-
Home
- TV Shows
- TV Schedule
- NASCAR
-
Formula 1
- Auto Racing
- Moto Racing
- Cars
- Bikes
- Store
- Social
- Games
- Mobile
- Deals
- Videos
- Photos
- Home
- TV Shows
-
TV Schedule
-
SPEED Showcase
-
- NASCAR
- Formula 1
- Auto Racing
- Moto Racing
- Cars
- Bikes
- Store
- Social
- Mobile
- Deals
- Videos
- Photos
Formula 1
F1: Ferrari F150 Unveiled In Maranello
Ferrari is the first team to reveal its 2011 Formula One car...
Ferrari drivers Fernando Alonso (Left) and Felipe Massa (Right) formally unveil the new Ferrari car on Jan. 28 in Maranello as team boss Stefano Domenicali looks on. (Photo: LAT Photographic)
As the first 2011 F1 car to break cover, the Ferrari F150 was the subject of much attention Friday morning, from rival teams as much as race fans around the world. Everyone wants to see what the opposition has done.
Inevitably, the Italian team hasn’t showed all its cards, and front and rear wings and other aero elements will, of course, change during the build up to the first race.
The team’s biggest challenge will perhaps be the switch to Pirelli. While everyone else has had to do it too, Ferrari had a 13-year ‘special relationship’ with Bridgestone, and all of that accumulated data and knowledge means very little now. Those who were on Michelin as recently as 2006 arguably have less to lose, and also have more recent experience of how to deal with a change of supplier.
Like everyone else, Ferrari has reintroduced a KERS system. Along with McLaren, it had the most effective system in 2009, but it has been developed since then. Its location and packaging in the car has also changed, not least because cars have much bigger fuel tanks than they did two years ago.
Also for this year is a restriction on weight distribution, so all the teams have had to build their cars within the set limit.
The KERS packaging has also impacted the engine – the architecture of the front of the V8 has changed, and updates to the KERS system have also had an impact on cooling and lubrication. All of this has been done on the basis that Ferrari is able to provide the whole package to both Toro Rosso and Sauber. The team says it has also addressed engine reliability, with particular regard to pneumatics.
Aero-wise, the team has had to deal with the rule changes that ban double diffusers and any form of F-duct, while this is also the first car we’ve seen with a proper adjustable rear wing, although Mercedes experimented with one at the Abu Dhabi test.
The front of the chassis has been affected by the more stringent crash tests, and it is higher, so that the driver sits higher. The side intakes are smaller than previously. Rear suspension is new, while the front has been altered to adapt to the changes to the monocoque. There’s also a revised brake system.
“We started when the previous car touched the ground,” says chief designer Nikolas Tombazis. “That was in late January last year. We put some basic ideas together, started talking about the new regulations and how they would influence the main parts and we set up a program in the wind tunnel to examine the new regulations.
“This project had several important challenges, because the regulations are quite different from last year’s. We had to reintroduce the KERS in the car. We’ve learned a lot about the KERS two years ago. But now we’ve got a new package, so the installation wasn’t the same. We had to think about that a lot.
“Another challenge was the mobile rear wing. This is one of the novelties in Formula One this year. So we had to plan a wing, which doesn’t influence the performance when it’s shut in its normal configuration, but which gives us the highest possible reduction regarding CD, which means highest possible speed on the straights during the qualifying or while overtaking. This was a very important project. A third challenge was the introduction of new tires. When you change tires you also have to change several aspects of the car, regarding weight distribution, suspension between front and rear, but also some aerodynamic aspects.
“Because the Pirelli tires are new, we’ve got lots of work. This is almost less important thinking about the aerodynamic aspect – this year we can’t use a double diffuser. So we had to set a very ambitious goal, gaining the performance we lost without the double diffuser.”
Tombazis says that there’s more to come, and intriguingly, he mentions exhausts, an area that many expect to be key this year in terms of aero: ”We’ve been working on different innovations for the car: Some of ours and some new for Formula One in general. The rear suspension is really innovative, so is the rear wing system. But there are more novelties coming up regarding the configuration for the first race, which aren’t in the car yet – for example, something for the rear wing and the exhausts.”
He believes that the team has achieved its performance targets.
“We think we did. We set targets we think are very ambitious regarding the development in the wind tunnel, the car’s weight and the performance of some sub-systems. We think, based on our analysis, that we’ve reached these targets – especially for the car for the first race.
“Having said that, the regulations are new and it’s impossible to know exactly where our competitors stand. I’m convinced that also they set themselves some ambitious targets. I’m confident in what we’ve done, but as long as we don’t see the cars on the grid for the first race, it’s a little bit difficult to answer this question.”
Adam Cooper notched up his 26th season as a racing journalist in 2010. Born in London, England, he saw his first F1 race at age 10 in 1976. He began freelancing for Autosport magazine in 1985 and was on the fulltime staff from 1987-92. He then went freelance again, initially spending two years in Japan before following the 1994 Champcar series from a base in Indianapolis. He has not missed a Grand Prix since Suzuka ‘94, a run that has extended to Abu Dhabi ’10. Adam has written books about Eddie Irvine, Piers Courage and Michael Schumacher. He has written about F1 for SPEED.com since 2005. Check out Adam's Blog or follow him on Twitter.
Inevitably, the Italian team hasn’t showed all its cards, and front and rear wings and other aero elements will, of course, change during the build up to the first race.
The team’s biggest challenge will perhaps be the switch to Pirelli. While everyone else has had to do it too, Ferrari had a 13-year ‘special relationship’ with Bridgestone, and all of that accumulated data and knowledge means very little now. Those who were on Michelin as recently as 2006 arguably have less to lose, and also have more recent experience of how to deal with a change of supplier.
Like everyone else, Ferrari has reintroduced a KERS system. Along with McLaren, it had the most effective system in 2009, but it has been developed since then. Its location and packaging in the car has also changed, not least because cars have much bigger fuel tanks than they did two years ago.
Also for this year is a restriction on weight distribution, so all the teams have had to build their cars within the set limit.
The KERS packaging has also impacted the engine – the architecture of the front of the V8 has changed, and updates to the KERS system have also had an impact on cooling and lubrication. All of this has been done on the basis that Ferrari is able to provide the whole package to both Toro Rosso and Sauber. The team says it has also addressed engine reliability, with particular regard to pneumatics.
Aero-wise, the team has had to deal with the rule changes that ban double diffusers and any form of F-duct, while this is also the first car we’ve seen with a proper adjustable rear wing, although Mercedes experimented with one at the Abu Dhabi test.
The front of the chassis has been affected by the more stringent crash tests, and it is higher, so that the driver sits higher. The side intakes are smaller than previously. Rear suspension is new, while the front has been altered to adapt to the changes to the monocoque. There’s also a revised brake system.
“We started when the previous car touched the ground,” says chief designer Nikolas Tombazis. “That was in late January last year. We put some basic ideas together, started talking about the new regulations and how they would influence the main parts and we set up a program in the wind tunnel to examine the new regulations.
“This project had several important challenges, because the regulations are quite different from last year’s. We had to reintroduce the KERS in the car. We’ve learned a lot about the KERS two years ago. But now we’ve got a new package, so the installation wasn’t the same. We had to think about that a lot.
“Another challenge was the mobile rear wing. This is one of the novelties in Formula One this year. So we had to plan a wing, which doesn’t influence the performance when it’s shut in its normal configuration, but which gives us the highest possible reduction regarding CD, which means highest possible speed on the straights during the qualifying or while overtaking. This was a very important project. A third challenge was the introduction of new tires. When you change tires you also have to change several aspects of the car, regarding weight distribution, suspension between front and rear, but also some aerodynamic aspects.
“Because the Pirelli tires are new, we’ve got lots of work. This is almost less important thinking about the aerodynamic aspect – this year we can’t use a double diffuser. So we had to set a very ambitious goal, gaining the performance we lost without the double diffuser.”
Tombazis says that there’s more to come, and intriguingly, he mentions exhausts, an area that many expect to be key this year in terms of aero: ”We’ve been working on different innovations for the car: Some of ours and some new for Formula One in general. The rear suspension is really innovative, so is the rear wing system. But there are more novelties coming up regarding the configuration for the first race, which aren’t in the car yet – for example, something for the rear wing and the exhausts.”
He believes that the team has achieved its performance targets.
“We think we did. We set targets we think are very ambitious regarding the development in the wind tunnel, the car’s weight and the performance of some sub-systems. We think, based on our analysis, that we’ve reached these targets – especially for the car for the first race.
“Having said that, the regulations are new and it’s impossible to know exactly where our competitors stand. I’m convinced that also they set themselves some ambitious targets. I’m confident in what we’ve done, but as long as we don’t see the cars on the grid for the first race, it’s a little bit difficult to answer this question.”
Adam Cooper notched up his 26th season as a racing journalist in 2010. Born in London, England, he saw his first F1 race at age 10 in 1976. He began freelancing for Autosport magazine in 1985 and was on the fulltime staff from 1987-92. He then went freelance again, initially spending two years in Japan before following the 1994 Champcar series from a base in Indianapolis. He has not missed a Grand Prix since Suzuka ‘94, a run that has extended to Abu Dhabi ’10. Adam has written books about Eddie Irvine, Piers Courage and Michael Schumacher. He has written about F1 for SPEED.com since 2005. Check out Adam's Blog or follow him on Twitter.
Grand Prix of Bahrain
LATEST HEADLINES: FORMULA-ONE
-
F1: Hulkenberg Leaves Door Open For Ferrari Future
Nico Hulkenberg is attracted by the idea of a future move to Ferrari...… -
F1: Whitmarsh Denies Honda Factor In Lowe Release
Martin Whitmarsh says Paddy Lowe's early exit wasn't tied to the… -
F1: Vettel Urges F1 To Rethink Tire 'Recipe'
Sebastian Vettel believes the Pirelli tire needs some work... -
F1: Pirelli Confirms Canada Changes 'Less' Than Announced
Reports are the F1 supplier will now make only minimal changes to… -
F1: Series Owner CVC Votes To Keep Ecclestone Despite Charges
F1's owners have voted to keep Bernie Ecclestone at the helm of the… -
F1: Grand Prix News Briefs (Update 2)
Toto Wolff is disappointed with McLaren's move to link up with works… -
F1: Paddy Lowe Finally Confirmed At Mercedes
Paddy Lowe will join the team as Executive Director (Technical) Monday… - More News
