The F150 is the
fifty-seventh single-seater built by Ferrari
specifically to compete in the Formula 1 World
Championship. The Maranello marque chose the name as a
tribute and celebration of the one hundred and fiftieth
anniversary of the Unification of Italy.
The project, which goes by the internal code name of
662, represents the Scuderia’s interpretation of the
technical and sporting regulations that apply this year.
Various factors influenced the design of the car,
especially on the aerodynamic front, to the extent that
the F150 can be seen as severing ties with the recent
past. The innovative aspects are in part dictated by
changes to the regulations and partly down to original
thinking from Ferrari's designers. As far as the rule changes
from 2010 are concerned, the double diffuser and the
blown rear wing are banned, as is the use of apertures
in the front part of the floor, while the use of an
hydraulically controlled adjustable rear wing has been
introduced. After an unofficial agreement saw its use
banned for 2010, KERS is back this year, thanks partly
to the increase in the car’s minimum weight and stricter
controls on weight distribution figures. The Scuderia
has decided to incorporate this technology on the F150
and this has had a significant impact on the design,
also taking into account that the dimensions of the fuel
cell are very different to what they were in 2009. Also
significant are changes dictated by the introduction of
stricter safety requirements in terms of crash-tests,
cockpit area protection and wheel-retaining cables for
use in accidents.
At first glance, the front part of the F150 monocoque
appears to be higher than that of the F10. The openings
for the side air intakes are reduced in size, while the
layout of the dynamic one above the driver’s head has
been modified. The rear suspension features a new
design, while that at the front has been modified,
following changes to the front part of the chassis. The
exhaust system layout is similar to that adopted for the
second half of last season and the cooling system has
had to take into account the return of KERS and the new
air exit ducts. The braking system has been completely
redesigned in collaboration with Brembo.
However, the aerodynamic package sported by the car at
the presentation is very different to the one which will
be seen for the first race in Bahrain: for the early
stages of testing, the decision was taken to concentrate
on development aspects linked to the mechanical
components and on developing an understanding of the
Pirelli tyres, while continuing to push on the
development of aerodynamic performance in the wind
tunnel. Indeed, the tyres will be another significant
new element this season: after a thirteen year
relationship with Bridgestone, this year it is Pirelli
who take up the baton as sole supplier to Formula 1 for
the next three years and thus provide the tyres for the
cars from Maranello. Given that the teams have so far
only managed two days of testing with the new tyres back
in November, clearly the fifteen days of testing prior
to the start of the season will be very important when
it comes to adapting the handling of the car to the
tyres.
As the freeze on engine performance development is still
ongoing, there have been no actual modifications to the
056 engine, but that does not mean Ferrari’s engine
specialists have been idle. Work has gone into improving
reliability, working especially on the pneumatic front,
as well as on reducing costs. Furthermore, the
reintroduction of KERS has led to a substantial change
in the architecture of the front end of the engine, with
modifications to the drive shaft system of the KERS
itself and the crankshaft and this has led to changes to
the cooling and lubrication systems. The kinetic energy
recovery system, designed by Ferrari, has been produced
in conjunction with MTS and Magneti Marelli and was fine
tuned based on experience acquired in 2009, with the aim
of reducing its size and weight, while maintaining, in
accordance with the regulations, the maximum useable
power and its useage cycle over one lap. This is another
area where great attention has been paid to cost
reduction, both in terms of its development and the way
it is run, so as to make the system equally viable for
our customer teams, Sauber and Toro Rosso. The
positioning of the KERS within the fuel cell was a
further impetus to look at solutions aimed at reducing
fuel consumption: in this area, the contribution from a
key partner in the form of Shell was vital and will
continue to be so throughout the season.
The number of testing days available to the teams
remains the same, with 15 prior to the start of the
season, therefore preparatory work on the test beds,
prior to taking to the track has been ever more
important, both on the chassis side and for areas such
as the gearbox, engine and KERS.
As is always the case at Ferrari, great attention has
been paid to the performance and optimisation of all
materials used, in the design stages and when going
through quality control, striving to maximise
performance levels and reliability, while delivering the
highest possible safety standards.
Chassis
— Carbon-fibre and
honeycomb composite structure
— Ferrari longitudinal gearbox
— 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: 640
kg
— BBS Wheels (front and rear): 13”
Engine
— Type: 056
— Number of cylinders: 8
— Cylinder block in sand cast aluminium V 90°
— Number of valves: 32
— Pneumatic distribution
— Total displacement: 2398 cm3
— Piston bore: 98 mm
— Weight > 95 kg
— Electronic injection and ignition
— Fuel: Shell V-Power
— Lubricant: Shell Helix Ultra
