|Grand Prix season/s||2001 – 2002|
|Racing drivers||Michael Schumacher, Rubens Barrichello|
|Race numbers||Michael Schumacher: 1 Rubens Barrichello: 2|
|VIN span||206 – 216|
|Presentation||29 January 2001 in Maranello|
|Chassis||Carbon-fibre and honeycomb composite structure|
|Front track||1470 mm|
|Rear track||1405 mm|
|Front suspension||Independent wheel suspension, double delta wishbones at the top, lower wishbones mounted on mono-keel, inside mounted torsion springs operated by traction struts, anti-roll bar, Push-Rod-System|
|Rear suspension||Independent wheel suspension, double delta wishbones, inside mounted torsion springs operated by traction struts and deflection levers, anti-roll bar, Push-Rod-System|
|Tyres||Bridgestone Potenza slicks with four grooves|
|Wheels||BBS magnesium rims|
|Front brakes||Brembo ventilated and drilled carbon-fibre disc brakes|
|Rear brakes||Brembo ventilated and drilled carbon-fibre disc brakes|
|Weight||600 kg, including oil, water and driver|
|Fuel tank||Approx. 150 litres|
|Type||050 – mid-engine|
|Number of cylinders||V10 – 90°|
|Bore and stroke||96 x 41,4 mm|
|Camshaft||2 overhead per cylinderbank|
|Valves||4 per cylinder|
|Valve control||Pneumatic valve control|
|Compression ratio||Approx. 13,2:1|
|Ignition||Magneti Marelli electronic coil ignition, Step 9|
|Fuel management||Magneti Marelli digital fuel injection, Shell fuel|
|Maximum power||Approx. 840 hp – 17.600 rpm|
|Gearbox||7 gears + rev., semiautomatic sequential electronically controlled gearbox, activated by steering wheel paddles, longitudinal installed, limited-slip differential Gesarbox material: Titan and Carbon-fibre From Grand Grix of Spain: Traction and launch control|
|Clutch||AP carbon-fibre multi disc clutch, activated by steering wheel paddles|
|Engine weight||Approx. 94 kg|
|Engine measures L x B x H||589 x 510 x 358 mm|
|Director of the Gestione Sportiva||Jean Todt|
|Technical Director||Ross Brawn|
|Chief Designer||Rory Byrne|
|Director of the Enginedepartment||Paolo Martinelli|
|206, 208, 209, 210, 211, 212, 213, 214, 215, 216|
|Good to know:
Ferrari Press releases:
19.01.2001: The first 652 chassis is in the workshop
Maranello, 19th January 2001 – Today, the first chassis of the car which Ferrari will use in the forthcoming Formula 1 World Championship was brought into the workshop. Following tradition, the chassis numbering is progressive: so that this, the first example of the 652, the code name given to the project, is number 206. The car will now be built around it to be ready for the launch on 29th January. In the meantime, bench testing of the Enginewhich will power the car, is going well.
29.01.2001: The launch of the F2001 – Overview from Bob Costanduros
Maranello, 29th January 2001 – Reigning World Champion Michael Schumacher, teammate Rubens Barrichello and Ferrari test driver Luca Badoer unveiled Ferrari’s 2001 Grand Prix challenger, the F2001, at Fiorano in Italy today. To rapturous applause from a distinguished guest list which included loca government members, the media and 600 invited tifosi, the trio of drivers pulled the wraps of the car which Ferrari hopes will bring them their third Constructors’ championship and their second Drivers’ championship.In comparison to other teams, however, Ferrari had very little new to show – and to some extent, they were proud of it. Management, drivers and technicians are all the same. The car and Engineare developments from last year, and they maintain their tyre contract. Indeed, all the team reponsibilities are as they were last year when the team won their two World Championships.Much was subsequently said of the team’s motivation to follow up the team’s victories last year, but team principal Jean Todt emphasised that “in 2001, we have exceptional motivation, even stronger than in the past. We are even more determined to keep this number one on the side of the car.”Michael Schumacher was just as emphatic about his determination. “My motivation couldn’t possibly be higher,” he said. “I’m more relaxed because the weight has been taken off my shoulders, but I’m constantly improving and getting better and I can’t see a time when it’s going to get worse.”The new car is once again the work of Ferrari’s technical team. While there was great emphasis on this team staying together, it is clear that, as with most teams, the focus of their development on the car has been meeting the new technical regulations. While the new car is a revision of last year’s F12000, it has noticeably smaller bargeboards beside the monocoque, and the nose droops to the front wing much more than before.“There was a huge drop of downforce and efficiency in the wind tunnel when we adapted the 2000 car to suit 2001 regulations,” adwithted chief designer Rory Byrne, “but we’ve been working hard to recover that. I think slow corner performance is going to be quicker because of the advances in tyre performance whereas high speed performance won’t be so affected. But every team is going to be looking for more downforce.” Technical director Ross Brawn said that initially the car was two to three seconds a lap slower, but that he expected that to have been reduced to half a second by the start of the season.Byrne adwithted that the F2001’s front and rear suspension had been revised and that the chassis had put on weight due to the need to meet stringent new crash test regulations. But elsewhere weight has been shaved off the car, so the penalty hasn’t been great.Paolo Martinelli, director of the Enginedepartment, said that his new 050 Enginewas also a derivative of last year’s winning unit. “Typically,” he said, “we have tried to reduce weight, reduce the dimensions and increase power, while trying to maintain the Engine’s response and reliability. It has an all new crankcase in cast aluminium and we have managed to redesign the heads to make them shorter. We have also used new materials and we have optimised our lubricants.”In his closing remarks, Ferrari president Luca di Montzemolo dedicated the day “to all those who waited, those who were patient enough to wait and who continued to invest in us.” Of those, he mentioned the team’s shareholders, sponsors, suppliers, local authorites and “most patient of all, our true fans who went around the World and gave the team encouragement.”Looking forward, he said that “in order to win again, we need the facilities and materials and we’ve got them. We need motivation and the means to win, and we’ve got them. We need technological support and sponsors, and we’ve got them. And we need the best drivers in the World, and we’ve got them.“What’s missing Is someone going to leave We have had so much difficulty putting the team together over the past few years that I’m not going to allow it to come apart. Ferrari will remain as such for many years to come. All Todt’s team and the drivers will remain as such.”There was huge applause for the president, for Todt, the drivers and the technicians in what was still a basic celebration of last year’s championship wins. Next week, the team tests at Varano, at Fiorano and Barcelona, with the new car making its debut during the next couple of days at Fiorano.
29.01.2001: The launch of the F2001 – Ross Brawn’s speech
Maranello, 29th January 2001 – For the start of the 2001 season we have a number of new regulations. Dependent upon the final agreement of the teams, there may a further set of regulation changes, relating to electronics, from Barcelona onwards, a change that Ferrari supports. The objectives of the regulations with which we are going to start the season in Melbourne are to slow the cars down and to further improve the strength and safety of the chassis. To reduce the performance the front wing has been raised 5cm and the rear wing has been limited in size and position.To improve safety the roll hoop strength has increased and the side crash test is more severe. Driver leg padding is compulsory and there are now two tethers on each wheel, front and rear. The internal dimensions of the cockpit have been increased to give more space to the driver and to allow easier extraction of the driver in the event of an accident. From Barcelona onwards the current proposals, if agreed, will mean that there will be no constraint on performance strategies for the Engine, gearbox and clutch. However, there will be much stronger constraints on the suspension, steering and brakes to ensure passive, non-electronic systems.Technical partnerships are essential for a successful Formula One Team. They can provide knowledge, expertise, and resource beyond the capacity of the Team alone. We need comwithted partners in all areas, fuel, lubricants, tyres, bearings, dampers, technology and so on. These companies include Shell, Bridgestone, Magneti Marelli, Fiat, CRF, SKF, BBS, Sachs, Brembo, TRW, Alenia, Agusta, GE, Fluent, PTC, Cenit, Facom and OMR.It seems a long list, but this is the comwithment needed in Formula One and without the special efforts of our Technical Partners we could not succeed in Formula One. But of course, the most important technical partnership at Ferrari is that between the Engineand the chassis. It is a tribute to the attitude and approach of our staff that this partnership becomes stronger and stronger.I am very pleased that we have again maintained a stable organization to face the new season. Every team strives to improve but the value of stability cannot be underestimated. We have fine tuned our organisation. Ignazio Lunetta is now responsible for track related performance development, with a particular emphasis on the requirements for the Barcelona regulations. Nigel Stepney is now the Race Technical Manager and his responsibilities will include team performance, car specification and legality, fault progressing and liaison with the design office.We have expanded our ability and capacity in computer simulation and analysis. There are new and stronger tools to analyse the behaviour and performance of our car. Vehicle dynamics, stress analysis, Computational Fluid Dynamics are becoming more and more important and they are all areas where we have increased both the human resource and the technical capacity.This team at Ferrari is maturing. The group is getting stronger. The stability in our organisation is allowing our staff to work to the strengths and weakness in each other. This is the best Ferrari we have created. Each year gets better and every car is a further credit to the team and staff of Ferrari.People outside of Ferrari have asked, is it time to relax now that we have won the Championships Will our team be so competitive Will we still be hungry for success I have watched our staff during this winter and during the design, manufacture and assembly of this car. I have seen their enthusiasm. Next week we will have three different tests in three different locations, Barcelona, Vairano and Fiorano. The team’s reaction ‘ no problem, we want to do it! Every person in this team will comwith every resource it can and work every hour that is necessary to retain these Championships.We never give up and we never stop trying to win.Forza Ferrari!
29.01.2001: The launch of the F2001 – Rory Byrne’s speech
Maranello, 29th January 2001Fundamental Objectives
1. The aerodynamics have been optimised around the 2001 front and rear wing regulations as well as new side crash structure requirements. The regulation changes for this year have been the biggest since 1998.
2. The chassis has been structurally optimised to suit the 2001 regulations for improved driver safety and crash protection as well as the all new V10 Engine.
3. There has been a fundamental review of both the front and rear suspension to maximise the performance of the Bridgestone tyres, particularly in race conditions.DetailAs always it is very difficult to be specific about detail because of confidentiality, however, let me explain in some more detail:
1. Aerodynamics: Because of the fundamental importance of aerodynamic efficiency, there has been extensive development in all areas of the car, particularly around the front wing as you can see, and the rear wing system. There is an aggressive development programme in progress which includes several items to be evaluated during testing in February and raced from the start of the season.
2. Chassis: In order not to compromise aerodynamic performance, the shape of the side crash structures has been extensively researched as well as the construction details to be as weight efficient as possible while being capable of absorbing 100 % more energy than last year. The monocoque structure itself has been extensively revised in order to withstand a 60% increase in roll hoop load, this load now being applied in forward and rearward directions, as well as increased loads on the cockpit rim due to the side crash requirements. The monocoque side panels are capable of withstanding four times the load and absorbing four times more energy in case of a side impact than last year’s car.
3. Suspension: Although the basic layout of front and rear suspension remains unchanged, there has been a fundamental review of all the major suspension components and many components including front wishbones and uprights have been manufactured using new methods.
4. Transmission: The transmission remains basically unchanged with modifications to the lubrication system to improve efficiency. However, a completely new transmission featuring new casing and internal parts is being designed and will be evaluated mid-season.
5. Systems: Water and oil systems have been designed to suit the cooling requirements of the new Engineand there is provision in the rear bulkhead for the centrally mounted oil tank in front of the Engine. There have also been refinements to the hydraulic system. The electronics have also been reviewed bearing in mind the changes to Engineand gearbox management regulations from the Barcelona GP onwards.Over the past seven months an incredible amount of effort has gone into research, structural optimisation, design and manufacture of the components for this all new car. This has been achieved while maintaining an extensive 2000 development programme for four of those seven months. Once again everyone at Ferrari Gestione Sportiva has responded magnificently to the dual challenge, so I would like to thank everyone concerned for their contribution in producing not only this new car but also for the performance enhancing developments which will follow.
29.01.2001: The launch of the F2001 – Paolo Martinelli’s speech
Maranello, 29th January 2001 – The new F1 Enginefor the 2001 championship (10 cylinder 90 degree V,) is the result of the technological experience and technical capacity of the Enginespecialists at Ferrari and is called 050. We have worked to improve the basic parameters of an F1 Engine. These are: performance, reliability, weight and compact dimensions, driveability and fuel consumption. The Engineproject was developed alongside that of the car, in a very integrated fashion, thanks to the tight-knit nature of our team.The 050 Engineproject has three main targets: 1. We have tried to maintain all the strong points of the 049 power unit used in 2000, evolving from its final qualifying version, the 049C. 2. In order to achieve the step forward in terms of quality necessary to be successfully competitive in 2001, we have nevertheless revised the entire structure of the Engine, so that its main components are therefore new. The Engineblock was produced with a refined micro-casting process. The heads are more compact and lowered, the camshafts and crankshaft have been redesigned from a clean sheet of paper. 3. Furthermore, we have introduced some innovative materials, employing them where best suited to specific applications. This has resulted in an overall reduction of 8% in weight when compared with its predecessor. One specific evolution concerns the fuel and Engineoil and was arrived at in collaboration with Shell.In terms of performance, the development will be continuous – with two evolutions already planned – and we will be ready to meet the new regulations, especially in the area of electronic management, in conjunction with Magneti Marelli. The support of our technical partners will be of paramount importance in terms of development throughout the season. Apart from those already mentioned (Shell and Marelli) I must also mention Mahle and NGK and all the other Scuderia Ferrari suppliers.As usual, the exact horsepower figure will not be revealed, but I can assure you that all Ferrari’s Enginestaff have worked in determined and methodical fashion to ensure that it is “sufficient,” and delivered in a “driveable” and “reliable” manner, in order to reach our objectives for the 2001 F1 season.
29.01.2001: The launch of the F2001 – Jean Todt’s speech
Maranello, 29th January 2001 – The F2001 is the first Ferrari of the third millennium and it is also the first time the car’s name has reflected the year of manufacture and its race number. The code number for the Engine, the 050, stays true to tradition, following on from the 049. For the sixth year in succession the power unit is a 10 cylinder. Its characteristics are strongly innovative and the Engineer Paolo Martinelli will go into more details about this.The new F1 car is the result of a combined effort from the Engineand chassis Engineers. The car is different to those which precede it, reflecting as it does the changes to the technical regulations introduced by FIA to improve safety and reduce performance. We have tried to make progress in all areas, from aerodynamics to suspension and weight distribution, working as usual on every aspect of the car. Ross Brawn and Rory Byrne will explain the technical aspects of the project in greater depth.We are here today with a different spirit to that of past launches. After so many years, we have finally reached both our goals. This year, our cars carry the numbers 1 and 2, finally back in Maranello thanks to our success. This puts us under less pressure, but we still need to improve to stay at the top. We are even more determined than before to try and repeat the results of last season, especially to please our fans, who are with us today.We are sure that the fight will be even harder this year. Probably, our main opponents will be the same ones we have faced for the past three years, with the possible addition of those teams which have progressed in the recent past. The arrival of the giants of the motor industry on the Formula 1 stage will make life even more difficult. It will be important to have the necessary technical and financial resources. I would like to thank all our shareholders and our President, who have always provided us with the best working conditions. Naturally, the support of all our sponsors and technical suppliers has been an equally determining factor in our success.Today, the most important factor is stability, both on the technical front and in terms of our driver line-up. We have all grown together over the past few years: the team has been solid and united since 1997, getting ever stronger. Now, we are working to maintain this structure for the next few year, because the key to success is undoubtedly the stability of the team. This is our strength and we want to keep it for the future. However, we are always seeking to be as professional as possible, introducing people with experience, because perfection is never attainable.Today, the Gestione Sportiva is made up of around 600 people. We have a wind tunnel which we maintain constantly at the highest technical level and a new Engine-gearbox test bed which allows us to test both units together. We have created from scratch a new independent organisation to look after the production and servicing of Engines for our two customer teams, Sauber and Prost.The F2001 will run for the first time here at Fiorano over the next few days with Michael Schumacher driving. The initial development will take place at this track and at Vairano and Mugello. In the meantime, we will continue to run the F1-2000 at Barcelona from 1st to 3rd February with Rubens Barrichello.
29.01.2001: Montezemolo: ‘We want to win the 2001 championship!’
Maranello, 29th January 2001 – As usual, the job of bringing proceedings to a close fell to Luca di Montezemolo. “This is always an important day. To experience it as world champions is even better,” proclaimed Montezemolo. “I am happy to be able to share it with all our people. I dedicate our successes to those who knew how to wait and have faith in us – our shareholders. I also want to thank our sponsors and suppliers. In order to be competitive one has to have the best companies in the world. Those who have been the most patient are our fans. They deserve to be thanked for never losing their passion, even through the most difficult times. I offer you all my thanks!” Montezemolo is clear about the objectives for this year. “We want to win the 2000 world championship. We have the ability, the will, the determination and the enthusiasm. We have everything we need, the means, the partner, the shareholders and the fans. We have very good drivers. The team will stay like this for a long time. Everyone, without exception will stay at Ferrari.”The President ended by thanking the team. “We went through some really difficult times last year, as was the case just before Monza. I thank Todt for what he was able to do and I also thank everyone else. Now, everyone back to work!”
The debut of the F2001
Maranello, 1st FebruaryCircuit: Fiorano 2.976 km. Driver: Michael Schumacher, F2001, chassis no. 206. Weather: air temperature 3/7C, track temperature 2/8 C, clear skies.The F2001 made its track debut today at Fiorano with world champion Michael Schumacher at the wheel. Today, the German began the development work on the new car, which carried the Number 1 for the first time. Schumacher drove the installation lap at 9.40, in the presence of President Luca di Montezemolo, Sporting Director Jean Todt and Technical Directors Ross Brawn and Paolo Martinelli. Testing ended at 17.30, and the car ran throughout without any technical problems. It covered a total of 68 laps, with a best time of 59.505s.“The first impression is very good,” said Schumacher at the end of the day. “The car is very competitive. The times are very good, thanks also to the new Bridgestone tyres which perform better than last year’s. The car handles well and seems reliable. We did a lot of laps without any problems and that is a good sign. The plan was to do several runs of around five or six laps each, to try and build up the mileage. We made a few changes to the set-up to see how the car reacted.”Michael Schumacher continues testing at Fiorano tomorrow.