Gerhard Berger
6th December 2013, 13:57
Ferrari has placed too much emphasis on a mature gentle approach and forget about the speed?
Fry: Our car was never very good on a round. On average, we were lying back six tenths. Normally you get the back in the race. At the beginning of the year we have benefited in the race by our mature friendly concept. See China, Bahrain, Spain. In the second half of the season, the race tracks are on the program, on which mainly hard tires are used. To this end, recourse was on the 2012 tire constructions. We had more trouble playing off our advantage in the race. And the hard compounds punish us even more in qualifying, because we have traditionally effort to warm up the tires.
Do you have the Ferrari F138 tailor-made for the 2013er tires? Adrian Newey doubts that such a thing was possible.
Fry: You had to have to be very smart when you read out on the basis of a test in Brazil in 2012 from the data so much that you could tailor your car for it. With us, there were only seven rounds. We have benefited from the general Chartakteristik our cars. They are nice to the tires for years. We rarely had problems with overheating of the tire. It had nothing to do with the fact that we have built a very smart car for these tires. It simply came by chance.
Does it then randomly not fit, as Pirelli has exhumed the 2012 tires?
Fry: The shape of the tire changed slightly. This has even given us a bit of downforce. In qualifying we stayed where we were before. The 2012 tires were somewhat more durable, and that helped all those who had problems in this area before.
Sauber has improved greatly after the exhaust when McLaren have renounced pathway and the Red Bull directions are followed. Have you also considered?
Fry: We have the Red Bull solution often tried in the wind tunnel, but they did not fit with the rest of our cars. The numbers did not make it justifiable to build such a exhaust and the associated side boxes.
Have you except the visible aerodynamic modifications changed a lot also on the chassis?
Fry: We have the suspension geometry as calmly as she was. Otherwise, we are constantly working on setting options.
The first version of the F138 was equipped with an air hole through the nose. The disappeared. Why?
Fry: It worked well with the base version of the car, with the following stages of development it took us but no benefit. Therefore, we have decided not to simplify things.
How important are the interactive suspensions? Some teams now even try to influence the rolling behavior.
Fry: These systems have been one for ten years on the market. At least as far as the pitching movements of the car. Mercedes started with a system in that the rolling movements of the car can be controlled. I think it was three years ago. Meanwhile, all working. It brings not solid lap time, but it is worth to be further developed.
Why Red Bull is always so much back from the summer break?
Fry: Red Bulls speed in training remained relatively the same. Something between six-tenths of a second and better than us. What has changed was their pace in the race.
How do you work with James Allison?
Fry: He joined our team and is a further step to cope with the challenges for the year 2014. Also in the wind tunnel, the simulator and the simulations huge efforts have been made to bring us to the highest standard.
Need the big teams so many chiefs? Mercedes has five of them.
Fry: You need quite a few. Whether it must be equal to five, I do not know. Formula 1 is more complicated. The devil is in the details. For this you need specialists who need again people who have to lead them.
When does Ferrari has mainly focused on the 2014er car?
Fry: We January dedicate a portion of the wind tunnel time already the 2014er car. In addition an immense amount of design work, especially in relation to the installation of the drive unit. That is why his own design team cares for two years. Rory Byrne is also involved. The point at which the resources are more set on next year's car, shifts depending on WM situation. We had it a bit easier this year to determine this time, there was clear early on that we would not ride to the world title.
What is 2014, the biggest technical problem?
Fry: That there will be changes on every front, where you can do something right and something wrong. The narrower front wing is certainly a task. You have you think twice about what you do with the end plates, and where the air should go. The same problem we had but also, as of 2009 the wing was wider. We have worked on it and found a solution. The cooling is a challenge. You have all the cooling units somehow bring in your car. Since there will be dramatic differences. Everyone will look at the others as he has solved the.
Tagged Cooling: If more teams play at the risk or go the conservative way?
Fry: It is one of those years in which it is important to develop the car, chasing than any cooling problems. If you have a problem on the corner, go on it a lot of resources. New radiator, new panel, problems with the efficiency of the engines. As you lose quickly a few months. There are endless possibilities to make mistakes next year. I see some men who are end January 2014 scratching their heads.
Will there be many interim cars in the first test?
Fry: That was my first thought. At first it is important to as many kilometers as possible to drive to the drive units in order to understand them. Then comes the phase of upgrades to make the car faster. We have made it similar to this year.
The motors can compensate for aerodynamic deficits next year?
Fry: The aerodynamics will be as important as the last 15 years. The differences in the motor will be mainly determined by the stability. The technology is so complicated that five units per driver are very little. I believe that do not arise from large differences performance-wise very much. Maybe in the race when the fuel consumption determines the power.
Expect the new rules a super trick like the double diffuser in 2009?
Fry: There will be solutions that has previously never been seen before.
See many loopholes in the rules?
Fry: The aerodynamic regulations are pretty clear. When driving I see a couple of way to interpret things differently.
If the next year's Ferrari an ugly car?
Fry: If he wins, no.
http://www.auto-motor-und-sport.de/formel-1/interview-mit-ferrari-technikchef-pat-fry-haben-red-bull-auspuff-probiert-7943954.html
Fry: Our car was never very good on a round. On average, we were lying back six tenths. Normally you get the back in the race. At the beginning of the year we have benefited in the race by our mature friendly concept. See China, Bahrain, Spain. In the second half of the season, the race tracks are on the program, on which mainly hard tires are used. To this end, recourse was on the 2012 tire constructions. We had more trouble playing off our advantage in the race. And the hard compounds punish us even more in qualifying, because we have traditionally effort to warm up the tires.
Do you have the Ferrari F138 tailor-made for the 2013er tires? Adrian Newey doubts that such a thing was possible.
Fry: You had to have to be very smart when you read out on the basis of a test in Brazil in 2012 from the data so much that you could tailor your car for it. With us, there were only seven rounds. We have benefited from the general Chartakteristik our cars. They are nice to the tires for years. We rarely had problems with overheating of the tire. It had nothing to do with the fact that we have built a very smart car for these tires. It simply came by chance.
Does it then randomly not fit, as Pirelli has exhumed the 2012 tires?
Fry: The shape of the tire changed slightly. This has even given us a bit of downforce. In qualifying we stayed where we were before. The 2012 tires were somewhat more durable, and that helped all those who had problems in this area before.
Sauber has improved greatly after the exhaust when McLaren have renounced pathway and the Red Bull directions are followed. Have you also considered?
Fry: We have the Red Bull solution often tried in the wind tunnel, but they did not fit with the rest of our cars. The numbers did not make it justifiable to build such a exhaust and the associated side boxes.
Have you except the visible aerodynamic modifications changed a lot also on the chassis?
Fry: We have the suspension geometry as calmly as she was. Otherwise, we are constantly working on setting options.
The first version of the F138 was equipped with an air hole through the nose. The disappeared. Why?
Fry: It worked well with the base version of the car, with the following stages of development it took us but no benefit. Therefore, we have decided not to simplify things.
How important are the interactive suspensions? Some teams now even try to influence the rolling behavior.
Fry: These systems have been one for ten years on the market. At least as far as the pitching movements of the car. Mercedes started with a system in that the rolling movements of the car can be controlled. I think it was three years ago. Meanwhile, all working. It brings not solid lap time, but it is worth to be further developed.
Why Red Bull is always so much back from the summer break?
Fry: Red Bulls speed in training remained relatively the same. Something between six-tenths of a second and better than us. What has changed was their pace in the race.
How do you work with James Allison?
Fry: He joined our team and is a further step to cope with the challenges for the year 2014. Also in the wind tunnel, the simulator and the simulations huge efforts have been made to bring us to the highest standard.
Need the big teams so many chiefs? Mercedes has five of them.
Fry: You need quite a few. Whether it must be equal to five, I do not know. Formula 1 is more complicated. The devil is in the details. For this you need specialists who need again people who have to lead them.
When does Ferrari has mainly focused on the 2014er car?
Fry: We January dedicate a portion of the wind tunnel time already the 2014er car. In addition an immense amount of design work, especially in relation to the installation of the drive unit. That is why his own design team cares for two years. Rory Byrne is also involved. The point at which the resources are more set on next year's car, shifts depending on WM situation. We had it a bit easier this year to determine this time, there was clear early on that we would not ride to the world title.
What is 2014, the biggest technical problem?
Fry: That there will be changes on every front, where you can do something right and something wrong. The narrower front wing is certainly a task. You have you think twice about what you do with the end plates, and where the air should go. The same problem we had but also, as of 2009 the wing was wider. We have worked on it and found a solution. The cooling is a challenge. You have all the cooling units somehow bring in your car. Since there will be dramatic differences. Everyone will look at the others as he has solved the.
Tagged Cooling: If more teams play at the risk or go the conservative way?
Fry: It is one of those years in which it is important to develop the car, chasing than any cooling problems. If you have a problem on the corner, go on it a lot of resources. New radiator, new panel, problems with the efficiency of the engines. As you lose quickly a few months. There are endless possibilities to make mistakes next year. I see some men who are end January 2014 scratching their heads.
Will there be many interim cars in the first test?
Fry: That was my first thought. At first it is important to as many kilometers as possible to drive to the drive units in order to understand them. Then comes the phase of upgrades to make the car faster. We have made it similar to this year.
The motors can compensate for aerodynamic deficits next year?
Fry: The aerodynamics will be as important as the last 15 years. The differences in the motor will be mainly determined by the stability. The technology is so complicated that five units per driver are very little. I believe that do not arise from large differences performance-wise very much. Maybe in the race when the fuel consumption determines the power.
Expect the new rules a super trick like the double diffuser in 2009?
Fry: There will be solutions that has previously never been seen before.
See many loopholes in the rules?
Fry: The aerodynamic regulations are pretty clear. When driving I see a couple of way to interpret things differently.
If the next year's Ferrari an ugly car?
Fry: If he wins, no.
http://www.auto-motor-und-sport.de/formel-1/interview-mit-ferrari-technikchef-pat-fry-haben-red-bull-auspuff-probiert-7943954.html