Ferrari promises more aggressive approach for 2012 car

[Suzie]

http://www.autosport.com/news/report.php/id/93392


Ferrari has promised to take a much more aggressive approach to the design of its 2012 car after learning the lessons from its slow start to this year's campaign.

Although the outfit retains hope that a surge over the second half of the season can help it close down the gap to runaway championship leader Sebastian Vettel, it also recognises it should have done better in the opening races of the campaign.

On the back of a technical revamp that resulted in Aldo Costa leaving the team and Pat Fry taking over technical leadership, its chief designer Nikolas Tombazis has said that the team is already preparing to push its 2012 design to the edge to ensure that it hits the ground running next year.

When asked if the new car would be an evolution of this year's design or a total clean sheet concept, Tombazis said: "I think neither, to be honest. We have taken a very fresh approach, and there are a lot of areas of the car that will change substantially. In that regard it represents a bigger change compares to previous years and previous cars and, quite frankly, we need to do that because we need to make a bigger step forward than we have done previously.

"In modern F1 you never start with a clean sheet and throw everything in the bin, and say, 'Okay guys, let's start from zero.' You do have a lot of things you learn from the previous years and you have to apply them.

"I think if you look at the different cars in the pit lane you will find strong points in every single car, even the ones that are slowest, so nobody starts from a totally clean sheet ever. I think the degree of change will be quite big."

Although vowing to make significant changes for next year's car, Tombazis says there remains very much a focus on delivering more wins in 2011 - with major updates continuing to be added over the next few races.

As well as front and rear wing developments, the team believes that there is much scope for improvement to be made in the area of blown diffusers – especially now that teams are free to do what they want in that area.

"This is an area of clear performance gain that we have found for this year's car, so some resource naturally has to be spent on this year's car because we want to win races, and we do have quite a few more races ahead of us. Therefore we want to get more wins under our belt.

"Obviously, the research is not applicable for next year's car but other things we are doing for this year's car also has some bearing towards next year's car, so it is a bit of a mix on that – trying to prioritise best our resources to cover both cars."

When asked if he felt there was room to extract even more performance from this year's car, Tombazis said: "I think as long as we are not winning on a race-by-race basis then there is enough margin.

"I think that Silverstone was an indication of a performance improvement, and the Nurburgring is not what would have been considered a track that was favourable to us a few months ago and a few months ago we would have been further behind.

"I think that the developments that we have in the pipeline for the next few races should enable us to be up there fighting."

[Katu]

good. i like aggressive approach:thumb

[Mrs.Domenicali]

http://www.autosport.com/news/report.php/id/93393

Q & A with Ferrari's Nikolas Tombazis

By Jonathan Noble Tuesday, July 26th 2011, 09:45 GMT

Ferrari seems like a team back on form now, but a slow start to the season has left the Italian squad on the back foot.

That is why the Maranello team is taking a much more aggressive approach in the hope of hitting the ground running in 2012.

AUTOSPORT heard from chief designer Nikolas Tombazis, who explained the team's plans for next year.

Q. Can you give us some idea of what areas of the car you have been focusing on to bring improvements to the car in your bid to overtake Red Bull Racing?

Nikolas Tombazis: First of all we've made some improvements in the area of the exhaust. We believe that that still has a lot of scope for improvement, and clearly after various rule clarifications and so on, we have a slightly clearer view about what we can do over the next few races to further improve that area. As we have seen there is quite a bit of performance there.

Further to that, for this race, we had a new rear brake duct. We had in the last race a new rear wing, and we can work with that further because with the DRS this year the wing has some scope for improvement. And we also have a fairly pushy front wing programme that for the next few races will show some further improvements.

Q. Did the upgrades to the wind tunnel you had this year have an impact on your programme?

NT: This is an on-going process. We obviously had a very-well publicised issue in the wind tunnel in the early part of the year which gave us some bad surprises. I hasten to add that that was not the only reason that we were behind, but it was one of the reasons. There were other reasons as well and I would not like to use that as an excuse. We have understood some of these issues and we are proceeding with a number of upgrades that should bring us some more pace. I have to say that modern F1 cars, I doubt that there is any among them that has a complete correlation. A modern F1 car has so many difficult interactions between vortices and wakes etc., that are extremely sensitive, and you only need a vortex to move by a few centimetres and it can really change the characteristics quite a lot.

Q. We have seen photographs of various cars on the grid now running with a rake similar to that used by Red Bull Racing to try and get the front wing closer to the ground. Is that something Ferrari has been looking at?

NT: I think if you study our car you will see that sometimes we play with these parameters as well. It has got to do largely with how your diffuser and exhaust interact with that gap that is between the floor and the ground. There are certain conditions when it will be to your benefit to have a bigger rake on the car.

Q. Are you happy that the rules have gone back to the Valencia-spec engine mapping?

NT: We could spend a good part of the evening and tomorrow discussing that. Compared to Valencia and Silverstone it is clear to see who has the biggest advantage or not, but now we have a gauge about what it is we need to be doing. It is good to have clarity now.

Q. With blown diffusers banned for next season, and the move to the periscope exhausts, how much resource do you put into this area now for the rest of the year?

NT: We obviously don't only work in that area. This is an area of clear performance gain that we have found for this year's car, so some resource naturally has to be spent on this year's car because we want to win races, and we do have quite a few more races ahead of us. Therefore we want to get more wins under our belt. Obviously, the research is not applicable for next year's car but other things we are doing for this year's car also has some bearing towards next year's car, so it is a bit of a mix on that - trying to prioritise best our resources to cover both cars.

Q. One of the biggest challenges coming over the next few years is the switch to V6 engines and the aero regulations rule changes. How do you prepare for that?

NT: The new rules are for 2014, and they offer a range of things - the most important one of which is the engine. There are also some quite significant aero rule changes, but now we have still two-and-a-half years ahead of us, so that is a bit too early to start on that programme. The main objective is three fold: one is to win more races this year hopefully. The next is that we apply a very fresh approach to what we do next year because we believe we have not performed to our normal standards this year or the last couple of years, so we have made a lot of progress in that regard and next year's car has a lot of interesting features, so our objective is next year we need to be able to genuinely fight in the front end of the championship against very strong opponents. And the third objective is that we, at the moment, for 2011 make sure that in terms of engine packaging and directions, because the turbos are quite new and the big boxes we need to fit in the car, our engine colleagues produce an engine package that can maximise what our car can be. But to say we have started research for our 2014 car would be a bit too early.

Q. Is there enough margin to improve the car this year this season in order to fight with Red Bull Racing and McLaren?

NT: I think as long as we are not winning on a race-by-race basis then there is enough margin. I think that Silverstone was an indication of a performance improvement, and the Nurburgring is not what would have been considered a track that was favourable to us a few months ago, and a few months ago we would have been further behind. I think that the developments that we have in the pipeline for the next few races should enable us to be up there fighting.

Q. Is there a push now for regular updates to keep chipping away, or is there a plan for a bigger package at a specific race?

NT: We are now in mid-late July, and we are going to have updates that are significant from an aerodynamic and performance point of view, but we are not going to have a total rethink of the car that will have structural implications and so on, because it is far too resource-consuming for the performance benefit that it has. This time of the year you can do front and rear wings, you can do bodywork, you can do exhausts, but you cannot do suspension, or gearbox. Our updates are mainly aimed for what is the best aero performance but not a totally new car.

Q. The 2012 car – will it be an evolution of this car or will it be a completely clean-sheet concept?

NT: I think neither to be honest. We have taken a very fresh approach, and there are a lot of areas of the car that will change substantially. In that regard it represents a bigger change compared to previous years and previous cars, and quite frankly we need to do that because we need to make a bigger step forward than we have done previously. In modern F1 you never start with a clean sheet and throw everything in the bin, and say, 'Okay guys, let's start from zero.' You do have a lot of things you learn from the previous years and you have to apply them. I think if you look at the different cars in the pit lane you will find strong points in every single car, even the ones that are slowest, so nobody starts from a totally clean sheet ever. I think the degree of change will be quite big.

[sav_pap]

Aggresive was, is and should be our style for ever.:thumb

[Hornet]

Good to hear

Next year, everyone including RB will lose their EBD advantage completely as the exhaust is moved away from the diffuser, so if we can come up with something innovative of our own that will give is the advantage and have everyone else trying to copy us, we could dominate the season

[Tony]

They always say mid year that the next car will be more aggressive then, during launch, we all look at the car, scratch our heads and say "Damn, the car looks exactly the same as last year...." lol.....

[scuderiafan]

They always say mid year that the next car will be more aggressive then, during launch, we all look at the car, scratch our heads and say "Damn, the car looks exactly the same as last year...." lol.....

its a shame, but you are right. but then again, they could be telling the truth this time round, as being slower than Lotus Renault and Mercedes at times was a big eye opener.

Also, Tombazis shows that they are not using the windtunnel problems as an excuse, and they seem to know that even without that, the car would not have been as good as it could have been.

[ferrari4life]

They always say mid year that the next car will be more aggressive then, during launch, we all look at the car, scratch our heads and say "Damn, the car looks exactly the same as last year...." lol.....

I agree..i will believe it when i see it. I never got to excited this years pre-season cause I am familiar with the Ferrari show of the last few years.

[ferrari4life]

its a shame, but you are right. but then again, they could be telling the truth this time round, as being slower than Lotus Renault and Mercedes at times was a big eye opener.


being beaten by Brawn and Red Bull in 2009 didnt seem to spark something great for the start of 2010. It took them half the season to catch up then as well.

[scuderiafan]

being beaten by Brawn and Red Bull in 2009 didnt seem to spark something great for the start of 2010. It took them half the season to catch up then as well.

yeah, but since McLaren, BMW, Renault were doing bad, they could have made excuses, like they were in a title battle in 2008.

in 2011, McLaren were faster with a bolted quick fix job, and Ferrari were being almost outpaced by underfunded Renault and Mercedes.

they dont seem to have any illusions this time.

[Rishu]

Could anybody please update me broadly with rules for 2012?

Refuelling?
EBD?
DRS?
KERS?
Engine mapping?
Tyres?
Front/Rear wings?
Engine?
107%?
Teams? any new?
Testing?

[NJB13]

For 2012.......

Refuelling? Still out
EBD? Rules will be changed to end EBDs
DRS? Stays
KERS? Stays
Engine mapping? With no EBD (see above) engine maps for overrun to gain down-force won't work anymore
Tyres? nothing big
Front/Rear wings? big changes in 2014 proposed rules
Engine? same (change in 2014)
107%? stays
Teams? any new? few rumours that Honda or Toyota are behind HRT recent buy-out. Rumours that Renault are in financial trouble but they maintain that's not true. Schumacher's last race to be Korea.
Testing? Teams at Germany discussed a one off in-season 3-day testing before getting to Europe. Possibly at Mugello. Drivers will be young drivers. It may replace one of the pre-season tests.

[Rishu]

Thanks Mr. Spanky. :thumb

[Tony]

Schumacher is retiring or being forced out?

[scuderiafan]

Pirelli want tests after the races.

http://www.autosport.com/news/report.php/id/93399

[Rob]

Pirelli want tests after the races.

http://www.autosport.com/news/report.php/id/93399

dont they do that already in Moto GP?? We need something like that in F1. Testing must come back soon.

[Alonsomaniac]

Next years car's nose is shaped as a fist......:lol

Seriously, I like that Ferrari finally is going to be more 'on it' from the beginning.
And, keep developing this years car - we have a lot of races left to eh..test 2012 parts??:oops

[scuderiafan]

it will be good, as then hopefully, Ferrari start testing loads on the F10, of course being a little modified, with some ballast, and a single diffuser, and exhausts.

use that every day for Fiorano. if the FIA want testing they can have it, but would be good if Ferrari just do this with the old car. :lol

[ferrari4life]

Schumacher is retiring or being forced out?

I think what he was refering too was
Korea to be Michael's last race
http://en.espnf1.com/williams/motorsport/story/55312.html

Talking about Sam Michael from Renault

[RedRebel40]

didn't they promise something like this last year too? look where we are.

[FER]

Nice intents, but realisation is something different. Since we got some good races at the end of the last season we thought we got the key to the success.

[SilverSpeed]

Euhm, deja vu anyone?

After 2010 didn't we go for an agressive 2011 developement...

[shostak]

With Pat Fry, our new guru, i think it will be true.

[Tony]

I think what he was refering too was
Korea to be Michael's last race
http://en.espnf1.com/williams/motorsport/story/55312.html

Talking about Sam Michael from Renault

Oops, looks like I jumped the gun on that one :-D

[REDARMYSOJA]

Oops, looks like I jumped the gun on that one :-D

I thought maybe you were a few years behind.:-D

[NJB13]

Oops, looks like I jumped the gun on that one


I thought maybe you were a few years behind.:-D

I think I should read more than the headlines ;-)

[da_one]

For 2012.......

Refuelling? Still out


I think it's about time they bring back refuelling.

Pirelli has given us more exciting races at the start of the season due to their 'fresh' approach in making the tyres. However, as teams learn more about the tyres, the races have become predictable since most of them are on the same strategy- they usually pit within 2 laps of each other, and use the same compounds every time they pit. Normally the whole grid's strategy is use 2 set of soft tyres for most of the race, and then use the harder compound towards the end of the race, when most often than not, the top 3 drivers have already secured their podium positions.

IMO, the show will further improve if the FIA allow refuelling next season as it gives the teams a way to keep the other teams guessing their strategy in every race. For instance, teams on the hard compound and a lighter fuel load can be as fast as those on the soft compound. Moreover, if you screw up in qualifying, you will still have a chance in the race through a more aggressive strategy ala Schumacher (ie. more pit stops, but with faster laps in a lighter car). Finally, mid grid and lower teams on soft tyres and a lighter fuel load can mix it up with the top teams and challenge for race positions early in the race; thus, making the top drivers work harder to get the race lead and the win. I don't expect them to keep the top drivers behind though, but atleast they would have contributed to making the race more exciting.

[steelstallions]

Tombazis says there remains very much a focus on delivering more wins in 2011 - with major updates continuing to be added over the next few races.

I can feel more confidence in the main statement of the article after reading this part further down the page. Its hard to forget when we abandoned an whole season promising a radical car blah blah blah and still didn't get it right next season until midway through.

I know i must be boring everyone about that wind tunnel, but i am convinced that now Ferrari can better trust the wind tunnel data, combined with their powerful CFD etc software, they can test 24/7 in the state of art simulator at Maranello and testing is what made us strong in the golden years.

[NJB13]

I can feel more confidence in the main statement of the article after reading this part further down the page. Its hard to forget when we abandoned an whole season promising a radical car blah blah blah and still didn't get it right next season until midway through.

I know i must be boring everyone about that wind tunnel, but i am convinced that now Ferrari can better trust the wind tunnel data, combined with their powerful CFD etc software, they can test 24/7 in the state of art simulator at Maranello and testing is what made us strong in the golden years.

They even have limitations on simulation testing you can do. :-s

[Corey]

Whether they use it as an excuse or not, the wind tunnel did cost us....

[sav_pap]

Many kills are to come....:lol We have already seen a sample...

[steelstallions]

They even have limitations on simulation testing you can do. :-s

Correct me if I am wrong under the current Resource Restriction Agreement agreed by FOTA, time spent on wind tunnel research and CFD is limited, but not on the simulator Ferrari have built? I.E. They can run as many virtual laps as they like 24/7 and with the massive data that produces, merely tweak their design using a balance of CFD to wind tunnel time. Virgin designed their whole car using CFD, so (guessing at this point) Ferrari should have more than enough time to tweak their designs from their simulator data.
The laps they do on the simulator are unlimited but this data allows targeted time on the restricted CFD wind tunnel tools. Like the old days when they did countless laps of testing on their own track.
Happy to be corrected by anyone who knows the rules better than I interpreted them.

One of Ferrari's best ideas to beat a testing ban was when only a few miles on track were allowed before a certain race and Ferrari needed to test launch control (when it was legal). They tested launch control then had the car towed back and tested it again and again keeping well below the few miles maximum miles the car was allowed to travel before the race. Cannot remember the year though.

http://flyinggiraffes.co.uk/

[NJB13]

Correct me if I am wrong under the current Resource Restriction Agreement agreed by FOTA, time spent on wind tunnel research and CFD is limited, but not on the simulator Ferrari have built? I.E. They can run as many virtual laps as they like 24/7 and with the massive data that produces, merely tweak their design using a balance of CFD to wind tunnel time. Virgin designed their whole car using CFD, so (guessing at this point) Ferrari should have more than enough time to tweak their designs from their simulator data.
The laps they do on the simulator are unlimited but this data allows targeted time on the restricted CFD wind tunnel tools. Like the old days when they did countless laps of testing on their own track.
Happy to be corrected by anyone who knows the rules better than I interpreted them.

One of Ferrari's best ideas to beat a testing ban was when only a few miles on track were allowed before a certain race and Ferrari needed to test launch control (when it was legal). They tested launch control then had the car towed back and tested it again and again keeping well below the few miles maximum miles the car was allowed to travel before the race. Cannot remember the year though.

http://flyinggiraffes.co.uk/

You're correct in that simulator time is unrestricted, however, simulator results are meaningless unless they are predicated on/or confirmed against a real result, ie track or "close to real" tunnel results.