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