Ferrari F2005

[|Nuno|]

For now, I'll just put the links to the smaller pics, since I'm kinda busy uploading the Hi-Res. I'll edit my post with the big ones later.

http://www.f1racing.net/en/gallery.php?catID=1642

Technical Details

The F2005 is the fifty first single-seater built by Ferrari specifically to compete in the Formula 1 World Championship. The design, which bears the internal code number 656, represents Ferrari’s more exhaustive interpretation of the 2005 technical regulations. The main elements, relating to aerodynamics are more advanced than on the F2004 M.

The chassis is lighter, despite the need to strengthen the lateral anti-intrusion panels within the monocoque to increase its ability to meet the requirements of the crash-test, which is stricter than in the past. The shape has been revised, with modifications to the opening of the side pods and the area around the turning vanes. The side pods have been adapted to accommodate the new cooling system.

The engine cover has been redesigned, as have the aerodynamic devices on the side pods, with a secondary winglet introduced in the area of the roll-hoop. The layout of the exhausts is fundamentally different to that of the previous car, eliminating the aerodynamic profile which characterised the rear section, which is now almost entirely integrated within the bodywork.

While retaining the longitudinal architecture for the transmission, the entire rear end has been changed in an attempt to get the most out of the size of the gearbox, which is smaller than its predecessor and made from titanium and carbon fibre. Naturally, the limitations introduced by the new regulations were taken into account during the design stage.

The rear suspension has been revised, with the twin aims of improving the car’s dynamics in order to optimise the efficiency of operation for the Bridgestone tyres, while also improving the aerodynamic efficiency of the rear. The floor of the car has also been substantially redesigned to fit in with the new dimensions of the gearbox and comply with the new regulations. Two areas that benefited from a major effort during the design stage were the braking and electronics systems, this work carried out in conjunction with technical partners.

The 055 engine is load-bearing and mounted longitudinally. Much of the internal componentry derives from the last version of the 053, currently fitted to the F2004 M. The main changes centre on the mounting points to chassis and gearbox. Its designers aimed to come up with an engine able to maintain a sufficient level of performance, doubling its life given that the sporting regulations introduced this year require the use of the same engine for two consecutive race weekends. As always, Shell’s help has been invaluable in the definition of fuel and lubricants to best meet the set targets.

The F2005 represents the final evolution in a line of Ferrari Formula 1 cars fitted with a ten cylinder engine. As usual, right from the design stage, much attention was paid to performance and optimisation of the materials used as well as quality control, in order to increase performance levels with maximum safety, all within the framework of the new rules introduced this year.

CHASSIS
Carbon-fibre and honeycomb composite structure
Ferrari longitudinal gearbox limited-slip differential
Semiautomatic sequential electronically controlled gearbox
Number of gears 7 + reverse
Ventilated carbon-fibre disc brakes
Independent suspension, push-rod activated torsion springs front and rear
Length 4545 mm
Width 1796 mm
Height 959 mm
Wheelbase 3050 mm
Front track 1470 mm
Rear track 1405 mm
Weight with water, lubricant and driver 605 kg
Wheels (front and rear) 13”

ENGINE
Type 055
Number of cylinders V 10
Cilinder block in cast aluminium
Number of valves 40
Pneumatic distribution
Total displacement 2997 cm3
Magneti Marelli digital electronic injection
Magneti Marelli static electronic ignition


Rory Byrne: 'The best ever Ferrari Formula 1 car'

Maranello, 25th February - Although the fundamental design philosophy of the F2005 is the same as previous cars, the changes in bodywork regulations have meant that we have also had to maximise downforce in order to recover as much as possible of the 25% we lost initially.

Changes to regulations which now require only one set of tyres to be used for two qualifying session and the race have meant we have had to consider tyre life as well as performance so, as usual, many areas of the car have had to be fundamentally revised in order to make a step in performance.

I will explain in more details:

1) Aerodynamics
The areas directly affected by the new regulations, eg wings and diffuser, are obviously all new but even radiator, exhaust and gearbox layouts have been fundamentally revised to optimise the aerodynamics. In addition, there are several development items planned to be introduced during testing in the next month so when it first races it will look differently in some areas to the car you see here.

2) Transmission
While the transmission internals have been further optimised, the casing is completely new, both in terms of its shape to optimise the aerodynamics and its method of construction and use of materials. A prototype has been successfully tested in the F2004.

3) Chassis
The chassis is completely new, both in terms of shape, which is a result of the aerodynamic development programme, and in terms of materials used and design of the structure, in order to achieve a weight saving in spite of the increased side penetration requirements for 2005.

4) Suspensions, steering and brakes
Both front and rear suspensions have been further optimised to maximise performance and minimise wear of the Bridgestone tyres. A fundamentally revised power steering system to enhance driver control in transient conditions will be tested shortly. More effort than ever before has been spent on optimising the braking system in order to improve the driver use and modulation of the brakes during qualifying and the various stages of the race.

5) Electronics
For the first time, a Ferrari designed and developed data acquisition system has been installed in the F2005 in order to greatly enhance the data acquisition and processing. A prototype of the system has been successfully tested on the F2004.

Aldo Costa has been responsible for the entire F2005 project and I would like to congratulate him and his team who have carried out the research, structural calculation and design of the car and met all the objectives we defined at the start of the project.

Finally, I would like to thank everyone at the Gestione Sportiva for their contribution in producing the best ever Ferrari Formula 1 car.

P.S.: More stuff to follow.

[|Nuno|]

...Paolo Martinelli: 'An engine designed to reach our targets for 2005 season'

Maranello, 25th February - The new F1 engine – a 90 degree V10 – which will be used for the forthcoming championship, fitted to the F2005 is called the 055.

To comply with the new regulations, that stipulate the use of just one engine per car for two races, engine life must once again be doubled, compared with the previous year: we have thus moved from 400 km in 2003 to 700 km last year and now our target is 1400 km. Furthermore, it will be imperative to have performance stability over the entire period of engine life (as engine usage will run to the end of the second race.)

The 055 engine began life as an evolution of its predecessor (called the 053.) A great deal of work in terms of design and experimentation was and will be focussed as a priority, on meeting and maintaining the necessary reliability for this new mission profile. One has to taken into consideration that for many of the engine’s internal parts, especially those that move, the 1400 km range is a severe test that conflicts with maintaining performance.

Therefore, most of the engine components have been redesigned and effectively optimised to meet the new targets. The engine will be adapted in terms of “mapping” as a function of the various requirements during the season (I mean for example, the demands of various circuits that come up on the 2005 F1 calendar and the different weather conditions we can expect.)

The 055 engine design project had to meet the following technical demands: • reliability extended to around 1400 km – as already explained – while maintaining necessary levels of performance and driveability;
• consolidating strong integration with the design of the car, which has led to a functional optimisation of layout of the engine and its accessories.

The 055 can only be fitted to the new F2005 car.

As for its structural characteristics: the block, heads and other minor castings have been strengthened without any appreciable increase in weight. All moving components are new to cope with the extended life. The Marelli engine control unit has also evolved to meet the 2005 requirements, with new electronic components. It also proved necessary to develop a new fuel and above all, a new lubricant, with invaluable support from Shell, that provides exceptional stability and engine protection.

In terms of performance development, work will go on throughout the season, with evolutionary steps already planned in the programme.

The team of Ferrari engine engineers continues, through the stability of the group, to grow in experience and responsibility, both in design and development (with a strong team of specialists in all areas: combustion, dynamics, bench testing etc.,) and in the running of the engine on the track.

Our engine department has a long history, but it is always heavily orientated towards innovation and improvement in terms of product and work methods. The organisation has been adapted to meet the new aims of the 2005 season.

It is impossible for me to mention here all those involved, but I want to single out Gilles Simon, who was in charge of design, as indeed he was for the previous V10. Supporting him on the development side will be Lorenzo Sassis. Track and reliability testing of the engine will be supervised by Noel Cavey and the race engines will be run by Mattia Binotto. The support of our technology-production side (which we call Meccanica GES) and quality control is also fundamental. It is under the leadership (not just on the engine side) of Mario Almondo.

Finally, no power figure is revealed, but, without wishing to sound repetitive, I can guarantee that again this year, all Ferrari’s engine crew will work methodically and with determination to ensure there is “sufficient” horsepower, delivered in “driveable” and “reliable” manner to reach our targets for the 2005 F1 championship. All that remains is to wish all our partners and suppliers a successful year and Forza Ferrari!


Ross Brawn: 'I am extremely proud of this car'

Maranello, 25th Ferbuary - Once more, for 2005, we have a series of new regulations. There have been several bodywork changes to reduce the aerodynamic downforce. The front wing is raised, the rear wing is moved forward, and the dimensions of the floor have changed resulting in a 15% reduction in downforce. There have also been improvements in crash structures, wheel tethers and the introduction of anti-debris construction to critical parts of the bodywork, all designed to improve safety.

The engine must now complete 2 race meetings which as well as the technical challenge, bring an interesting logistical challenge to use the engine properly for two races. We now have only one set of tyres for qualifying and the race. This will be an important aspect of the races in 2005. The driver and team that use their tyres intelligently will prosper and I believe this will revive a past element to Formula One – the need to manage your tyres for the whole race. The latter part of the races will be fascinating and, more importantly, highly entertaining.

I mentioned last year that we had begun the process of succession at Ferrari and this continues. Aldo Costa has the main responsibility for the design and development of this car. He is ably supported by Marco Fainello, Vehicle Dynamics and John Iley, Aerodynamics. Tiziano Battistini has taken Aldo’s previous role of Design Office Manager. Rory has been a ‘fatherly’ figure in this transition and he remains as committed as always, but now in a different role.

This transition has been extremely smooth and seamless because Rory and Aldo and the rest of the technical team, chassis and engine, share the same philosophies, the Ferrari philosophies, the philosophies they have created together and the philosophies of our team. Our beliefs of what makes a good racing car.

There are no radical features of this car but logical progressions in all the areas that we feel make a good racing car. It is stiffer, lighter, more stable, and, most importantly with the new tyre regulations, it should be less stressful on the tyres.

The transmission is a further progression, now utilising more carbon in the structure to improve stiffness and reduce weight.

I am extremely proud of this car and the work of the teams involved, design, manufacturing, assembly and logistics. I am not afraid to again say that I think it is the best car we have produced ...so far.

I mentioned the requirements for the tyres for 2005 and again, our partnership with Bridgestone will be crucial. The new technologies required means that at the present time there is an extremely steep learning curve. Undoubtedly our opposition have the benefit of numbers at this stage. Our calculations show that Bridgestone and Ferrari have only been able to complete less than 20% of the mileage in testing than the Michelin teams at this stage. But we believe in quality as well as quantity and with the support of Bridgestone we believe our partnership will succeed.

Other critical technical partnerships for 2005 will include Shell, particularly for the extra demands placed on engine mileage, Brembo with whom we have developed an innovative braking system, Magneti Marelli, Sachs, SKF, and BBS. All of these companies have made a huge commitment to the Ferrari Formula One programme, and they share in our successes and failures. The introduction of the new regulations, which due to the intransigence of several teams, were announced with some delay, meant that we did not have enough time to do the job we wanted to do.

The new regulations, aerodynamics, tyres, etc, brought different demands and we decided we needed more time. The addition of the extra GPs, totalling 19 for 2005, meant that mid season updates would be more difficult and it also meant a long season with opportunities to catch up if we made a slow start. We therefore made the decision to start the season with a modified version of the 2004 car and introduce this car after a few races. We believe it is the correct decision, even if the beginning of the year may be a little frustrating.

We will begin testing the F2005 next week with Luca Badoer. Michael and Rubens will drive the car after Malaysia. Marc Gene has brought an extra depth to our team and we are delighted he has joined us. His technical feedback and contribution has been excellent and he will heavily involved with the tyre test programme.

In my opinion, we are facing one of the most interesting and challenging seasons for some years. The change of regulations will definitely split the field, particularly at the beginning of the season, and the one tyre rule will bring a fascinating element to the races.

As always, we cannot guarantee success, we can only guarantee that we will try our best.

Barrichello: 'great to see the new car'

Maranello, 25th February – Rubens Barrichello is keen to get to Melbourne and start racing. “Only when we get to Melbourne will we see what the new order is among the teams,” reckoned the Brazilian. “That is when we will see where we stand and in what areas we need to improve, if indeed we need to improve.”

Asked to single out which team he thought might pose the greatest threat to the Scuderia, Barrichello suggested Renault. “From what we have seen in winter testing, they are quick over a single lap and also quick over a long distance.” Barrichello is relaxed about tackling the new race weekend timetable. “It is just something else for us to adapt to,” he said, referring to the fact that final qualifying now takes place on race morning.

“I will enjoy the challenge of having to put in a quick lap the very first time I go out on track on Sunday morning. In practical terms, it just means we will be a bit busier and have less chance to relax a bit before the race. My main hope is that the new format is interesting and easy to understand for the spectators. We will have to learn the best way of getting the most out of the Bridgestone tyres during qualifying.” And what did he think of the new car? “I watched it being assembled. At this stage, I cannot pick out one special element on it, but overall it was a great feeling seeing the new car come together, knowing all the work that has gone into producing it.”

Schumacher: 'I don’t feel old'


Maranello, 25th February – Michael Schumacher’s motivation continues to mystify the F1 media, but Michael is equally mystified that people should question his desire to keep racing. “I don’t feel like an old guy,” said the reigning world champion. I still enjoy racing and it feels natural and fun. It is no longer a question of trying to reach the top.”

As soon as the F2005 launch was over, Schumacher was heading for Australia for the first race and he admitted that it might be a slight disadvantage to race there with the F2004 M. “Of course, I would have liked to have the new car immediately,” he said. “Maybe it means we have slightly less chance to win, but with 19 races this will be a long season. We have taken a decision that is a compromise, but I think many of the other teams would like to have our cormpromise! We are well prepared.” The results of winter testing suggest the opposition will be closer. “But for me, my most feared rival is him,” said Schumacher, pointing at Rubens Barrichello sitting next to him.

Hi-Res images:

http://img123.exs.cx/img123/3042/upload011ao.th.jpg (http://img123.exs.cx/my.php?loc=img123&image=upload011ao.jpg)http://img138.exs.cx/img138/6936/upload026cn.th.jpg (http://img138.exs.cx/my.php?loc=img138&image=upload026cn.jpg)http://img138.exs.cx/img138/6821/upload034eo.th.jpg (http://img138.exs.cx/my.php?loc=img138&image=upload034eo.jpg)http://img138.exs.cx/img138/673/upload042se.th.jpg (http://img138.exs.cx/my.php?loc=img138&image=upload042se.jpg)http://img132.exs.cx/img132/2570/upload050wv.th.jpg (http://img132.exs.cx/my.php?loc=img132&image=upload050wv.jpg)

Can't wait to see this beauty in action! :D

[komotar]

Thx for the giant update |Nuno|!

Interesting read and the car looks nice...

[SilviaEvo]

my god the nose is ugly

[|Nuno|]

Thx for the giant update |Nuno|!

Interesting read and the car looks nice...

No problem, and just call me Nuno, without the "||" thingy... Someone already had Nuno, so...
----

More comments:

Todt: 'I respect the other teams'

Maranello, 25th February – In the press briefing after the official presentation of the F2005, Ferrari Managing Director, Jean Todt revealed that it was hoped that the new car would be ready to make its race debut at the fifth race of the season; the Spanish Grand Prix at Barcelona.

“We will start testing it early next week at a venue that will depend on the weather,” said Todt. Asked if it was a disadvantage not to have the new car for the start of the season, Todt smiled and replied, “We cannot predict the result of the first four races. There are many unknown factors, like the one set of tyres for a race and so there are plenty of question marks. It is an interesting situation.” With the winter months dominated by the political rather than the sporting side of Formula 1, Todt was asked to comment on Ferrari’s re-signing of the Concorde Agreement, which sets them apart from the teams associated with the GPWC. “First I would point out that it was Paolo Cantarella (former Fiat president,) who initiated the GPWC,” began Todt. “We always said that, if we could reach an agreement with the FIA, with Ecclestone, with the banks, we would do so. Only after reaching this agreement did we step out of the GPWC.” Todt also felt that Ferrari was justified in getting a better financial package than other teams.

“Ferrari has always been special and is tied to F1 just as F1 is tied to Ferrari. It helped to create what F1 is today. It is like in the movies where the stars get paid more. Ferrari is a star and wants to be paid like a star. The others might be frustrated but they would demand the same if they were in our situation.” With Ferrari having dominated the 2004 season, Todt was asked why he felt this year would be particularly tough. “The other teams are very good and I respect them. They and the engine manufacturers and Bridgestone’s rivals have all done a great job. Now it is up to us to provide our team with whatever is needed and make sure we are ready for the challenge.” Finally, Todt was asked if after over a decade with the Scuderia, he did not consider taking on another challenge. “I think it would be difficult to find a more complete challenge than my role here at Ferrari,” said the Frenchman.


Montezemolo: 'a time for faith and optimism'

Maranello, 25th February – The launch of the F2005 ended with a speech from Ferrari President, Luca di Montezemolo.

“First of all, thank you all for coming. I think I speak for everyone when I say our thoughts are with the Pope, because one of the most intense moments of the past few years occurred a few weeks ago when we went to the Vaticanb for an audience. Despite being very tired, the Pope had the strength to speak at length with all of us showing his passion while also taking the opportunity to put over his views on the value of sport and its ethics which are often on the decline. I wish to send our deepest felt wishes to an exceptional Pope.”

This is always an important day for us,” continued Montezemolo. “The years go by, but the spirit, the sense of friendship and collaboration have never been lacking, especially in the difficult moments. 2004 was really busy, both professionally and personally. We have won so much in Formula 1, more than anyone else. This team is strong and stable, but with young people continually growing and taking on more and more responsibility under the guidance of Ross and Rory. I like to think back to the presentations of the past: I remember in 1992, when it was hard to understand who had made the car; I recall the years of rebuilding and then 97, 98 and 99 when we lost the drivers title at the very last race. We constantly raised our expectations and this year we want to maintain our current position. In life as in sport, one cannot win all the time, but nevertheless that is what we have set as our goal. This is not just what I want, but also what Todt and everyone at Ferrari wants, because we are up against major manufacturers and we have to push as hard as we can.”

“What concerns me more is to give Ferrari economic autonomy and I think this will be achieved by the end of 2012. Ferrari has some amazing and important sponsors and technical partners, but a different financial structure to our competitors and so we want autonomy so that we are not dependent on FIAT, which has always given a lot to Ferrari and will continue to do so, but economic and operational autonomy is very important. So, for 2008, we are preparing an all-Ferrari championship, which should be interesting,” joked Montezemolo. “Joking apart, between now and 2008 a lot of things will happen. Let’s wait and see.”

The President then turned to Ferrari’s industry achievements in 2004. “This has been an exceptional year. In a few days, at the Geneva Motor Show, we will present the F430 Spider a car born out of collaboration with Formula 1. FIAT and Alfa Romeo will also have an important presence at the show. So we have grand aims for 2005: easy to say, harder to do. Our collaboration with Bridgestone will be vital and in fact this car is born out of close cooperation with the Japanese company. We start with last year’s car modified. As Brawn said, we believe this is the right choice and I think once again this year, we will be front runners. This presentation is the time for faith and optimism. Here is our whole world, our territory, our partners and our suppliers. Together we will do everything possible to keep the two titles at Maranello. We will do all we can to keep both trophies in Maranello. The journalists are asking “who will beat Ferrari.” I hope the answer is Ferrari.”
----

And as you probably have already read, this won't be the car that will be used at Spain. Like last year, Ferrari will introduce several modifications during testing.

Meh, I can't wait for Melbourne! :mrgreen: And is it just me, or time is draaagging...

[ferrarif1fan89]

looks like a championship for ferrari for the 8th time! superb! cant wait to see this thing in action. thanx for the updates nuno!

[neilo63]

The colour red turns me on. Forza Ferrari!!

[juliakai]

OMG! It's a stunning post! Thanks a lot! Any more high-res offical images pls?! :mrgreen: :mrgreen:

[ZfrkS62]

wow, guite a few changes over the 04 car. can't wait to see it trounce the competition

[Toronto]

looks like a championship for ferrari for the 8th time! superb! cant wait to see this thing in action. thanx for the updates nuno!

you mean schumi right? :wink:

[Max Power]

Shumacher? :wink:

[SPEEDCORE]

Cool nice pics, pitty I wont see it in Melb, but I might have to goto a Euro GP just to see it :D

[mindgam3]

Is that mini front wing legal? :? interesting to find out how it effects downforce

[No.1]

my god the nose is ugly

It looks like a goatee.... or Schumie's chin :mrgreen:

[coombsie66]

Dear god, if i read ... has been optimised... in one more post about new car designs i'll go fuckin mad!
The car sounds impressive though, thanks for the details on it. :D

[|Nuno|]

^^ No problem.

http://img238.exs.cx/img238/9995/upload064db.th.jpg (http://img238.exs.cx/my.php?loc=img238&image=upload064db.jpg)

And from F1racing.net:

Brawn: F2005 might debut in Bahrain

The Ferrari team launched their F2005 car on Friday, but the team will start the season with the F2004M. Ross Brawn admitted at the launch in Maranello that the F2005 might race as early as in Bahrain already, the third race of the 2005 season.

At the moment, only one F2005 chassis is ready, which will begin testing on track next week with Luca Badoer. "The second will probably be ready after Malaysia, because at the moment it is still being used for the crash test," said Brawn. "When we have two chassis, we will be able to do more testing. Of course, we want to race the new car as soon as possible and to do that we need to gather a lot of data. Badoer will do the first test, as the race drivers will be busy with the Australian Grand Prix.

So when will the F2005 make its race debut? "Probably Barcelona," replied Brawn. "But we will have to see how testing goes. Maybe it might be possible to introduce it in Bahrain. It also depends how the F2004 M goes in the races. If it is competitive, then we can get on with things more calmly."

[ikon2003]

Dude, Nuno - Great effort man. Keep it up.

[|Nuno|]

Dude, Nuno - Great effort man. Keep it up.

Thanks. :)
-----------------

F2005 Technical Analysis


FIA Article:
http://www.formula1.com/insight/technical_analysis/team/2005/3/75.html

--------------------------------------------------------------------------------------


By Joe Laurieri, Eng.
President of Ferrari F1 Club of Montreal

February 24, 2005

Reflecting on the introduction of the new Ferrari F2005 just unveiled in Maranello, there are a few eye catching details that appear to be innovative yet are cleverly camouflaged by the bodywork & to the uninitiated eye would be passed off as simple aerodynamic streamlining.

Before the car was unveiled an air of mystery surrounded the introduction of Ferrari�s entry for the 2005 F1 season. Given the fact that the Scuderia announced that the new car would not be entered officially until the Spanish G.P., one would assume that the F2005 project would be a radical departure from its sisters of the past, yet it seems to be an evolution of last years World Championship winning F2004 however, don�t be fooled, it seems that Byrne, Costa, Brawn & Martinelli put pen to paper, or cursor to screen, whatever the case may be and present a completely new and radical departure from the F2004 to meet the new rules & technical changes mandated by Max Mosley and the FIA to arrest Ferrari�s domination.

As we hover over the F2005 from nose to tail here is a technical overview of some of the new & interesting details of the F2005;


Front Wing & Nose


Not much change in the design philosophy of the front wing. Ferrari has decided to retain the now traditional swept back and scooped out front wing with three individual wing elements. Interesting how the nose of the F2005 has been modified to where the bottom part of the nose is now more bulbous than its predecessor. Also interesting how the new mini central front wing has been introduced. These new elements play an important part in cleaning up the airflow to the underside of the car, eliminating undesired turbulence to achieve a more stable & better handling car. This is extremely important given the new rule of increasing the height of the nose & front wing elements. The placement of this mini wing is very important given it need to be set out ahead of the front wing given its lower placement, perfectly legal in interpretation & to the letter of the new rules... I smell a protest coming on in its first outing...


Front View


Some interesting & subtle changes when viewing the F2005 head on. Most obvious is the higher nose in line with the new rule changes, Shumacher & Barichello will have to get used to the new driving position as a result. The nose has retained its linear look & of course, Ferrari has retained its tried & true front suspension mounting components, eliminating the need for access panels cut into the chassis. Ferrari has maintained a single keel configuration, after the failed BMW Williams experiment of 2004. Frontal area of the side pods appears to be smaller, this is not an illusion, note how the bottom half of the outside walls of the sidepods curve in, an obvious reduction of cooling masses has occurred in the design of this car. The side pods also start further aft than the old model. (This is more noticeable when viewing the F2005 from the side) The width of the airbox also seems to have been subjected to some slimming the sides are also curved in more than last year giving the appearance that the air inlet sits higher above the car than last year. Translation: engine mass has been reduced & the engine probably sits lower and is more compact than its predecessor�.stay tuned��.


Chassis & Cockpit


Some interesting features of note here, top of chassis appears a little higher than last years car & doesn�t turn down as abruptly as on the F2004, in line with the higher ground height rule of 2005. Barge boards appear to be a carry over from last year�s car�.however do not consider these to be a finalized version�.. I am sure their shape will be optimized to work with the new chassis. Note how the side pods start further afterwards than on the F2004. The inlets of the sidepods have have changed so much that the F2005 sports much larged pontoons on the leading edges of the sidepods to meet the new FIA regulations. The changes appear to have allowed for a much wider and more comfortable cockpit. Interesting note� look how much the mirrors are angled to sit over the sidepods so as to meet the shadow plane rule!


Top View


A few interesting things can be seen from this viewpoint. Firstly, note how much the pontoons in front of the bottom of the sidepods have grown compared to last year. Also the diminutive size of the air inlets in the sidepods.. The once chimneys now appear to be vertical stabilizers. (Note there are no exit holes on the trailing edge) the skirts ahead of the rear wheels appear to be higher than last year, this is just an illusion since the side pods drop off further ahead and lower than last year, concluding that the engine/transmission powerplant package has been reduced in size from last year. Another giveaway is the fact that the engine exhaust outlets are no longer situated in chimneys, but in the bodywork and place much further ahead than ever seen in a Ferrari. Finally note how the side strakes from inboard of the rear wheels are higher and created a tunnel to channel air above the upper suspension arms and under the upper wing elements!


Airbox & Rear Wing


Another example of the unaccountable hours of wind tunnel development work. Worth noticing are, once again the sidepod terminal ends, the pronounced side skirts & the strakes inboard of the wheels almost fusing together with the rear wing side boards. As discussed previously note the reduced width of the chimneys, now no more than vertical stabilizers (a la mode of the F18 & Stealth bomber) also how far into the recess the exhaust terminal are located. The rear wing sideboards have been interestingly cut back on the trailing edge and the leading edges now sport three shark fin like cutouts, probably to clean up the airflow in that area & at the same time add stability to the rear end on fast straight aways. The airbox continues to shrink in thickness, this model does not differ in that regard. Interesting the double set of wing elements sitting near the airbox. Whether or not these will be present on all circuits remains to be seen. Finally we see the disappearance of the shark finned hot air exhausts on the radiused tops of the sidepods.
The solution here appears to be that the hot cooling air will exit with the exhausts thru the large black orifices on each side of the airbox.


Rear End & Gearbox


Let me begin by saying that if the one could personify the rear end of this car then, based on which generation you come from, it would be Sofia Loren or Jennifer Lopez. Except for the rear wing already discussed, the rear end of the F2005 once again shows ongoing refinement of a trued and reliable concept after more hours spent in the Renzo Piano designed wind tunnel. The gearbox casing appears to be slimmer than and terminates further forward than the F2004. The venture tunnels appear to have fewer elements than last year creating a larger open area, hence less restriction to airflow. These elements are continuously developed during the season from circuit to circuit, however it appears that this car, based on what we see in the unveiling, will have a more optimized airflow compared to the F2004. Would we expect anything else?

Conclusion


What would appear to be a simple restyling of the F2004 is actually more reminiscent of a clean sheet of paper design using tried & proven elements, optimizing each component & subsequently putting it together in one compact & reliable package. Once again the team or Costa, Byrne, Brawn & Martinelli have succeeded at surprising the Tifosi and perhaps stumping the competition once again.

The F2005 appears to be the most optimized & nimble F1 package ever to be produced by the Cavallino Rampante. This car should be extremely adaptable to any circuit and/or condition, nimble, easy to set up and the most adaptable to any Grand Prix circuit of any of the F series cars built so far. Hats off to Todt, Byrne, Costa, Brawn & Martinelli and the whole Scuderia Ferrari Technical Department.

In Bocca al Lupo � Forza Ferrari

By Joe Laurieri, Eng.
President of Ferrari F1 Club of Montreal


Link: http://www.tifosi-club.com/main/

[|Nuno|]

First pics from testing:

http://img191.exs.cx/img191/2757/up17xr.th.jpg (http://img191.exs.cx/my.php?loc=img191&image=up17xr.jpg)http://img191.exs.cx/img191/6329/up29nt.th.jpg (http://img191.exs.cx/my.php?loc=img191&image=up29nt.jpg)

"At the end of the day Badoer completed 61 laps (of which 9 on the short version of the track). He did 296 kilometers lapping a best time of 1:22.210 (Barrichello's record is 1:18.714). Ferrari said the first impression of how the car works is very important and it has been behaving positively. It is without a doubt a big improvement compared to the F2004 M."

[kksh]

Hate to rain in on your parade. I feel like ferrari are rushing with the unveiling of their new car and will rush into races with it. I know they have a great track record but so did Mclaren back at the late 80's and williams during the early-mid 90's. Nothing lasts forever. The ferrari domination has to come to and end and the start is now.

[Max Power]

not likely, since Schumacher, Brawn, Todt are still with Ferrari...
...until that changes, don't expect anything other than Ferrari 1, 2

[5vz-fe]

hey BAR, BMW, McLaren, Toyota, Renault, whos ya daddy

http://images.f1racing.net/large/40165.jpg

Bridgestone, so much grip that it can stick to ur ass.

[raphaelws]

8) 8) thanks man!!!

let's wait to see what ferrari prepared!!