The SAUBER PETRONAS C22 is the third car that has been constructed under the technical direction of Willy Rampf, so it holds special meaning to him: "The step from C20 to C21 was a consistent further development of an existing concept and we were aware of the limits we would sooner or later come up against. So for the C22 we opted for a totally different construction concept, redefining the entire car from top to bottom."

With the SAUBER PETRONAS C22 everything from the nose to the rear wing is new, and although the car’s dimensions were only slightly changed, its proportions are totally different.

Specifications for the new car were defined as early as in May 2002. At the same time, the first tests were run in the wind tunnel, laying down the general direction. "Compared to its predecessor, the C22’s basic potential is much greater, so that we will be able to improve the car continuously throughout the season", Rampf explains.

Aerodynamics play an important role. Rampf: "Our objective was not merely to make the C22 more efficient, but most of all to ensure that it will react less sensitively from an aerodynamic point of view. That is just as important at the final count."

Further development goals included improved rigidity of parts and a more compact and lighter build. Therefore even more ballast may be placed in the SAUBER PETRONAS C22 in order to lower its centre of gravity, and there is more range to adjust the car to the various race tracks.

Accommodating the drivers turned out to be no problem at all. While Frentzen, with his 1.78 metre frame, encountered considerable difficulties in finding a comfortable position in the C21’s cockpit, the C22 suits him perfectly. Rampf says: "We were able to integrate Frentzen’s height early into the construction phase, so that it did not present any problems."

The PETRONAS engine also facilitated that process: compared to the unit powering the C21, it is lighter and has a lower centre of gravity. In order to make the most of this advantage, the transmission was redesigned.

All in all, quite an aggressive approach, in which Rampf’s team played an important role. "We have become a harmonious team with group leaders placing a great deal of trust in their teams and their individual specialities. This gives both designers and fabricators a cutting edge to go even closer to the limit of physics and feasibility."

Due to the new points scale taking effect in the forthcoming season, reliability will also be crucial, since cars finishing seventh and eighth will be awarded championship points. A subsequent effort was thus put into transmitting the C21’s reliability to the C22 despite the aggressive design. Rampf: "We went through comprehensive stability calculations and thorough simulations." The rear wing, for example, has already ridden out more strain on the test rig than the bumpiest of all Formula One race tracks will ever put it through. Moreover, many parts have already been tested on the C21 regarding their durability.

The roll-out in Barcelona in mid-January proved the effectiveness of these measures: in three days, Nick Heidfeld and Heinz-Harald Frentzen did not encounter any technical problems while completing 1000 test kilometres.

So Sauber has reason to start the new season optimistically. But Rampf’s prognosis nevertheless remains careful: "Melbourne will show us where we are really at. The only decisive yardstick is our opposition."