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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) setup 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 aerodynamics 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 colaboration 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 Gestoine 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 managing this tool, as well as for the KERS, was designed in Marenello. 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 the 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 fundemental 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 garbo - 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
- Cylinder 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
Press Conference with Stefano Domenicali, Director of the Ferrari Formula 1 Team
"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 on the 29th of 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."
Related:
Ferrari reveals new 'F60' in Italy
Massa does first laps in new F60
