BMW boss Mario Theissen has revealed that 'his' team will continue 'working flat-out' on developing its 2009 car - the F1.09, despite the fact it has proved woefully uncompetitive.
The Swiss-based outfit once again struggled at the German Grand Prix last time out and even though they introduced a number of mechanical improvements and a modified double-diffuser - which they hoped would allow them to 'experience an upturn in form' - Nick Heidfeld and Robert Kubica were still some way off the pace.
Indeed in the end they only finished tenth and 14th respectively at the Nurburgring - the sixth race this season BMW have come away from without breaking into the top-eight and notching up points.
Furthermore while the likes of Ferrari and McLaren-Mercedes are now understood to be putting more and more emphasis on 2010 and effectively writing off 2009, BMW look set to buck that trend.
Speaking prior to the 24th Hungarian Grand Prix and the tenth round in the 2009 FIA F1 World Championship, Theissen explained that in his view it wasn't wise to stop work on the F1.09.
“This year our team heads for the Hungarian Grand Prix with muted expectations. So far our car just hasn't been fast enough for any top places. We are nevertheless working flat-out on ongoing development of the F1.09 - for two reasons,” he stated.
“This year's new aerodynamic regulations will remain the same for next season. What we are learning from our present car will flow virtually 1:1 into the concept for the F1.10.
“Besides that, under the test ban in force, the race weekend offers the only chance to track-test new developments and components. It's an opportunity that has to be utilised.
“Beyond that, we naturally want to prove to our fans and, not least, to ourselves that we are also capable of reversing a deficit.”
Willy Rampf, BMW's head of engineering, meanwhile added that the key to doing well at the 4.381 kilometre Hungaroring is the twisty middle bit.
“After Monaco, the Hungaroring has the second-lowest average speed of all the Formula One circuits. The mainly slow and medium-fast corners follow in quick succession and the start/finish straight is relatively short. Because dust continually blows onto the track, grip levels tend to be low at the beginning of each of the practice sessions, which can lead to understeer. For the car set-up the focus is primarily on the middle sector with its variety of corner combinations,” he confirmed.
“Another factor that has to be taken into account is that the rear tyres come under heavy loads during the race.
“Air and track temperatures are traditionally very high in Hungary too, which should favour the optimal use of tyres.”