The
fifty eighth Formula 1 single seater to be built by
Ferrari is possibly the ugliest of the long line, but
that won't matter a bit if the F2012 can add to the
Scuderia's historic title haul which has dried up over
the last few years.
The project, which goes by the internal code number of
663, constitutes the Scuderias interpretation of the
technical and sporting regulations that apply this year:
the main changes when compared to 2011 concern the
height of the front section of the chassis, the position
of the exhaust pipes and the mapping for the electronic
engine management. Practically every area of the car has
been fundamentally revised, starting with the suspension
layout: both the front and rear feature pull-rods, aimed
at favouring aerodynamic performance and lowering the
centre of gravity. The front wing is derived from the
one introduced on the 150Ί Italia in the final part of
its racing life and has been evolved from there. Further
evolutions are planned in this area for the opening
races of the season. The nose has a step in it that is
not aesthetically pleasing: with the requirement from
the regulations to lower the front part, this was a way
of raising the bottom part of the chassis as much as
possible for aerodynamic reasons. The sides have been
redesigned, through modifications to the side impact
structures, the repositioning of the radiators and
revisions to all aerodynamic elements. The lower part of
the rear of the car is much narrower and more tapered, a
feature achieved partly through a new gearbox casing and
a relocation of some mechanical components. In recent
years, the area of exhausts has been crucial in terms of
car performance and much effort was expended on this
front, based on changes to the regulations introduced
this year. The rear wing is conceptually similar to the
one used in 2011, but every detail of it has been
revised and it is now more efficient. Naturally, it is
still fitted with DRS (a drag reduction system,) which
is operated hydraulically. The front and rear air
intakes for the brakes have been redesigned and work was
carried out in collaboration with Brembo to optimise the
braking system.
The engine in the F2012 is an evolution of the one that
powered last years car, which is inevitable given that
the technical regulations forbid any modification to
internal components aimed at increasing performance.
Furthermore, much effort has gone into improving its
installation in the new chassis, so as not to penalise
the aerodynamics of the car. Another area on which the
Maranello engine specialists have been working is
performance drop off, with the aim of maintaining the
highest possible performance level throughout each
engines cycle of use, which has now reached an average
life of three races. The electronic management of the
engine has been revised based on the modifications to
the rules regarding the use of exhaust gases, a task
that has required a great deal of attention and many
hours on the test bed. The kinetic energy recovery
system maintains its low central location in the car a
choice also aimed at maximising safety and has
undergone an update directed mainly at reducing its
weight and at improving the efficiency of some of its
components. Several decades of technical collaboration
with Shell has seen further progress on the fuel and
lubricants front, revolving around improving performance
in absolute terms and on durability over the life cycle
of the engines, as well as reducing consumption. As
usual, great attention has been paid to the electronics
on the car, especially in terms of reducing weight and,
obviously, reliability.
As always at Ferrari, a great deal of time has been
devoted to the performance and optimisation of the
materials used, right from the design stage of each of
around six thousand components that make up the car. In
part, this is done to ensure that all operations carried
out at the race track are as efficient and effective as
possible. Obviously, quality control remains a crucial
aspect, as does the goal of reaching maximum levels of
performance and reliability, while maintaining the
highest possible safety standards.
With a reduction in the number of days available for
track testing before the start of the Championship,
which has dropped from fifteen to twelve, preparatory
work on the test beds prior to the cars track debut,
has taken on even more importance. The three test
sessions at Jerez de la Frontera and Barcelona will
serve to get a picture of the handling of the F2012 and
to adapt it to the Pirelli tyres. Indeed, getting the
most out of the tyres has been an area that has seen a
lot of work both at the design stage and in how the
activities at the track are to be managed. The car is
due to undergo a very intensive development programme
over the first part of the season, especially on the
aerodynamic front.
F2012 Technical
Specifications
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, pull-rod activated torsion springs front and
rear
Weight with
water, lubricant and driver: 640 kg
OZ 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
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