Ferrari F2008 keeps weight low and in front
On Ferrari F2008
In between the front wheels is where the real improvements have been made to the F2008. First of all, aerodynamic gains have been made to the nose cone which has its shape defined by the upward airflow from the front wing (1). Similar to the F2007, the zero keel was retained (3) while a central hung mass still helps for a low and forward centre of gravity. In fact Ferrari have discovered it should be even more forward. The team therefore added guiding vanes (4) and (5). The plates are thickened to add weight while the horizontal connection wing also adds mass while helping to stabilise airflow.
Ferrari copy Toyota front wing on F2008
On Ferrari F2008
Ferrari have shown with their F2008 that copying isn't something to be ashamed of. The new Ferrari front wing is very similar to the one that Toyota introduced mid-season in 2008. At that time is was a competely new concept to extend the nose cone to the upper front wing elements. Apparently they have made quite some impression at Maranello. Aerodynamically the implementation is similar to the thickening of the suspension arms at the chassis connection points. Having a smooth transition between the elements can reduce the all important induced drag.
Sunday, January 6, 2008
F2008
The Scuderia Ferrari F2008 is the fifty fourth single-seater built by the Italian team specifically to take part in the Formula 1 World Championship.
The design, codenamed internally as the 659, represents the Scuderia's interpretation of the regulations in force in 2008.
A major new element of these is the introduction of a new electronic system to be used by all teams, known as SECU (Standard Electronic Control Unit) and produced by MES (McLaren Electronic Systems.) It consists of a single control unit and a software system, the development of which ends as the season begins.
Other areas affected by rule changes are: gearbox, which must be used for four consecutive events; safety, with the introduction of higher side protection around the driver's helmet; materials, with a limit to the type of composites that can be used. As a result of these rules, there has been an increase in the weight of the car.
All aerodynamic surfaces have been completely revised, however the current version will be replaced by a completely different configuration in time for the first race. In fact, an intensive and all encompassing development programme is planned to run throughout the season. The monococque has been further cut away under the driver's legs and the side pods and engine cover are more tapered. The suspension system has been reworked and developed around the new aerodynamics.
The wheelbase and weight distribution have been adapted to meet the challenge of the new regulations and on the basis of lessons learned last year in terms of the performance of the Bridgestone tyres.
Changes to the technical and sporting regulations in terms of electronics, alongside the introduction of the SECU, have led to the removal of a host of a driver aids, such as traction control and engine breaking and the electronically assosted starting system, and also mean that management of the differential, engine and gearchange are much simpler.
The gearbox casing is produced in carbon, while the transmission continues to be mounted longitudinally. For the second consecutive year the gearchange is fitted with a quick shift system, adapted to the SECU software and further speeded up. In dealing with the reliability aspect of the new regulations, Shell has played a key role in defining the lubricants for the gearbox. The braking system has been updated with new callipers and innovative concepts regarding cooling.
The 056 engine is mounted longitudinally and continues as a load bearing element. Its basic structure remains unchanged compared to the unit homologated at the start of last season, while its auxiliary systems, air and fuel intakes have been further developed. The technical regulations also call for the use of fuel corresponding to European Union norms, with a content of components derived from biological sources equal to 5.75%.
As usual, during the design and development stages of the entire car, our technical partners played an important role. Apart from previously mentioned significant input from Shell , also worthy of note is the contribution of the Fiat Research Centre, especially in providing simulation systems and Brembo for its work in developing the braking system. As is now traditional, a great deal of attention was paid to the performance and optimising of the materials used at the design stage and through quality control, striving to maximise performance levels while attaining the highest possible safety standards.
SpecificationsChassis: Carbon-fibre and honeycomb, composite structureDifferential: Limited-slip differentialGearbox: Ferrari longitudinal, Semiautomatic sequential (7 speeds + reverse), electronically controlled gearbox, quick-shiftBrakes: Ventiled carbon-fibre disc brakesSuspension: Independent suspension, push-rod activated torsion springs front and rearWeight: (with water, lubricant and driver): 605 kgBBS Wheels: (front and rear): 13 in
EngineType: 056Number of cylinders: 8Cylinder block in cast aluminium: V 90°Number of valves: 32Distribution: neumatic distributionTotal displacement: 2398 cm3Piston bore: 98 mmWeight: <95 kgInjection: Magneti Marelli digital electronic injectionIgnition: Magneti Marelli static electronic ignitionFuel: Shell V-Power ULG 64Lubrcant: Shell SL-1098
Credit - Ferrari
The design, codenamed internally as the 659, represents the Scuderia's interpretation of the regulations in force in 2008.
A major new element of these is the introduction of a new electronic system to be used by all teams, known as SECU (Standard Electronic Control Unit) and produced by MES (McLaren Electronic Systems.) It consists of a single control unit and a software system, the development of which ends as the season begins.
Other areas affected by rule changes are: gearbox, which must be used for four consecutive events; safety, with the introduction of higher side protection around the driver's helmet; materials, with a limit to the type of composites that can be used. As a result of these rules, there has been an increase in the weight of the car.
All aerodynamic surfaces have been completely revised, however the current version will be replaced by a completely different configuration in time for the first race. In fact, an intensive and all encompassing development programme is planned to run throughout the season. The monococque has been further cut away under the driver's legs and the side pods and engine cover are more tapered. The suspension system has been reworked and developed around the new aerodynamics.
The wheelbase and weight distribution have been adapted to meet the challenge of the new regulations and on the basis of lessons learned last year in terms of the performance of the Bridgestone tyres.
Changes to the technical and sporting regulations in terms of electronics, alongside the introduction of the SECU, have led to the removal of a host of a driver aids, such as traction control and engine breaking and the electronically assosted starting system, and also mean that management of the differential, engine and gearchange are much simpler.
The gearbox casing is produced in carbon, while the transmission continues to be mounted longitudinally. For the second consecutive year the gearchange is fitted with a quick shift system, adapted to the SECU software and further speeded up. In dealing with the reliability aspect of the new regulations, Shell has played a key role in defining the lubricants for the gearbox. The braking system has been updated with new callipers and innovative concepts regarding cooling.
The 056 engine is mounted longitudinally and continues as a load bearing element. Its basic structure remains unchanged compared to the unit homologated at the start of last season, while its auxiliary systems, air and fuel intakes have been further developed. The technical regulations also call for the use of fuel corresponding to European Union norms, with a content of components derived from biological sources equal to 5.75%.
As usual, during the design and development stages of the entire car, our technical partners played an important role. Apart from previously mentioned significant input from Shell , also worthy of note is the contribution of the Fiat Research Centre, especially in providing simulation systems and Brembo for its work in developing the braking system. As is now traditional, a great deal of attention was paid to the performance and optimising of the materials used at the design stage and through quality control, striving to maximise performance levels while attaining the highest possible safety standards.
SpecificationsChassis: Carbon-fibre and honeycomb, composite structureDifferential: Limited-slip differentialGearbox: Ferrari longitudinal, Semiautomatic sequential (7 speeds + reverse), electronically controlled gearbox, quick-shiftBrakes: Ventiled carbon-fibre disc brakesSuspension: Independent suspension, push-rod activated torsion springs front and rearWeight: (with water, lubricant and driver): 605 kgBBS Wheels: (front and rear): 13 in
EngineType: 056Number of cylinders: 8Cylinder block in cast aluminium: V 90°Number of valves: 32Distribution: neumatic distributionTotal displacement: 2398 cm3Piston bore: 98 mmWeight: <95 kgInjection: Magneti Marelli digital electronic injectionIgnition: Magneti Marelli static electronic ignitionFuel: Shell V-Power ULG 64Lubrcant: Shell SL-1098
Credit - Ferrari
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