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Ferrari 248 F1 - Ferrari being the fightback |
The 248 F1 is the fifty second single-seater built by Ferrari
specifically for use in the Formula 1 World Championship. The project,
which goes by the internal code of 657, represents the Scuderia's
interpretation of the technical regulations which apply in 2006; the
main new feature of which is the introduction of an eight cylinder V
configuration engine, with an overall capacity of 2400 cubic
centimetres. In fact, the name of the car derives from these key figures
relating to the power unit.
The chassis of the 248 F1 is lighter than that of its predecessor and
its shape has been revised, with modifications to the openings of the
side pods and in the area of the deflectors. The cooling system has been
substantially revised and not simply to meet the needs of the new
engine. The location and size of the rear-view mirrors is one of the
most obvious novelties. Other significant changes include the engine air
intake, the engine cover, the size of the fuel cell, the aerodynamic
elements on the side pods and the layout of the exhausts. The gearbox -
seven speeds plus reverse - represents an evolution of the carbon one
introduced on the F2005 and it continues to be mounted longitudinally.
The front suspension continues the classic design for Maranello single-seaters.
However, the rear suspension has been designed to meet a key objective,
which is to increase the overall aerodynamic efficiency of the rear end
and to mechanically improve the usage of the Bridgestone tyres. This
work was also supported by the Fiat Research Centre. As key elements to
achieve these objectives the aerodynamic design of diffuser and the
floor of the car have been extensively redesigned and in collaboration
with Sachs, particular attention was paid to the dampers. As was the
case last year, extensive design work went into the electronic
installations, with the support of Magneti Marelli. Continued
co-operation with Brembo has enabled another step forward with the
braking system.
The 056 engine is load-bearing and is fitted longitudinally. Design work
began back in the spring of 2005 and naturally, took into account the
strict limits laid out in the FIA technical regulations, in terms of the
angle of the V, weight, dimensions and centre of gravity. The first
example of the V8 engine ran on track in the month of August and
development was initially carried out with it fitted to an F2004. As was
the case last year, engines will again have to be used for two
consecutive grands prix in 2006. With this in mind, Shell's support has
been even more invaluable in defining the specification for fuels and
lubricants best suited to meeting set targets in terms of reliability
and performance. Driveability was another important factor, when
defining the new engine's characteristics, with the regulations
requiring fixed inlet trumpets: engine management is controlled by an
integrated injection and ignition system from Magneti Marelli.
The 248 F1 renews a tradition for Ferrari Formula 1 cars fitted with V8
engines, last seen in 1964 with the 158 F1. As usual, great attention is
paid to the behaviour and optimisation of the materials used, from the
design phase and through quality control, always striving to maximise
the level of performance and to achieve the highest possible levels of
safety.
"It is a totally new project", began Martinelli. "It is a return to the
past, as the name of the car demonstrates. We started working on this
engine midway through 2004 and then tested it on the bench. Last August
it made its first outing, at Fiorano, and in the autumn of 2005 we
completed the V8. Now we are close to the final version. Obviously, in
the course of the season we will have to cope with a very steep learning
curve.
Gilles Simon's success in development was underlined: "the calculations
were made long ago and even if the regulation changes were related to us
rather late in the day, fundamental modifications such as the selection
of the centre of gravity had already been made". "The rules outline
global constraints but do allow a lot of space for projectual
experimentation", continued Martinelli. "The 90° angle was our choice as
was settling on the minimum weight for the non-moving parts. The real
challenge, however, was lightening the weight of the moving components".
"For the first time in ten years a drop in performance was recorded and
this was fundamental. The change in power meant some greater investment,
but,in the long run, it will be more economical. The overall output of
the engine remains unchanged and so some factors were the same as on the
V10". Martinelli also revealed that there had been some dialogue between
the engineers who work on road-going cars and those who concentrate on
racing models. "We met the people who work on GTs and exchange opinion
in analysing problems and the methods to resolve them. It was by no
means a one-way communication" "We were certainly on shared ground",
added Simon. "However, there are many differences, for example in our
time schedules. We made a lot of input and so did they. It was a process
of cross contamination".
TECHNICAL SPECIFICATIONS
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 600 kg
- Wheels (front and rear) 13"
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 59 Lubricant Shell SL-0932 |
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