The F2007 is the fifty third single-seater built by Ferrari specifically
to compete in the Formula 1 World Championship.
The project, known internally as the 658, represents the Scuderia's
interpretation of the technical regulations that apply for 2007, with
changes principally concerning safety, through the introduction of more
stringent front and rear crash tests and the addition of a composite
material structure to provide lateral protection to the sides of the
driver. These modifications have led to a significant increase in the
weight of the car, in the region of just under ten kilogrammes.
The F2007 chassis has been significantly modified when compared to the
248 F1. The design was revised to accommodate a new front suspension
that represents a major conceptual innovation, mainly in terms of
aerodynamics. The shape of the side-pods and their openings are also
revised, based on modifications to the cooling system, which also
implies exits for the radiators on the upper part of the bodywork, while
the engine air intake is also substantially different. The car has a
longer wheelbase than its predecessor. The rear of the car is much
narrower, taking advantage of the more sculpted shape of the gearbox
housing, which again this year is made from carbon fibre. The gearbox
itself, which is still mounted longitudinally, is fitted with an
innovative quick-shift system (seven plus reverse). The rear suspension
is similar to that on the 248 F1, but a significant development
programme is planned in this area, in order to get the most out of the
system, based on making progress in understanding the behaviour of the
2007 tyres. The front and rear aerodynamic configuration is also
expected to change considerably before the start of the World
Championship. The position of the rear view mirrors seen on the 2006 car
remains unchanged and the same goes for the exhaust system.
In accordance with the regulations that come into force this year, the
basic structure of the engine remains the same as the one homologated at
the end of last season. Therefore, the 056 engine continues as a load
bearing member and is again mounted longitudinally. Based on what is
permitted in the regulations, the following modifications have been
carried out to the engine signed off with the FIA in October 2006:
· the combustion chamber, the valves, the inlet and exhaust chambers,
all aimed at optimising the torque curve, given the engine rev limit of
19,000 rpm;
· the piston, the piston pin and the piston cooling jets to aim for the
best possible reliability when running at the limit of 19,000 rpm;
· the fluid systems (water and oil) and components to facilitate the
integration of the 056 into the new car.
As usual, during the design and development phase of the complete car,
the technical partners played an important role. A significant part was
played by Shell in terms of fuel and lubricants, by the Fiat Research
Centre in the use of simulation systems and by Brembo in developing the
braking system. As is now traditional, a great deal of attention was
paid to the performance and optimisation of the materials used, to the
design stage and to quality control, striving to maximise the
performance level and to ensure the highest possible standard of safety.
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
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: 3135 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 62
Lubricant: Shell SL-0977Aldo Costa: "The methodology of the
project and the development of the car has been under the sign of
continuity. Last year we adopted an aggressive approach and this year we
will work with the same rhythm in development as in 2006. This was our
aim and we hit our target.
The aerodynamics have been completely remodelled; above all the front
suspension, the air inlets on the main body and the rear axle are
tighter and more tapered, to benefit also from the new architecture of
the gear box. We worked a lot on the chassis considering the new crash
tests, which are much more severe. With satisfaction we can say that we
have reached excellent results in terms of safety. The suspension has
been revised also under the aspect of new tyres, while the gear box has
a new quick shift system, which will avert time loss during
gear-changes. This system lowers the time of gear change, works for all
gears and in every condition. We have also modified the disposition and
the inclination of the radiator. As far as the rear suspension is
concerned, it is continuing to evolve.
At the chassis department there are around 200 people working: an
exceptional and enthusiastic group. They work with determination and
respect; without a doubt producing great team work. Obviously I can't
name everybody, but I have to mention Nikolas Tombazis, our Chief
Designer; Tiziano Battistini, Head of the Technical Department, John
Iley, Head of Aerodynamics, supported by Marco De Luca; Marco Fainello,
Head of the Car Performance Division; Simone Resta, Head of the R&D
Department and last but not least Davide Terletti, responsible for the
crash tests.
Today's car is the one that will debut and has the same wings as the one
in 2006. The car, which will go to start at the first GP, will have
optimized wings, while this is just a provisional version. The F2007 is
however definitive in its structure.
In constructing and developing this race car the FIAT research centre is
of very high importance, as it gives us a huge amount of support. We
have worked a lot with the simulator they developed over the last couple
of years and we will continue on that road."
Gilles Simon: "As according to the rules the engine 056 has
remained the same. But we were able to adapt it to the rev limits of
19,000 rpm. We have revised the combustion chamber, the valves, the
crank shaft and the piston, to optimize the available output before
arriving at the rpm limit. Further we have worked on the integration of
the engine into the car: the water and oil inlets have been revised, as
has the positioning of some accessories, to adjust to the very compact
rear axle of the 658.
We have collaborated strongly with Shell, and we are continuing to work
on the fuel development. As far as the fuels are concerned we have been
continuously progressing. The lubricants have been helping us for a long
time in terms of reliability, while from March onwards we also want to
work on bettering the performance.
On the 1st March we will hand over a sealed engine, to which we can't do
anything else. We will then try to work on the accessories, the air
inlet and, as I just mentioned, the fuel and the lubricants." |
