Jörg Zander: "I want a clear upward trend".

AutoSprintCH: The first few weeks in Hinwil are over. What are your impressions so far of the opportunities and conditions here? And can you already draw a comparison with 2006/07, your earlier time at Sauber?
Jörg Zander: First of all, the impressions are positive throughout! I received a very warm welcome here and felt comfortable and familiar in the old familiar environment right from the first day. I am thrilled with the attitude of my team. After the frustrations and fears of the recent turbulence, the motivation of each individual is now clearly visible. Naturally, people have expectations, they want change, stabilization and to feel the direction in which things are heading - and that's exactly what we will now be working on together. The technical prerequisites are optimal; we are self-sufficient in terms of development and production. This enables short development cycles and flexibility. The Sauber wind tunnel is one of the best aerodynamics development facilities in professional motorsport. The model components for the wind tunnel tests are quickly realized in our own rapid prototyping using SLS and SLA systems. This enables efficient aerodynamics development. In the chassis area, we can manufacture all carbon composite structures ourselves. A great deal has happened here in recent years.

Tell us what your responsibilities are as a Technical Director.
My tasks at the beginning will be to define and optimize the technology organizational structure. We have excellent engineers and technicians here. Now we have to make sure that we arrange the competencies and resources in a sensible way according to the requirements. It is important that we optimize our communication and decision-making processes so that we can work even more efficiently. Furthermore, my main tasks are in the engineering department, primarily in leading and setting the direction for the design and development departments. The concept of our racing vehicle is essentially defined by the elements of driving dynamics, aerodynamics and vehicle design. In teamwork, we work out the direction here - based on facts. In addition to empirical investigations in the wind tunnel, vehicle functionalities and driving dynamics are nowadays analyzed and predetermined with the aid of simulations. I want to ensure that we link these analysis processes to define the vehicle concept and thus efficiently produce results that form the basis of the vehicle concept decision. In addition, I want to help our team grow even closer together and promote the exchange and understanding of each other. Formula 1 is a team sport!

In your last position, you worked in top-level endurance motorsport. What are the technical differences between endurance and Formula 1 cars?
Various types of sports cars with different drive technologies are used in professional endurance motorsports. These range from open and closed prototypes with hybrid technology to road-legal, similar GT sports cars - a mixed field. In the WEC, different drive concepts are possible in the field of LMP1-H operated by the car manufacturers, based on Equivalence-of-Technology (EoT). This means that different combustion engine concepts, diesel or gasoline, and hybrid systems with energy transfers of up to 8 MJ (megajoules) per lap are permitted at Le Mans. This is then comparable to Formula 1 on an average GP circuit with 4MJ. The hybrid energy content in Formula 1 is thus roughly comparable to the 4MJ of recovered energy per lap. The MGU-K is installed on the front axle of an LMP1-H sports car. In "boost mode," these accelerate with all-wheel drive, which is not the case in a Formula 1 car.

In Formula 1, power is limited by maximizing the fuel volume flow. The LMP1-H cars are also power-limited, but are also about 100 kg heavier and have only a defined maximum amount of energy (fuel) available per lap. The WEC cars are strongly focused in their development on the race at Le Mans, which is why the cars are also aerodynamically designed specifically for this race and thus achieve higher efficiency values than a Formula 1 car. However, the downforce of Formula 1 cars is significantly greater. The vehicles differ only slightly in terms of their global design; all are trimmed for lightweight construction. Both series use carbon fiber chassis, double wishbone suspension systems with complex spring/damper elements and carbon high-performance brakes. With up to 1,000 hp and all-wheel drive, the WEC cars are also really fast despite their greater weight, but around 10 seconds slower on the GP circuits in direct comparison with Formula 1.

The 2017 GP season is not only a new start for you, but also a new era begins again for Formula 1 with many innovations and rule changes.
Yes, it's a perfect match. The cars are getting wider again, from 1.80 to 2 meters, tires are 25% wider, the front and rear wings are also getting wider, and the diffuser is being enlarged. Overall, this means more downforce, more grip and therefore faster lap times. Cornering speeds will be higher, but so will drag. This results in different conditions for energy recovery control, for example. Although the top speed of the car is lower, the car can brake later due to the higher downforce. The braking distance is therefore shorter and so is the opportunity for energy recovery. One has to develop other driving profiles and strategies to collect the limited energy of 2MJ with the MGU-K. The aero concept will again be crucial for performance. The cars look strong again with the wide tires and an overall width of 2m. So you can feel the incomparable, driving dynamic power just by looking at them. Certainly, the powertrain or the drive power plays a big role, but at the beginning of the season, the chassis and also the reliability will certainly make the difference first.

What are your expectations and goals for the 2017 season?
I would like to see a significant upward trend from last year. That's what we all want here. Our objective is to establish ourselves in the midfield. Unlike 2016, we will implement our development plan throughout the season. But we have to be realistic because our reference is at a lower level than our competitors. We're on target with our C36 car and optimistic because our development direction is right. However, it's almost impossible to make an assessment compared to the competition because of the new rules. Overall, 2017 will also be an important year for us. The structural and process optimizations have to be implemented - and then take effect. These are not processes that you implement according to technical literature or instructions; these are individual adjustments where people and culture play a big role. The team has to accept these changes and get used to new circumstances, and that takes time. That's for sure!

What are your long-term goals with Sauber?
I will soon be tackling the 2018 concept with my technical team. But not too soon, because we first want to carry out a thorough assessment and analysis of the initial 2017 season. To do this, I want to set up a well-organized team with satisfied, motivated employees that establishes itself as a major player in the Formula 1 World Championship. In such a way that we must always be counted on to be good for a major surprise now and then. In the Sauber F1 Team, I want to ensure confidence and long-term stability. From what I've seen so far, I'm very optimistic that we'll achieve just that.

If you find time for other things besides motorsport, what else are you passionate about?
Of course, I am enthusiastic about my loved ones - the family and the people who are close to me. My passion besides motorsports is triathlon. Whether I can manage the 70.3 Ironman event in Rapperswil in June depends on whether I find enough time to train. But it will certainly be enough for the Olympic distance in Zurich in July.

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