Ferrari F60

Maranello, 13th January – Another day of hard work for the Scuderia Ferrari Marlboro, getting ready for the 2009 season. After the F60’s debut yesterday at the Mugello circuit, today the Scuderia’s technicians had a long day, analyzing the data collected on the track. President Luca di Montezemolo, who also spoke to Felipe Massa to hear about his first impressions of the new single-seater, took part in the meeting. The technicians concentrated on the small problems the car had at Mugello on its first day out. The goal is to solve them to then start the single-seater’s development programme. They were also working on the functionality of the KERS. The next appointment for the F60 is the test session at the Parc Algarve circuit at Portimao in Portugal from 19th to 22nd January. Meanwhile Felipe and Kimi are at “Wroom”, the traditional media event in Madonna di Campiglio, while Team Principal Stefano Domenicali will arrive in the evening; more than 120 journalists from around 20 different countries and three continents are waiting for them.

Scarperia, 12th January 2009 – After the meeting with Stefano Domenicali the press conference of the Scuderia’s technicians – Gilles Simon, Nikolas Tombazis and Aldo Costa – was held at the Mugello circuit. First of all the journalists wanted to know more about the regulations concerning the engines: there will be eight engines for every driver over the whole season. But will they be all the same? Gilles Simon said: “As of 2009 the engine speed is limited to 18,000 rpm and every driver can use up to eight engines over the 17 GPs of this Championship. Therefore distance target for each unit is now around 2,500 kilometres.”
The F60 is a single-seater which is very different to the previous ones, due to the 2009 regulations. Will Ferrari make more use of the test stands?
Costa: “The work at the test stands will be more important than in the previous years. We’ve several facilities to test sub-components and complete groups; that’s where we’ll do most of the work. The race track is and remains the final test. We’ll work a lot before the start of the Championship, just like last year; but this time we’ll concentrate our work on one car in five test sessions. During the season we’ll have the Fridays to set up the cars for the circuit and for development.”
This year the single-seater is completely different from the ones in the past. Are you happy with the result or did you have to compromise?
Costa: “Last year we were fighting for the Championship until the last race and we were concentrated a lot on the car’s development. Today we presented a complete car, which refers also to the level of the engine speed, fitted with KERS; although we had very short time. I want to congratulate everybody: Gilles, Nikolas and everybody at Maranello. We managed to be the first having a crash test and we have several homologated chassis. We tried as much as possible to cover the time gap between the developments, which have been done on the car at the end of last year.
Do you think that this year, considering the changes, it won’t be possible to redo the car during the season to make up an eventual disadvantage at the start?
Costa: “We’re used to thinking that we can still work on a technical level; so as far as we concerned it’s possible.”
Tombazis: “Many rules, as far as the aerodynamics are concerned, are completely new. The speed of development will be the main issue. Whoever knows how to develop faster will be better than the others. We can work on the development in the Fridays at every GP. Before the season there’s still some good margin. And if we’re ahead at the first race, it means that we can keep our cool.”
What was the Team’s reaction in terms of cost cutting?
Costa: “The rules have been changed recently; we have to rethink our working methods and the programs; this has to be done gradually, without rushing things; we have to evolve the Team’s structure.
How will your development program look like now? How many aerodynamic tests will there be this year? And does the car just seem longer than the one last year?
Costa: “The development program will continue with the five tests we’ve planned at the race tracks of Portimao, Bahrain, again Bahrain, then Jerez and Barcelona. We can have eight aerodynamic tests this year, which means eight days where we can test as far as this issue is concerned.
Tombazis: “As far as the single-seater’s length is concerned I have to say that the wheelbase is something really overrated. It’s not that important at all. But anyway, the fact that the car is longer is only a visual effect.”
Can you confirm today, like you did in the past, that this is the best Ferrari ever built?
Costa: “There have been some radical changes this year and today, under the light of limitations, the performance will not be higher; the limitations don’t allow us to reach the previous performance levels. But I can confirm that the methods improve from year to year, and it also happened last winter.”
Apart from the development, how will the car change from now on until the first GP in Australia? Is McLaren’s advantage, due to the MES, gone? Isn’t it a contradiction in terms to talk about the importance of the Fridays and the engine management with a limited mileage?
Tombazis: “The F60 will be very much overhauled for the first GP. Also because this year will be dominated by the team which will be able to develop the fastest. We want to resolve all the issues as far as the mechanics and the reliability are concerned. We also want to maximise the aerodynamic development. I can confirm that also visibly the car will be really different at the first race.”
Simon: “After one year the MES is much more developed and stable. It also seems more balanced than a year ago.”
Costa: “We have to deal with a shorter coverage; on Fridays we have to think about the development for the specific races, considering that there won’t be any tests on the circuits. And then we also have to move on with the development for the Championship; all of this with a limited mileage. It’s much more limited.”
Over the last two years a lot of work has been done as far as the tyres are concerned: did the slicks have any influence on the car’s development?
Costa: “The car’s general construction philosophy could lead to the benefits we’ve seen in the past; we try to keep these benefits and develop the part, where we were less strong.”
At what point is the development of the KERS?
Simon: “The KERS is a very complex system, which we haven’t developed on the track yet. There’s still lots of work to do; we’ve lowered the impact of the system on the car to a minimum.” Tombazis: “Obviously the KERS’ ‘nuisance’ is remarkable. We’re talking about more than 30 kg of weight. We’ve done a lot of developmental work to insert the system and compensate for it.”
There will be two types of development: one for the race and one for the Championship: will the two drivers have different programs?
Costa: “I don’t know. It’s too early to say. We’ll see what happens when we’re close to the first race.”

Scarperia, 12th January 2009 – Felipe Massa, the Scuderia Ferrari Marlboro’s Brazilian driver, met the press in the afternoon, after the first day of testing with the new F60 at the Mugello circuit. These are his first impressions of the new single-seater: “This car is completely different from the one we had last year. Many rules have changed and they are all visible, the impact of the rules, such as the introduction of the KERS, the changed aerodynamics; all these things make it very different for us all to drive.
For the first day there weren’t planned 100 laps or particular lap times, because when the rules change in such an important way the shakedown becomes more difficult and delicate. We resolved some minor problems today and I’m glad that I went 100 kilometres using the KERS, which was the part that worried us most. We started to use it just a bit in the beginning and then we raised its performance level. In the upcoming tests we’ll have the possibility to try out all its different aspects. We used this first day to check the general functioning of the engine, the gearbox, the suspension and the KERS; it was positive, because everything worked just fine. We wanted to do 100 laps, but in reality we tested more than we had actually expected to.”
Several questions for Felipe came up: It seems that these cars are much more difficult to drive, because they need to be controlled much more (KERS, flap, slicks). Can you confirm that? “That’s true. It’s a car with many changes and driving it will be different. You can feel it much more now, but once you know the car and the new rules it’s automatic; we’ve seen that over the last years.”
The 2009 season is mainly characterised by insecurities concerning all aspects of Formula 1. How do you feel it on a personal level and in the Team? “The people inside the Team share the same motivation and the same work approach; I have to say that they’re all quite similar to how they were the years before; obviously when there are major changes from one year to the next, the way we work changes in certain areas. The atmosphere I sense is very good and everybody is pushing hard inside the Team, from the President, to Stefano and the technical department. I’m happy that I can be part of the Team and I hope that we continue to improve every week, just like we did in our good years. It’s true, it’s the start of a new cycle, a different one for Formula 1, but we’re convinced that we can fight in a very competitive Championship.”
The new rules made the car much uglier than in previous years. Do you like it? “While I came over from Brazil I thought: I’ve seen several things in the wind tunnel, but the complete car is different. Over the last years we’ve always seen a much nicer car year after year. I didn’t expect a beautiful car, but I have to say it is very beautiful, despite all the rules, which make the cars uglier. Let’s hope it’s fast. I’d prefer an ugly car that’s fast over a beautiful car that’s slow.
Did you have fun today or was it just technical work? “It’s much more fun when there are other cars, when you can compare your lap times. So today was less fun in this respect, but we were here to run the car, which was the main goal. I had fun doing that. I hope that next week in Portugal I’ll have a car I can drive the whole day.”
Last season’s disappointment; did you recently meet Hamilton? “I’ve met him at the FIA presentation of the prizes at the end of the year. I said hello and congratulated him, because I think that’s correct. During the holidays I’ve been thinking a lot, as usual, about what happened and now I’m more eager to win than ever. We didn’t win, it’s not because we didn’t merit it, but because it had to be like that. I’m eager to fight in this year’s Championship. I don’t want to look back, I want to look forward. There are bad days, but the nice days are worth much more to learn for the future.”

Press Conference Stefano Domenicali, Director of the Ferrari Formula 1 Team
Source: Ferrari

Scarperia, 12th January 2009 – “Hello, everybody and Happy New Year! It will be a very interesting year for all of us as far as our sport is concerned. Let me explain to you why the new single-seater is called F60; it’s the fifty fifth single-seater built by Ferrari specifically to compete in the Formula 1 World Championship; it’s the 60th edition of the F1 Championship and Ferrari is the only team, which has participated in all 60 editions. The sport is closely linked to the Team. It is a historical date, but with a look to the future. It is a difficult moment “and it is the moment to look ahead and the goal is that we will have a F120 one day.” These were the first words of Stefano Domenicali, Director of the Ferrari Formula 1 Team, at the press conference on the day of the F60’s debut at Mugello. “Our DNA lets us continue in this sport and we’re looking ahead; we’re optimistic even in this difficult period for the whole system. I’m convinced that when we manage to pass this critical situation Formula 1 will be stronger than it ever was. This is Ferrari’s main task; always in Formula 1.”
Domenicali also spoke about the Team’s goals for the 2009 season, which will start 29th March at Melbourne’s Albert Park circuit. “Staying on top. Over the last ten years we have won eight times. The project is extremely difficult now, beyond what we have already planned. Over the last months we introduced several modifications, to find solutions, to limit costs. These modifications had an impact on the car’s technical preparations. There will be even more challenges and technical modifications to do in the short term. I think that who will be able to exploit the car the best way possible, will prevail against the other teams; everybody’s goal is to maximise the results we have to bring home.”
As far as the internal organization of the Ferrari motor sports department is concerned, the Scuderia’s Director spoke about the underlying logic of the past years. “Ours is a logic of dynamic stability, promoted by our President; the organization’s modifications go in this direction. To improve every single aspect of the Team, whilst strengthening the areas, where we didn’t give 100% at the same moment.”
As far as the general view of Formula 1 in this very moment is concerned, Domenicali said: “Ferrari stands in the front row to save Formula 1’s scope; I think that under Luca di Montezemolo’s presidency there has been a strong input as far as the future scope is concerned. The goals, the structures and the teams realities are different, but we’re all working for the good of all; and that is why the teams are very united, which is a new element in this sport, considering that we are in a very particular period. Nobody wants to oppose the FIA, but there is a constructive logic, where everybody wants to have a strong and constructive voice, because we live Formula 1. In 2009 we’ve seen the impulse given by the teams and we could immediately find an agreement, which is very important. We’re just at the beginning and together with the technical development we’re working every day on also improving the political aspects of Formula 1. What this sport needs now is great stability and to make clear which direction and future programmes it will take, because those who invest in Formula 1 need to know where Formula 1 is heading. We have sponsors, who have been with us for a long time and who believe in racing. 2009 will be a dense year in terms of sport and politics.
The drivers, Domenicali said, are highly motivated and they are here today to test the new car, which is a different and complex project. At the moment we’re analyzing the data and have been out for our first run. We know that it will be a very particular and stimulating season from every point of view.
Referring to the KERS, the kinetic energy recovery system, introduced in 2009, Domenicali said: “First of all I want to make a political consideration as far as the KERS is concerned: our position, which we discussed with other teams, is, that in a moment, when one has to reduce costs, the introduction of such a system is a contradiction in terms. We can decide if we want to use the KERS in our car and when it’s clear that the system will effectively improve the performance, which it seems to do in simulations, it will be our task and technical challenge, to push on with it. Today is a very important day also as far as this system is concerned and we’re testing the new system on the track. I don’t expect any surprises; but we’ll definitely see the problems when it’s used on the track. As you know tests are limited to 15,000 kilometres this year and there’s no possibility to test after the start of the season. I expect that test stands and simulations will be used much more. As I already said there will be many more problems, but our main objective is reliability. Last year we paid a high price; this year, with a new system as complex as the KERS, our main objective is the verification of the reliability. The car on the track today confirms it; it’s fitted with the KERS.”
One of the journalists spoke about the importance of the human error in last year’s Championship, asking if in 2009 the protocols as far as quality control and Team are concerned have changed: “The procedural reliability is part of the overall reliability,” Domenicali said. “Human errors remain a characteristic of the team and the drivers, which gives a certain humanity to racing. We tried to improve the procedures and we introduced people from different areas to improve the procedures and increase concentration. Although human error will always be a part.” As far as the possibility is concerned that the teams will show up less prepared to GPs, due to new regulations and restrictions, the Scuderia’s Director confirmed: “The new approach will lead to a completely different interpretation of the race weekends. The drivers might have a more important role: if the systems will work at 100% the drivers will have an extremely big delta performance, which will find its expression in tenths of a second; then there will be new tyres and the engine speed will be different; we have to understand how to deal with it the best possible way; and then there is the new wing the drivers have to get used to. The drivers are facing a season, in which they might have to give a bigger contribution I think.” As far as cost cuts, at Ferrari and the other teams, are concerned, Domenicali said: “It’s difficult to say, because it’s different for every team. We’re working with the FOTA to determine if and how much we can reduce the costs. At best we can talk about percentages, because the organizational evaluations are different for the teams. Formula One’s reorganization must not touch the technological part, but, as in our case, has to relate more to a contribution to production vehicles. The excesses of the past years have to be cut; now we have to understand how.”
In case one of the top teams might see that it hasn’t been set up the best possible way, what are the chances to recover during the season? “This is one of the most important points of the upcoming season. When we’re heading for Australia we can’t modify much. On Friday we can test what we want to use over the weekend. There will be more test stands and we might have to risk much more. If our car will be competitive right from the beginning, it will be a decisive element in understanding where we are.” As far as the new engine regulations are concerned Domenicali said that the agreement determines that every driver can use up to eight engines over the season when and where it is suitable. In case a ninth engine has to be used an appropriate penalty has still to be found.
The last questions were about Kimi Raikkonen’s new race engineer, delivering engines to Honda and Michael Schumacher’s contribution: “To use Andrea Stella as Raikkonen’s race engineer has been decided last year. I want to underline that Dyer will have an important role in the coordination of the race engineers. As far as delivering engines to Honda is concerned this possibility is almost 0 at the moment. Michael is the only one with experience with slick tyres and, together with Luca Badoer, he will give an important contribution.”
At the end of the month Kimi will participate in a rally: “Traditionally we always have a very open relationship with our drivers; we were criticised when Michael Schumacher played football on the race weekends. Letting Kimi drive a two-day rally is the same approach. We consider it two days of tests for him, although it’s not Formula 1.”

Another lap for the F60 on a cold morning at Mugello
Source: Ferrari

Scarperia, 12th January 2009 – At 10:55am Felipe Massa went out for a second lap in the new F60, completing another whole lap. Yesterday, after he saw the new single-seater for the first time, with Stefano Domenicali and his teammate Raikkonen, at the logistics department at Fiorano, Massa said he was “happy and excited to take the Ferrari out for its first ride”.

F60’s debut on a cold and sunny day
Source: Ferrari

Scarperia (FI), 12th January 2009 – 10:35am: the sound of the 056, the new F60’s engine, interrupts the silence at the Mugello circuit’s box. Just one lap for the new single-seater of the Prancing Horse, which has its first outing today at its official debut, with more laps later on.

Description and Technical Specifications
Source: Ferrari

The 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 editions of the Formula 1 World Championship since 1950 to date. The project, which goes by the internal code name of 660, represents the Scuderia’s interpretation of the regulations that come into force this year, which include very 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. <BR>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, the 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.
Technical specifications
Chassis
Carbon-fibre and honeycomb composite structure
Ferrari longitudinal garbo Limited-slip differential
Semiautomatic sequential electronically controlled gearbox – quick shift
Number of gears 7 + Reverse
Brembo ventilated carbon-fibre disc brakes
Independent suspension, push-rod activated torsion springs front and rear
Weight (with water, lubricant and driver) 605 kg
BBS Wheels (front and rear) 13″
Kinetic energy recovery system by Ferrari in cooperation with Magneti Marelli
Engine
Type 056
Number of cylinders 8
Cilinder block in cast aluminium V 90°
Number of valves 32
Pneumatic distribution
Total displacement 2398 cm3
Piston bore 98 mm
Weight > 95 kg
Magneti Marelli digital electronic injection
Magneti Marelli static electronic ignition
Fuel Shell V-Power ULG-66L/2
Lubricant Shell

Moving to Mugello
Source: Ferrari

Maranello, 10th January – Due to bad weather conditions with snow over the last few days and extremely low temperatures, the Scuderia Ferrari Marlboro has decided to debut with the Ferrari Formula 1 single-seater at the Mugello circuit, the second race track owned by Ferrari. The car’s presentation will be held as planned on Monday, 12th January. The presentation’s procedure on the website of the Prancing Horse remains unchanged: from Monday 9am CET photos and exclusive interviews can be found on www.ferrari.com, spiced up with the single-seater’s technical details. During the day the first photos of the car on the track will be published on the website and Felipe Massa and members of the Scuderia, the reigning World Champion Team, will talk about their first experience and impressions of the car.