for the FW28's CA2006 V8 unit. This customer engine deal, secured amid a tight timeline, forced Williams to adapt their and around the new powerplant's characteristics, ending 's exclusive role in providing engines since 1997.

Design Team and Process

The development of the Williams FW28 was overseen by Sam Michael, who assembled a new core design team including Chief Designer Jörg Zander—recently recruited from BAR—and Chief Aerodynamicist , marking their first collaborative project at the team. Significant contributions to the chassis and systems integration were provided by Clive Cooper and Mark Loasby. This leadership structure emphasized a clean-sheet approach to adapt to the 2006 regulatory changes, particularly the mandated shift from 3.0-litre V10 to 2.4-litre V8 engines—the first such power unit for Williams since the FW12 in 1988. The FW28 was unveiled on 27 January 2006 at Williams' Grove headquarters in , , following an intensive development timeline that leveraged two on-site wind tunnels dedicated exclusively to the project from its inception, enabling rapid iterative testing and correlation improvements over prior models. A total of five were constructed to support testing and racing demands. The process prioritized aerodynamic efficiency to mitigate the inherent power deficit of the V8 configuration, incorporating advanced airflow management concepts like a tall sidepod design. Key technical partnerships shaped the build: Williams secured a new engine supply from for the CA2006 V8, integrated into a custom chassis after extensive dyno and track validation exceeding 7,000 km. The team also returned to tires after five seasons with (2001–2005), necessitating revisions to suspension geometry and for optimal grip. To enhance overall performance, the FW28 featured a seven-speed seamless-shift transmission, projected to deliver up to 0.4 seconds of lap time advantage through faster gear changes. These elements addressed core challenges in transitioning from V10 power and adapting to stricter FIA bodywork rules, focusing on balanced efficiency rather than raw output.

Technical Specifications

Chassis and Aerodynamics

The chassis of the Williams FW28 consisted of a structure, incorporating composites for enhanced strength and lightness, with an overall weight of approximately 605 kg including the driver. This design adhered to the 2006 FIA regulations, prioritizing structural integrity while integrating the narrower for improved . Key dimensions contributed to balanced handling under the era's aerodynamic constraints. Aerodynamic innovations focused on optimizing and efficiency, featuring a zero-keel front wishbone arrangement to minimize and promote cleaner air to downstream elements. The front wing employed a cascaded profile, while the rear wing incorporated decambered tips to reduce induced drag without sacrificing grip; additionally, tall sidepods with pronounced undercuts facilitated smoother toward the diffuser, enhancing overall -to-drag ratio. These elements aimed to offset the power limitations of the 2006 V8 rules by emphasizing mechanical and aerodynamic grip. The suspension system utilized a double wishbone configuration, with pushrod actuation at the front and rear, both employing inboard torsion bars for precise control and packaging efficiency. Braking was handled by ventilated carbon discs and , providing robust suited to the car's high-speed demands.

Engine and Drivetrain

The Williams FW28 was powered by the CA2006, a 90° with a displacement of 2,398 cc, naturally aspirated configuration, and a minimum weight of 95 kg as mandated by 2006 FIA regulations. This unit featured a pneumatic train with dual overhead camshafts (DOHC), four valves per cylinder, and construction from aluminum alloy for both the block and heads, enabling high-revving operation up to 19,250 rpm where it produced 755 hp. The engine marked Williams' return to powerplants, the first such partnership since 1988, following the conclusion of their BMW V10 collaboration that had supplied engines from 2000 to 2005. The drivetrain incorporated a Williams-developed 7-speed seamless-shift sequential semi-automatic gearbox, mounted longitudinally with a carbon-fiber clutch for rapid shifts that could save up to 0.4 seconds per lap compared to non-seamless systems. OZ Racing supplied the wheels, complementing Bridgestone tires under the new tire supplier rules. Fuel was provided by Petrobras, with Castrol supplying lubricants, continuing long-standing technical partnerships that supported the power unit's reliability during the season. In terms, the CA2006's output represented a roughly 20% reduction from the prior 3.0-liter V10 era due to the displacement limit, adversely affecting acceleration while achieving competitive top speeds on high-speed tracks. To mitigate the power deficit, aerodynamic enhancements were pursued to improve straight-line efficiency.

and Sponsorship

Visual Design

The Williams FW28 featured a livery that marked a notable evolution in the team's visual identity, shifting to a predominantly dark blue base with white accents as an adaptation for the new title sponsorship from Petrobras. This represented a departure from the BMW-era schemes of the early 2000s, which emphasized white and silver tones with blue highlights, toward a bolder emphasis on the team's heritage "Grove blue" to align with the Brazilian oil giant's partnership. The design retained subtle white elements from prior seasons, such as chevron patterns and nose flashes, to maintain continuity while prioritizing the darker hue for a more aggressive aesthetic. Key visual elements included an aggressive "barbed sting" motif on the engine cover, which served as both a stylistic flourish and an integration point for aerodynamic features like the rear supports. Sponsor logos were prominently integrated across the car's body, with major placements on the for visibility during starts, along the sidepods for trackside exposure, and on the rear endplates for broadcast prominence. This layout ensured branding was optimized without compromising the car's sleek profile. The was unveiled alongside the FW28 at the team's Grove headquarters on January 27, 2006, receiving praise for its purposeful and modern appearance. The was applied using vinyl wraps directly onto the carbon fiber , a method chosen for its lightweight properties—adding minimal mass compared to traditional —and enhanced durability against the rigors of , including high-speed and environmental exposure. This approach allowed for precise application over complex aerodynamic surfaces while facilitating easy updates or repairs during the season.

Key Sponsors

The Williams FW28 entered the 2006 Formula One season backed by as its title sponsor, the Brazilian state-owned oil company that had been a technical partner since 1998, supplying specialized race fuels developed through joint research and testing facilities in and . In March 2005, the partnership was extended for three years, broadening Petrobras's role to include enhanced fuel engineering support amid new regulations requiring engines to last two race weekends. This arrangement not only provided critical technical resources but also influenced the team's with blue elements reflective of the sponsor's branding, as detailed in the Visual Design section. Major sponsors complemented Petrobras's contributions, with , the German multinational insurance and financial services firm, continuing a sponsorship that dated back to 2000 and emphasizing alignment with the high-stakes nature of . The Royal Bank of Scotland (RBS) joined as a key financial partner in January 2005 under a three-year agreement valued in the multi-millions, bolstering the team's global branding efforts. Logistics provider maintained its involvement from a 2002 three-year deal that was renewed, supporting operations for the team's international needs. , the British lubricant brand under , extended its long-term technical partnership originating in 1997, supplying high-performance oils essential for the engine's reliability. These sponsorships played a pivotal role in the team's finances, covering the approximately $18 million cost of transitioning from free BMW engines to paid V8 supplies following the partnership dissolution and a season where Williams finished fifth with 66 points. The revenue influx stabilized operations amid the engine switch's budgetary strain, enabling investments in development such as an additional $18 million contribution to 's program. Logos from these partners, along with others like for information services, were positioned for optimal visibility under FIA advertising guidelines to maximize brand exposure during broadcasts and events. Most agreements were multi-year, with , RBS, and deals carrying over into 2007 to support the FW28B variant's testing and limited use.

2006 Season Performance

Drivers and Pre-Season Testing

The Williams FW28 was driven by Australian Mark Webber and German rookie during the 2006 season. Webber, entering his first full year with the team after stints at (2002–2004) and [Red Bull Racing](/page/Red Bull Racing) (2005), brought experienced midfield consistency to the lineup. Rosberg, aged 21, made his debut as the champion and son of 1982 World Champion , who had secured the title driving for Williams; the team viewed his youth and pedigree as key to long-term development potential. The reserve and test driver roster, including , remained unchanged throughout the season, providing stable support during preparation. Pre-season testing commenced with a shakedown run at the circuit on January 31, 2006, where the FW28 completed its initial validation laps without major incidents, focusing on basic systems integration ahead of more intensive sessions. The program then shifted to the in southern for multiple days in early February, emphasizing Cosworth CA2006 reliability—described by Webber as impressively consistent in power delivery—and adaptation to tires under the new regulations. These sessions allowed the team to accumulate significant mileage, with Rosberg demonstrating early promise by posting competitive times, including fourth place on the timesheets with a 1:18.735 lap over 84 laps on February 7. Key February sessions at Jerez underscored the FW28's seamless shift gearbox as a reliability advantage, enabling smooth progression through development programs despite two mechanical stoppages encountered by the drivers. However, aerodynamic setup challenges emerged in varying conditions, including intermittent rain that affected track grip and balance, with Webber completing high-volume runs like 86 laps at 1:18.281 on February 9 while highlighting the need for further optimization to address handling inconsistencies. Overall, the testing phase built confidence in the car's mechanical robustness, setting a foundation for the without major reserve driver disruptions.

Race-by-Race Results

The Williams FW28 contested all 18 rounds of the , from the on March 12 to the Brazilian Grand Prix on October 22, scoring a total of 11 points to finish 8th in the Constructors' Championship. The team achieved no race wins or pole positions but recorded one fastest lap, set by during the season-opening . Reliability issues plagued the car throughout the year, contributing to 25 retirements across the two drivers, often due to mechanical failures such as hydraulic problems, engine blow-ups, and transmission faults.
RaceDateWebber Position/PointsRosberg Position/PointsTeam Notes
Mar 126th / 37th / 2 (Fastest Lap)Strong start for Rosberg; team scores 5 points.
Malaysian GPMar 19DNF () / 0DNF () / 0Double mechanical retirement.
Australian GPApr 2DNF (Transmission) / 0DNF (Collision) / 0Gearbox failure for Webber; Rosberg out after contact.
Apr 236th / 311th / 0Webber's solid recovery to points.
European GPMay 7DNF () / 07th / 2Rosberg's best finish of the season.
Spanish GPMay 149th / 011th / 0No points; midfield battle.
May 28DNF (Exhaust) / 0DNF (Accident) / 0Webber running 3rd before failure; pole contender from 2nd on grid.
British GPJun 11DNF (Collision) / 09th / 0Rosberg persists to finish.
Jun 2512th / 0DNF (Collision) / 0Chaotic race; no points.
Jul 2DNF (Collision) / 09th / 0Midfield result; no points.
French GPJul 16DNF (Tyre) / 014th / 0Mechanical woes continue.
German GPJul 30DNF () / 0DNF (Accident) / 0Double DNF at home race for Rosberg.
Hungarian GPAug 6DNF () / 0DNF (Electrics) / 0Reliability hits hard.
Turkish GPAug 2710th / 0DNF () / 0No points.
Italian GPSep 1010th / 0DNF (Driveshaft) / 0Mechanical failure for Rosberg.
Chinese GPOct 18th / 111th / 0Webber's final point.
Japanese GPOct 8DNF (Accident) / 010th / 0No points.
Brazilian GPOct 22DNF (Collision) / 0DNF (Accident) / 0Season ends with retirements.
Key highlights included Rosberg's impressive debut in , where the 20-year-old rookie started 12th, set the fastest lap on lap 42, and battled for higher positions before finishing 7th, helping the team to its best result of the opening race. In , Webber capitalized on rivals' misfortunes to finish 6th for three points, while Rosberg recovered from 22nd on the grid to 7th in despite hydraulic issues sidelining his teammate. Webber showed pace in , qualifying 2nd and running as high as 3rd before an exhaust failure forced his retirement on lap 48. The drivers' performances reflected the FW28's potential amid reliability woes: Mark Webber scored all seven of his points with finishes of 6th in Bahrain and San Marino, plus 8th in China, placing 14th overall. Nico Rosberg, in his rookie year, earned four points via 7th in Europe and 7th in Bahrain, ending 17th in the standings despite nine retirements, many from accidents rather than pure mechanical faults. Low points were frequent mid-season, with the team scoreless from the Spanish Grand Prix to the Italian Grand Prix, and again in the Japanese Grand Prix as Renault and Ferrari dominated, exacerbated by multiple DNFs like Webber's gearbox failure in Australia and Rosberg's engine retirement in Malaysia.

FW28B Variant

Design Modifications

The FW28B represented a targeted of the original FW28 , engineered primarily to accommodate the team's switch to power units ahead of the 2007 season following a challenging year with engines. The core modification involved replacing the Cosworth CA2006 2.4-litre V8 with the RVX-06 V8, which maintained comparable specifications—90-degree configuration, 2,398 cc displacement, approximately 740 at 19,000 rpm, and pneumatic actuation—but provided enhanced reliability and smoother integration for ongoing development. Aerodynamic refinements focused on incremental improvements to support testing of 2007-spec components, including a new front wing design and updates to other bodywork elements such as revised sidepods and floor geometry to generate additional without major structural overhauls. These changes allowed the to evaluate prototypes destined for the FW29 while leveraging the established FW28 platform. Chassis adjustments were minimal but essential for compatibility, encompassing slight weight optimizations and electronic recalibrations to align with the engine's control systems, including its ECU and hydraulic throttle setup. The longitudinally mounted seven-speed semi-automatic gearbox and carbon-fibre clutch remained largely unchanged from the FW28. As an interim mule, the FW28B's role was to bridge the 2006 and 2007 campaigns, enabling early shakedown and reliability runs with Toyota technology to accelerate preparations without preempting the full redesign of the FW29. It was first tested in September 2006 during preparations for the Chinese Grand Prix, with further sessions continuing into early 2007.

Testing and Role

The FW28B served as a development mule during Williams' 2007 pre-season testing program, primarily at the Jerez circuit in Spain, where it was driven by Nico Rosberg and test driver Kazuki Nakajima. These sessions, held in January 2007, allowed the team to validate components ahead of the new season, with Nakajima completing 139 laps on January 17 while Rosberg focused on setup and systems checks the following day. The car demonstrated improved straight-line speed thanks to the integration of the Toyota RVX-06 V8 engine, a 2.4-liter unit producing approximately 740 horsepower at 19,000 rpm, marking an upgrade over the prior Cosworth powerplant. Additionally, the testing gathered valuable data on adaptations to the 2007 aerodynamic regulations, which mandated higher minimum ride heights to curb ground-effect aerodynamics and standardized front wing designs for parity. Strategically, the FW28B was instrumental in smoothing the transition to Williams' engine partnership with , which supplied power units from the 2007 season through under a multi-year agreement announced in 2006. This collaboration enabled the team to address reliability issues identified during late-2006 development and secured eighth place in the Constructors' Championship with 11 points. The interim chassis also incorporated the 2007-spec seamless-shift gearbox, allowing early evaluation of drivetrain durability under the new tire supplier Bridgestone's compounds. Following the January tests at Jerez, the FW28B was retired as Williams shifted focus to the purpose-built FW29, launched on , 2007, at the team's Grove factory. Of the five original FW28 chassis constructed for the 2006 season, four were repurposed for internal development or spares, while one was specifically adapted into the FW28B variant. This testing regime not only honed Rosberg's experience as the team's lead driver but also supported Williams' mid-field resurgence, culminating in a fourth-place Constructors' finish in with 33 points.

References

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