German Car Zone

Ferrari unveils the F60 12/01/2009 The Ferrari F60 is the fifty fifth single-seater built by Ferrari specifically to compete in the Formula 1 World Championship. The name of the car was chosen to celebrate the Scuderia's participation in all 60 runnings of the Formula 1 World Championship from 1950 to date. The project, which goes by the internal code name of 660, represents the team's interpretation of the regulations that come into force this year, which include many new elements. As far as the aerodynamics are concerned, these modifications are the result of the work carried out by the OWG (Overtaking Working Group,) set up by the FIA in collaboration with the teams to produce a set of rules aimed at encouraging more overtaking on track: the front wing, which has a neutral central profile, common to all, is developed mainly on its side elements and is much wider than in the past: the bodywork can no longer carry the slotted apertures that had characterised the Ferrari cars over the past few years. Other aerodynamic devices are also significantly reduced; the rear wing is higher and narrower than in the past; the diffuser has been moved rearward. The combination of changes naturally led the initial design phase down radically different routes when it came to the side pods and protection components: the apertures have been reduced in size and moved rearward, while the upper and rear elements are larger to aid the exit of air. The new rules regarding aerodynamics have also led to modifications to the suspension, as these elements can no longer be enclosed to the same extent. The suspension system and the whole layout of the car have been redesigned in the light of the new rules in order to achieve the correct weight distribution. The design also takes into account two other significant changes in the 2009 regulations: the possibility of using a kinetic energy recovery system (KERS) and the reintroduction of "slick" tyres. The KERS on the F60 was designed by Ferrari in collaboration with Magneti Marelli and is centrally mounted on the engine under the rear part of the chassis; its management has involved all departments of the Gestione Sportiva. The return to tyres with no grooves is another element which is down to the work of the OWG, as is the introduction of a flap on the front wing that can be adjusted by the driver when the car is moving. The software for managing this tool, as well as for the KERS, was designed in Maranello. The transmission has been redesigned to optimise the aerodynamic efficiency of the car. The gearbox casing is again made in carbon and is still positioned longitudinally. The gearbox is fitted with a speed shifter. There is also a new braking system, with callipers designed by Brembo. Other important rule changes for this year stem from the work of FIA and FOTA (Formula One Teams Association) aimed at producing a significant reduction in the teams' operational costs. As far as the engine is concerned, which retains its longitudinal mounting in the F60 and continues as a load bearing structure, the rules now state that a total of eight engines may be used over the 17 Grand Prix race weekends on the calendar. Accordingly, the maximum permitted engine speed has been reduced to 18,000 rpm and the distance target for each unit is now around 2,500 kilometres. Furthermore, modifications have been made to the inlet trumpets, the position of the injectors and the configuration of the exhausts. The changes to the regulations mean that, on the reliability front, Shell has played a fundamental role in defining the lubricants for both the engine and gearbox. As usual, Ferrari's technical partners have played an important part right from the design and development stage of the entire car. Apart from the aforementioned Shell, a significant contribution has been made by the FIAT Research Centre, especially in the use of its simulation systems and by Brembo, in the development of the braking system. As usual, great attention has been paid to the management and optimisation of the materials used, at the design stage and through quality control, aimed at maximising performance while maintaining the highest possible levels of safety.

The emperor was there.

The new cars will sure look ugly.

A cookie goes out to anyone who manages to find a video of an F1 car reversing.

LOL...Monaco 2-3 years ago, at the hairpin....IIRC, it was Klien reversing.

Costa on the new car: ''This year there’ve been a lot of changes. You cannot talk about an evolution, it’s a car designed from scratch. It’s the result of many changes in the regulations, related to new technologies such as KERS or the desire of the FIA to improve the spectacle and increase overtaking. So the aerodynamics have completely been revised, just like the slick tyres they should enhance overtaking. The aerodynamics of the car have nothing to do with what we’ve seen last year. We’ve had to start developing concepts a long time ago. We’ve started the work in great advance to the usual programmes in order to develop projects that represent new challenges.''

''The changes to the regulations have been important. We can only drive with one car on track and we have only five tests at our disposal till the start of the season. After Mugello we go to Portimao, then there are two tests in Bahrain, then in March we’ll be at Jerez and Barcelona before the first race.''

Despite the loss of downforce Costa thinks the laptimes will at times nevertheless be faster than in 2008: ''Especially with the softest tyre compound. But at the same time the aerodynamical development of the cars progresses with big steps.''

On the testlimit: ''The testrestrictions don’t make life easier. It will be harder to make up for a gap and it will be harder to ensure reliability.''

Friday will perhaps be more important than ever: ''There will be a lot more driving done in the Friday practice sessions. But for reasons of time it will be difficult to do comparison tests between components. Therefore we must develop a good strategy, 'weaving in' benchtesting and simulations into the development.''

On comparisons with the previous years: ''In the past we could say: 'This is the best Ferrari we’ve built so far.’ It always used to be an evolution of its predecessor.' Therefore we knew how much better they were. This time we don’t have this point of reference.

Simon: ''There are two changes regarding the engine in 2009. The first one are the modifications made to the engine in order for it to accept KERS, and then the new regulations only allow each driver to have eight engines during the entire season. This implicates that the life span of the engine is almost doubled, estimated at around 2,500 km. The rev limit will be 18,000 rpm. We could only react to that to some extent by working on the injection and the air inlet. Overall we lose 25 bhp due to the measure.''

On KERS: ''It’s an electrical system that Ferrari has developed together with Magneti Marelli, it’s a project in which all the departments of the Gestione Sportiva were involved. There have been signifcant difficulties in various areas but we’ve tackled them with the spirit of a strong team.''

Tombazis: ''We’ve been heavily constricted by the new regulations, which have affected the aerodynamics. We’re in between 50 and 100 % of last year’s downforce levels. The loss is grave. Perhaps these are the biggest changes that we’ve ever had. Then there’s the introduction of KERS and the return of slick tyres. The new aerodynamics have changed the entire flow of air around the car. The front wing is much bigger, the wake and vortexes of the wing go towards the outside of the tyres. Also, all the aerodynamic elements have been eliminated, so the car has become smoother. We have optimised the bodywork on the basis of these regulations. The rear wing is narrower, being in a more central position it’s been completely redesigned.''

''This is our basic version of the car. Because of the new regulations the car will change more than usual during season because we’re in a learning phase.''

On who's taking the credit: ''For a great part I feel like the dad of this car, but in modern days, Formula 1 isn’t a toy of just one person, it’s the work of many people that work on all the aspects of the car. People that have worked day and night in order for this presentation to make it in time.''

On KERS: ''KERS is new to F1, its functionality is very complicated to set up, it alone has made making the car a very difficult job. And being a cumbersome and heavy element, it has upset the lay out of the car in the area of the cockpit. We’e had to change aspects of the tyres and the weight distribution in order for KERS to be able to be mounted in the car.''

On there being more overtaking: ''The changes are going in the right direction, they will have a positive effect on overtaking but we don’t know to what extent. Overtaking will remain difficult, there won’t be a lot of it. Perhaps, whereas in the past an attempt to overtake would have failed, it may now be easier.''

Should have just come out with this