F1 2009 F1 cars launches.

[Deleted member 25]

To view this content we will need your consent to set third party cookies.
For more detailed information, see our cookies page.

Accept third party cookies

To view this content we will need your consent to set third party cookies.
For more detailed information, see our cookies page.

Accept third party cookies

 

[Remy Zero]

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.

 

[Deleted member 25]

The emperor was there.

 

[Deleted member 25]

 

[bmer]

The new cars will sure look ugly.

 

[Centurion]

- Number of gears 7 + Reverse

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

 

[Remy Zero]

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.

 

[Deleted member 25]

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.''

 

[Gullwing]

Should have just come out with this

 

[Deleted member 25]

 

[Centurion]

I see the cockpit has been moved forward a good 15cm or so to accommodate KERS. Massa is relatively short but for tall drivers like Kubica and Sutil this has huge implications on their comfort as well as the weight distribution of the car.

 

[Deleted member 25]

Technical analysis of the Ferrari F60

At a low-key event at Mugello today, Ferrari launched their 2009 car, called simply the F60. Despite being built to the dramatically different 2009 rules, the car appears to retain the DNA of its predecessor.

Ferarri F60 detailNow equipped with a KERS system, slicks and bodywork to meet the new rules, the car is the first chance we have seen to see a definitive 2009 car. Slightly shorter than the F2008, the F60 cleverly exploits every blind spot in the bodywork rules to recoup the 50% loss in downforce from its smaller wings and diffuser.

Looking at the front wing, the outer spans are the important bits as the middle section is made to the FIA template. Ferrari have a simple initial wing design, supplemented by small cascade wings elements fitted to the end plate (the new rules do not allow bridge wings). The endplates themselves now aim to sweep around the outside of the front tyre: to aid this a small fence has been added to the footplate.

Inside the end plate is the mechanism that will allow the front wing flap to adjust up and down once per lap under the drivers control. There will be no 'nose hole' this year as the new rules preclude it.

Despite the aim of the Overtaking Working Group's derived rules to ban bargeboards, there are a three spots where Ferrari have found space. Two small vanes have been added below the chassis near the lower front wishbone mounts. These are followed by a larger vane low down just ahead of the sidepod.

The sidepod fronts are the main area of aerodynamic freedom, as they are described in the rules as the area for side impact protection and thus excluded from the limitations placed on the three volumes making up the rearward part of the sidepod. To exploit this, Ferrari have shortened the sidepod front as much as possible to allow more vanes to be added.

Ferarri F60 detailAs this area still needs to contain the side impact protection, a curious extension to the upper front of the sidepod has been added. Nick Tombaziz said this was for aerodynamic reasons rather than for a side impact structure.

The rearward bargeboard encroaches into this area and a pod wing rises up from the floor to also form the rear view mirror housing. Further back along the sidepod, the F60 makes the most of the openings allowed under the rules for cooling. Both the exhaust outlet area is maximised as well as the opening, supposedly for suspension to pass through.

Despite these openings and the 18,000rpm limit, the sidepods still need more cooling outlets and the coke bottle shape extends to the rear axle line in order to create the main exit, which is almost oval in shape.

The diffuser and rear wing appear to be simple initial interpretations of the new rules: these along with the front wing and sidepod front will no doubt evolve as testing continues.

Mechanically the car sports a new Brembo braking system and new geometry for the front suspension to maximise use of the slick tyres. The engine, coded as the 056, has been re-tuned to 18,000rpm limit and to last three race weekends as per the new rules.

Ferarri F60 detailThe engine has been submitted to the FIA for homologation and the changes largely have involved inlet and exhaust tuning, as well as oil and fuel development. Still allied to a carbon titanium gearbox, the power train now includes the KERS system, which appears to drive its motor\generator off the front of the engine.

Additional cooling inlets have appeared in the front of the sidepods to cool the additional control units for the electrics. The system had yet to run on track before the launch, but Gilles Simon confirms it is in use on the launch car. To allow the driver to use the KERS boost a conspicuous "K" button has been added to the revised steering wheel.

The car made its first laps this morning and running will continue this afternoon.

 

[Bartek S.]

Hi-res larger pics.

 

[Gene]

No vents can be seen on the top because copycats can be quick to replicate during the three months there is between the car launches and the season kick off. The other theory can be that the car really is super cool, but given the carnival of vents and winglets we saw at the end of last season I'm stunned by the purity of the design.

No vents because the new bodywork rules preclude the vents from being added to the design. There was a lot of talk about that, because Ferrari introduced the vents a while back to meet the cooling demands of their engine, so there was a worry of how they'll do it this year. We'll see as the year progresses.

 

[NarutoRamen]

I hope someone beats the living crap out of the people who came up with the new rules...these new cars look like a bad joke.

 

[Monster]

I hope someone beats the living crap out of the people who came up with the new rules...these new cars look like a bad joke.

Someone already do beat the living crap out of Max and he enjoys it very much.

All jokes aside, if these changes improve overtaking, I am all for it.

 

[NarutoRamen]

Someone already do beat the living crap out of Max and he enjoys it very much.

All jokes aside, if these changes improve overtaking, I am all for it.

I'm sure there are better ways that this though.

 

[Gullwing]

First lap of each race wont matter, every car will loose it's front wing. How could they not touch when going into the first corner, it is just way too wide?

 

[Remy Zero]

^ Your right. Heidi already commented last month i think regarding running over each other's front wings at the start. i guess they'll get used to it.

I wonder hwo long before they ban the sidemirrors/winglet. it is connected to the sidepods, and it doesn look like a winglet, doesn't it?

 

[NarutoRamen]

^ Your right. Heidi already commented last month i think regarding running over each other's front wings at the start. i guess they'll get used to it.

I wonder hwo long before they ban the sidemirrors/winglet. it is connected to the sidepods, and it doesn look like a winglet, doesn't it?

Sheesh...i wonder how long 'til they ban anything good altogether. Pretty soon they'll be like. Wings of any sort are illegal, engines are illegal, tires are illegal. In a few years Formula 1 will be so advanced that we'll have to use our imaginations.