RA108 makes debut

[nugget1]

Looks like it could be another slow car, 3.5 seconds off the pace


"Honda's new car for the forthcoming season, the RA108, made its track debut at Valencia this morning.

The all-white car, devoid of sponsorship, rolled onto the twisty Spanish test venue in the hands of Brazilian veteran Rubens Barrichello.

It is visibly different to the Japanese team's 2007 challenger, the RA107, which powered Barrichello and team-mate Jenson Button to a miserable eighth place in the constructors' championship last year.

The Brackley built RA108, whose official livery will be unveiled in England next Tuesday, features a higher nose than its predecessor, and notably angular bodywork."

Valencia* - 23/01/2008
1 . H. Kovalainen - McLaren Mercedes MP4-23 - 1:11.000 (+ 0.000 ) - 92 laps
2 . F. Massa - Ferrari F2008 - 1:11.662 (+ 0.662 ) - 81 laps
3 . K. Raikkonen - Ferrari F2008 - 1:11.850 (+ 0.850 ) - 108 laps
4 . L. Hamilton - McLaren Mercedes MP4-23 - 1:12.076 (+ 1.076 ) - 115 laps
5 . K. Nakajima - Williams Toyota FW29 - 1:12.255 (+ 1.255 ) - 93 laps
6 . F. Alonso - Renault R28 - 1:12.360 (+ 1.360 ) - 111 laps
7 . N. Rosberg - Williams Toyota FW30 - 1:12.493 (+ 1.493 ) - 117 laps
8. M. Webber - Red Bull Renault RB4 - 1:12.594 (+ 1.594 ) - 87 laps
9 . N. Heidfeld - BMW Sauber F1.07 - 1:12.976 (+ 1.976 ) - 51 laps
10 . S. Vettel - Toro Rosso Ferrari STR2 - 1:13.015 (+ 2.015 ) - 63 laps
11 . T. Glock - Toyota TF108 - 1:13.129 (+ 2.129 ) - 95 laps
12 . R. Kubica - BMW Sauber F1.08 - 1:13.230 (+ 2.230 ) - 121 laps
13 . S. Bourdais - Toro Rosso Ferrari STR2 - 1:13.307 (+ 2.307 ) - 118 laps
14 . A. Sutil - Force India Ferrari F8-VII - 1:13.409 (+ 2.409 ) - 98 laps
15 . J. Trulli - Toyota TF108 - 1:13.547 (+ 2.547 ) - 96 laps
16 . R. Barrichello - Honda RA108 - 1:14.588 (+ 3.588 ) - 36 laps
17 . T. Kogure - Honda RA107 - 1:16.761 (+ 5.761 ) - 50 laps.

[^^v]

This was pretty much just a shake down for the new car (system checks etc) so don't look into these lap times too much.
theres also word that more parts will be comming in from the brackley factory for today... the car u see now is just the bare bones so 2 speak...

judging by these pics its a brand spanking new car :thumbsup:(not just an update)

http://images.gpupdate.net/large/91109.jpg
http://images.gpupdate.net/large/91097.jpg
http://images.gpupdate.net/large/91085.jpg
http://images.gpupdate.net/large/91082.jpg

[nugget1]

Looks good, at least it's faster than last years car!

[DOHCTR Coopz!]

daaaang!! too kool.. earth livery ftw? or ftl.... reminds me of BMW sauber atm.

[Q_ball]

Still so shit and so far off the pace >.<

[nugget1]

Getting better, soon it'll be challenging the Force India team!
Valencia* - 24/01/2008
1 . K. Raikkonen - Ferrari F2008 - 1:11.189 (+ 0.000 ) - 88 laps
2 . H. Kovalainen - McLaren Mercedes MP4-23 - 1:11.206 (+ 0.017 ) - 89 laps
3 . F. Massa - Ferrari F2008 - 1:11.831 (+ 0.642 ) - 96 laps
4 . K. Nakajima - Williams Toyota FW30 - 1:11.971 (+ 0.782 ) - 116 laps
. L. Hamilton - McLaren Mercedes MP4-23 - 1:11.994 (+ 0.805 ) - 84 laps
6 . R. Kubica - BMW Sauber F1.08 - 1:12.095 (+ 0.906 ) - 86 laps
7 . J. Trulli - Toyota TF108 - 1:12.109 (+ 0.920 ) - 96 laps
8 . S. Vettel - Toro Rosso Ferrari STR2 - 1:12.526 (+ 1.337 ) - 113 laps
9 . N. Heidfeld - BMW Sauber F1.07 - 1:12.600 (+ 1.411 ) - 39 laps
10 . T. Glock - Toyota TF108 - 1:12.705 (+ 1.516 ) - 68 laps
11 . G. Fisichella - Force India Ferrari F8-VII - 1:12.949 (+ 1.760 ) - 93 laps
12 . N. Piquet - Renault R28 - 1:12.973 (+ 1.784 ) - 89 laps
13 . S. Bourdais - Toro Rosso Ferrari STR2 - 1:13.060 (+ 1.871 ) - 95 laps
14 . M. Webber - Red Bull Renault RB4 - 1:13.133 (+ 1.944 ) - 15 laps
15 . N. Hulkenberg - Williams Toyota FW29 - 1:13.306 (+ 2.117 ) - 74 laps
16 . J. Button - Honda RA108 - 1:13.689 (+ 2.500 ) - 80 laps
17 . T. Kogure - Honda RA107 - 1:15.703 (+ 4.514 ) - 25 lap

[Jazzdude]

They have a lot of improving to do. I support both Honda and Force India, so as long as one of them is doing good, I'm happy.

[nugget1]

Rubens not being subtle about last years car!

"Rubens Barrichello has cautiously assessed Honda's new car for 2008, the RA108, as better than its abysmal predecessor.

The Brazilian veteran gave the unliveried car its track debut at Valencia on Wednesday, languishing at the bottom of the time sheets with a best lap some 3.5 seconds shy of the pace.

A day later, in team-mate Jenson Button's hands, the RA108 was nearly a second quicker, but still outpaced by every rival team at the Spanish group test.

"I'm certain that this car is better than the 2007 one because it's difficult to do worse," Barrichello told the Italian magazine La Gazzetta dello Sport after trying the car for the first time.

"Lap times were slow but also because on the first day it made no sense to push too hard," he added.

"In any case we are awaiting the new aerodynamics," Barrichello said.

He also explained that the Brackley based team experienced normal shakedown gremlins with the new car, but confirmed that the RA108 already feels better than its predecessor under braking".

Source GMM
&#169; CAPSIS International

[LT178]

Car officially launched today

http://www.itv-f1.com/News_Article.aspx?PO_ID=41677

Although it looks better than last years car, they're still going with that stupid earth theme.....wish they'd get over it and get some real sponsors like everyone else!

[DOHCTR Coopz!]

maaan... the RA108 is still way off the pace! i know its only testing and shit but FFS!!! i hope it isnt another lemon.. the new aero parts expected to go on over the next month and abit can only make so much difference... bring back B.A.R. Honda yoo.... i tell u why, its because no more lucky strike! look left! look right!

[Omotesando]

Toyota cops a lot of crap from everyone but seriously, they aren't really doing that bad. In Trulli's hands its been a Q3 qualifier.

Look at Honda. Getting relatively worst and worst.

Even if they're sandbagging they're almost 2 secs (or 4 secs looking at Wurz's data) off the 'daily' top pace.

They're doing a completely diff front suspension design to everyone else as well. That's either very bold, or very stupid.

Time will tell (no pun intended) :(

[^^v]

the cars lookin more n more lik the bmw ... they even got the devils horns put on...

regarding the pace... it looks 2 me like a lemon (so far)
ross has yet 2 weave his magic ... well he hasn't even had a chance 2.. this car design was finalized last October...
hopefully they'll be able to claw back n be scoring regular points by mid season...

http://images.gpupdate.net/large/91774.jpg

[LT178]

They've essentially went right back to basics to get a new starting point because the old car was such a disaster.

For those who are interested (or be bothered) :)

Tech Analysis: Honda RA108
Little remains to be said about Honda's diabolical season in 2007. So is the team's new RA108 capable of reversing the fortunes of Jenson Button and Rubens Barrichello? Craig Scarborough looks at what has changed

By Craig Scarborough
autosport.com's technical writer


The Honda RA108

Honda formally unveiled their new car for 2008 at their factory earlier this week. After a torrid 2007 with few points-scoring results, the team have recruited and regrouped to attack the forthcoming seasons.

Meanwhile, the car's livery and the corporate sound bites were all marketing-led. A small tag line adorning the bargeboard perfectly summed up their technical approach for 2008 - 'Powering dreams one lap at a time'.

The team have taken a technical step backwards in order to go forwards. Progress will be slow, but they are moving in the right direction.

Introduction

Honda's recent history in F1 has followed a downward path since their success in 2004. After following an evolutionary route, the team tried a more radical approach in the car's design for 2007. The idea backfired, as a result of the inherent problems in the car's aerodynamics.

They ended the 2007 season in a dismal eighth place, and even that result was flattered by McLaren's exclusion from the constructors' championship.

Comments from the drivers during the season, and more recently from the new technical staff, pointed the finger at aerodynamics, and specifically the way the car produced its downforce.

Ross Brawn, the new team principal, admitted the car produced good downforce, but created it aggressively. This meant that the car would be producing great downforce figures in idealised situations, but as the car pitched and rolled around the corners on track the downforce would bleed away, resulting in unpredictable handling.

Button in particular commented that the car's behaviour under braking was poor, as the nose-down attitude the car adopted under braking destabilised the front wing's ability to create downforce at a more normal ride height.

Work to rectify the situation started during the 2007 season, and even before the first race of the season the car had been shorn of some of its idiosyncratic aero add-ons. Indeed, as the season progressed a lot of the bodywork treatments were further simplified.

But this work failed to bring the car's pace back, and then a late-season test introduced a fundamental change in aero philosophy.

These changes suggested the team had been heading in the wrong direction aerodynamically. That is not to say the team needed to adopt a specific wing shape or trendy add-ons, but that the aerodynamic goals the team was seeking in the wind tunnel were skewed from what was required.

To make the required changes, new personnel were brought on board. In the aero department, the loss of Willem Toet to BMW-Sauber was offset by the recruitment of Loic Bigois from Williams. Then, the role of chief designer was taken by Jorg Zander, who was recruited back to the team from BMW Sauber.

But the highest profile signing was Brawn, coming from Ferrari after a sabbatical in 2007. This last role has been the most important in the team's quest for some technical direction. Since the loss of Geoff Willis, the team have not had an archetypal technical head; an experienced senior F1 figure to organise the considerable technical resources Honda have provided to their F1 effort.

Ross Brawn's influence

Speaking at the launch, Brawn noted the lack of organisation within the team, and the methods he will adopt to rectify them.

"What we have is some very enthusiastic and committed people," he said. "I'm not sure there's been anyone pulling all of the technical elements together."

He added that the cohesion between the various departments is critical: "It's a Honda racing car, not a Honda engine, a Brackley chassis. We are all in the same boat; we all need to be rowing the same direction."

Historically, the more corporately-minded technical direction promoted the 'Honda Way' and split the F1 operation clearly into the engine and R&D department in Tochigi in Japan, and the chassis department and race operations being led from the UK.

"What struck me immediately was people were working together, but not together," Brawn said. "Nobody has sat around the table with the groups as a group, rather than two or three groups."

Having come from Ferrari, where the whole operation came under one roof, this was a culture shock and something he has moved to put right.

But Brawn will not try to replicate Ferrari's organisational style, nor its car's detail design. So the engine operation and R&D will remain in Tochigi, but operate more as a consolidated Honda F1 operation.

In directing the technical staff, Brawn is not aiming to design the car - he freely admits his knowledge in the detail of an F1 car is now outdated.

Instead, he will aim to direct the staff and set out their objectives. He drew an analogy to the approach he's taken in the aero department: "There's no point in me saying, run this wing or run that wing. It's me asking, what type of downforce do you want to create? What sort of handling car do you want to create? What's the best approach?"

It's this process that Brawn believes will lead the team to consistently be able to make the right decisions:

"(It's trying to) create the process for people to understand why they do these things, why should we do that? How do we arrive at that conclusion? How do we understand what's going on. That's what evolved in Ferrari."

He feels that without educating and empowering the technical team, any gains from his arrival will be short-lived. "It will take a bit of time," he said. "In the long term, that's what is going to create consistency in this group. Developing the organisation goes much further than that - if we don't, it will be a quick splutter."

Certainly Brawn's approach has created periods of high achievement at both of his previous teams, but only at Ferrari has his legacy remained to produce results after he had let go of the technical reigns.

How the 'Brawn way' will fit into the 'Honda way' will be critical to the success of the team in the longer term. At the moment it seems Brawn has carte blanche to organise the F1 operation to his own requirements, although he acknowledges that there will be need to be reasoned arguments on one solution or another as the relationship develops.
Honda's high nose has now been matched to a new front wing © Scarborough (Click to enlarge)

The RA108

With the lessons learnt from the RA107 and the new technical team slotting into place, the new car is starting from a very different base point.

The team have had to go back to the drawing board to define new targets for the car's aerodynamic performance. Rather than simply seeking peak downforce, they are following the growing trend in F1 in looking for a car that produces downforce in a wider rage of attitudes. This is the "new thinking behind the design" that CEO Nick Fry mentioned at the launch.

Speaking to autosport.com, Brawn explained the philosophy in more detail.

"It's stability; what we call 'usable downforce'," he said. "You're obviously looking at the downforce characteristics in grip-limited conditions, where the downforce is going to count. You're looking for a nice stable usable platform; obviously the old car didn't really have that."

To achieve this, the aero team have started from scratch. It's this search for 'usable downforce' that has led to the car's completely revised aerodynamics. For any team this is a major challenge; for Honda, with little in their existing aero set-up to carry over, it was like starting again. In many respects, the team have gone backwards to go forwards.

"There's an element of that, because when we started this programme we didn't have as much downforce as the old car," Brawn agreed. "To get to a stable platform, we had to take a step back in aerodynamic downforce. It took a while before the downforce numbers even equalled what we had last year, but in a way that was much more usable."

Thus, the car in its launch guise sported simplistic aero treatments. Going back to basics means the team are still seeking big gains, not yet at the fine level of optimisation other teams have achieved working on similar aero philosophies over several years.

Fry admitted every part of the car's aerodynamics will change before Melbourne, while the car in its initial shakedown format was simply a collection of disparate parts to get the car running while the new wings were prepared for subsequent tests.

Regardless of the detail, the changes to the car make it fundamentally different to the RA107. These differences lie mainly in the bargeboard format.

The way the airflow passes from the bargeboards to under the floor is probably more important than the more visual and keels or nose shapes. Honda's abandonment of the forward turning vane solution in favour of larger, rear-placed boards places them in line with the current thinking in F1.

Larger boards mounted nearer the front of the floor are less influenced by the ride height of the front suspension; this allows the floor to be more consistent, which is all-important in the search for 'usable downforce'.

Also, the layout of the car has been altered to address weight distribution issues and aid aerodynamics.

"It's little longer in the wheelbase," Brawn explained to autosport.com. "The sidepods are little further back, but the main thing is that it's got a lot slimmer chassis that gives a lot more potential around the bargeboards."
Part of the 'intelligent response' for 2008 are new bargeboards and engine cover © Scarborough (Click to enlarge)

Both of these changes reflect recent Ferrari practice, with last year's wheelbase change and this year's waisted monocoque.

New details include the new front wing. A two-element wing was tried at the recent test after a triple-element wing was initially used. The wing itself is conventional, but the high-tipped nose cone is a move away from current F1 practice.

As already mentioned, the new bargeboards are formed of smaller forward boards and large rear boards; the boards are detailed with a serrated top edge and footplate. Currently the boards are devoid of the flicks and add-ons used by other teams, but these will surely come as the team learns to optimise the designs.

Behind the bargeboards the floor sports a full-length vertical splitter, which serves both to house ballast and to shape the airflow. The monocoque around the sidepod inlets is heavily sculpted and aids flow under the floor and around the sidepods undercuts.

Within the sidepods the radiators are now positioned face-up, venting through both louvers in the engine cover and a chimney - again, the current preferred position for many teams.

The chimney has the T-wing mounted directly to it and the exhaust outlet has moved backwards from its extreme forward position used last year to blow over the top of the gearbox.

Work on the sidepods has resulted in a very tight rear-end, the sidepods now dropping vertically from the tightly tucked-in exhausts.

Above the sidepods the engine cover is unusually tall - in a similar way to the 2006 BMW-Sauber, the spine is far taller than the regulations demand. While these tall tails do add lateral stability, the tall fin was dropped by BMW Sauber for 2007. Most team simply form a humped rather than a full-length fin.

Inside the aerodynamic bodywork, Honda has developed their gearbox to meet the dimensional and reliability demands of the new four-race gearbox rules. Brawn admitted this added weight to the unit, but testing on the team's gearbox dyno suggested that reliability shouldn't be an issue.

For the engine, the team have not been able to modify the internals due to the engine freeze, but they were able to develop new exhausts and airbox. Additionally, there has been work to integrate the SECU into the power train.

Previously, Honda developed their own electronics for the engine and chassis. The freedom this provided the team has now been lost. But the team do not feel they are unduly disadvantaged by the rule change.

Summary

Brawn probably summed up the new car perfectly as "an intelligent response" to the problems of last year. The car represents the first steps in the fight back to competitiveness, but the team will have a steep development curve to catch up to the other midfield teams from this simple starting point.

Their optimism is well-founded, but it has been correctly tempered with their caution that results will not be immediate, and that this is a long-term plan for Honda.

[nugget1]

The driver's don't appear to be too negative about the RA108.

Jenson Button
“I am pleased with the reliability of the car. Generally, we have made some progress this week but there is still a lot of work to be done in the forthcoming tests. The car is completely new which means we are starting from zero in terms of developing the set-up. We are also experiencing some drivability issues as we work with the new ECU. The weather conditions today meant that I was able to get my first wet running in without traction control, which was good. On to Jerez next as we continue to keep pushing forward with developing the car."

Rubens Barrichello
“It was good to run in the car at its first proper test since the launch. There is plenty of potential in terms of working on the speed of the car in the coming tests and this will come as we continue to make progress with the set-up. At this stage I am happy that reliability is certainly on our side.
"

Alex Wurz
“It was good to finally experience the new car for the first time, apart from a few short yards at the launch of course. I conducted a shakedown of the latest chassis 02 and some aero testing. The car felt good although there are a few adjustments to be made to my seat and positioning in order to hit the ground running at my next test. I am enjoying getting to know the team and how they work, so I am looking forward to making the maximum contribution to the RA108 development programme over the coming weeks.”

Steve Clark, Head of Race & Test Engineering
“At our first proper test with the RA108 and with the benefit of two chassis, our focus has been on basic set-up work and reliability testing. We still have a lot of work to do on developing the set-up as the RA108 is so different aerodynamically to its predecessor that it is going to take some time over the next few tests to optimise the chassis settings. We are also still working to adapt to the new ECU and this has proved particularly difficult in the low-grip conditions we have experienced."

"These challenges have been reflected in our speed here, especially on single fast laps, although our long run consistency is a little better. Generally, the work we have achieved gives us a good basis for the next test in Jerez, where we will aim to further develop the car.”

E.A.
Source Honda

[Cvik_ryda]

Maybe Honda should get out of the power/performance business and go hard into the hybrid sh1t. lol that way in 20 years time when F1 car run on hybrid power we be champ :)

[nugget1]

Let's hope Ross can perfoprm miracles!

"Honda figures on Thursday presented an upbeat mood about the 2008 season, despite lagging the field with its new car in winter testing.

The Japanese manufacturer finished 2007 eighth in the constructors' standings, scoring just six points for the entire season with the earth-liveried RA107.

Honda did not attend this week's Barcelona test, but Jenson Button's best time at the wheel of his new mount, the RA108, was over three seconds off the pace at Jerez late last week, and only fractionally quicker than the RA107 in the hands of Super Aguri's Anthony Davidson. Button claims the new car is one 'we can really build on.'

The mood at Honda has been buoyed by the arrival recently of new team boss Ross Brawn, who had very little to do with the specification of the current RA108.

"I think the performance is okay," Brawn said in Japan.
"It is nothing special at the moment, but there is quite a lot of potential for the season."

Rubens Barrichello is also happier with the RA108, after failing to score a single point in 2007 for the first time in his long formula one career.

"I'm happy that we improved the braking problems that we had last year, and we are still lacking a bit of performance overall," he said".

E.A. &#169; CAPSIS International
Source: GMM

[nugget1]

Button 9th and only 1.4 off the pace, a very big improvement.

Barcelona* - 26/02/2008
1 . L. Hamilton - McLaren Mercedes MP4-23 - 1:21.234 (+ 0.000 ) - 82 laps
2 . H. Kovalainen - McLaren Mercedes MP4-23 - 1:21.434 (+ 0.200 ) - 71 laps
3 . K. Raikkonen - Ferrari F2008 - 1:21.722 (+ 0.488 ) - 72 laps
4 . N. Rosberg - Williams Toyota FW30 - 1:22.309 (+ 1.075 ) - 75 laps
5 . F. Massa - Ferrari F2008 - 1:22.513 (+ 1.279 ) - 102 laps
6 . G. Fisichella - Force India Ferrari VJM01 - 1:22.516 (+ 1.282 ) - 102 laps
7 . S. Vettel - Red Bull Renault RB4 - 1:22.558 (+ 1.324 ) - 110 laps
8 . R. Kubica - BMW Sauber F1.08 - 1:22.625 (+ 1.391 ) - 96 laps
9 . J. Button - Honda RA108 - 1:22.659 (+ 1.425 ) - 67 laps
10 . V. Liuzzi - Force India Ferrari VJM01 - 1:22.942 (+ 1.708 ) - 89 laps
11 . K. Nakajima - Williams Toyota FW30 - 1:22.977 (+ 1.743 ) - 100 laps
12 . J. Trulli - Toyota TF108 - 1:23.023 (+ 1.789 ) - 98 laps
13 . F. Alonso - Renault R28 - 1:23.112 (+ 1.878 ) - 79 laps
14 . R. Barrichello - Honda RA108 - 1:23.159 (+ 1.925 ) - 74 laps
15 . N. Heidfeld - BMW Sauber F1.08 - 1:23.284 (+ 2.050 ) - 77 laps
16 . S. Bourdais - Toro Rosso Ferrari STR2B - 1:23.323 (+ 2.089 ) - 98 laps
17 . M. Webber - Red Bull Renault RB4 - 1:23.458 (+ 2.224 ) - 58 laps
18 . N. Piquet - Renault R28 - 1:23.467 (+ 2.233 ) - 45 laps
19 . T. Glock - Toyota TF108 - 1:23.561 (+ 2.327 ) - 80 laps.

[STAiN MASTER]

We should really see the RA108 come to shine more towards mid season.

As they still need to develop the car.

[rahul]

i'm afraid its the same old story for honda.

The introduction of Ross Brawn should change things, realistically as Strain Master said about mid season and hopefully they'll be competitive right from the word go in 09

[STAiN MASTER]

i'm afraid its the same old story for honda.

The introduction of Ross Brawn should change things, realistically as Strain Master said about mid season and hopefully they'll be competitive right from the word go in 09

Yeap as we all know in F1 they always plan for the next year ahead, as i think this yr will be like testing for 09 as rahul said.

[Jazzdude]

i'm afraid its the same old story for honda.

The introduction of Ross Brawn should change things, realistically as Strain Master said about mid season and hopefully they'll be competitive right from the word go in 09

Yeah, thats what they said last year- that they'd be competitive from the start of this season. Seriously, Honda needs to stop their tree-hugging ways and focus on racing and develop their car ffs!!

With all their time and resourses, they really don't have an excuse to be where they are now.

Their standard line is...'We are waiting on a new aero package' and when that arrives, it doesn't perform to expectations and it's pretty much the same line again.....'We are waiting on a new 'improved' aero package!'

[nugget1]

Just completed 3 day private test at Jerez with the new aero package

Jenson Button
"Our final test before the start of the season went well this week and it was very useful to evaluate the new developments that we have on the car. We completed some long run work in preparation for the race weekends and I was pleased that we have made a step forward in terms of performance. We are realistic about our expectations for the first few races and know that we still have a long way to go."

Rubens Barrichello
"I drove the car in the launch specification and with the new aero package this week, which was very useful to provide a direct performance comparison. Today I completed a lot of running with the new developments which was very beneficial.
It is difficult to know where we are compared to the competition as we were testing privately, but I definitely feel we have taken a step in the right direction. We have improved the car and I feel comfortable that we are well prepared for the start of the season."

Alex Wurz
"This last winter test was a good exercise for us. The new aero upgrades open up new opportunities for the set-up and enable us to make better use of the tyres. I have completed two full race simulations without any problems and I believe we are well prepared for the season opener. I am looking forward to the challenge of continuing to develop the car over the next few races."

Steve Clark
"We are pleased with the progress that we have made at our private test in Jerez this week, where we signed off the specification of the RA108 for Melbourne. It is clear that the new package is a good step forward, not just on a single lap but also over longer runs."

"Virtually all of the wings and bodywork components have been updated since the launch specification and to good effect. Testing conditions have been challenging with strong and very gusty winds, so we look forward to seeing how the package translates to the race track next weekend in Australia."

E.A. &#169; CAPSIS International
Source: Honda