Team: Stefano Domenicali (TP), Mario Almondo (Director of Operations), Aldo Costa (TD), Nicolas Tombazis (CD), Luca Marmorini (HE)
Drivers: Fernando Alonso (5), Felipe Massa (6)
what is your point exactly?hardingfv32 wrote:Yes, an extremely talented technical team that needed half a season to get their most important tool working properly. Or was the wind tunnel just an excuse for a fundamentally poor car design?
Brian
hardingfv32 wrote:I think they have been weak all season. They get a win because the competition has a bad pit stop and/or is possibly operating with less than an optimum engine setting.
It was a good win for the team/driver, but hardly evidence that the car has improved.
Brian
Yes guys, the car is now B-spec. Hope to see that Ferrari will prevent Red Bull from further dominating the future races.http://news.bbc.co.uk/sport2/hi/formula ... 116406.stm
There is every evidence to suggest that Ferrari's competitive leap forward was more to do with a major development they introduced on their car at Silverstone than any changes in the interpretation of the rules.
But by the time of that Barcelona race, Ferrari were already working on the upgrades that appeared at Silverstone, based on their new understanding of wind-tunnel problems that had led them into difficulties at the start of the season.
The exhaust has been re-positioned, the upper bodywork at the rear extensively re-profiled, there is a new rear wing and floor. In effect, it is a B-spec evolution of the original car.
At Silverstone, suddenly the Ferrari could get the hard Pirelli working for the first time and it no longer struggled to get the intermediate tyres quickly up to temperature.
That implies a significant boost in downforce - not that the diffuser regulations had brought everyone back to Ferrari's previous level.
His point? Trolling.hankalis wrote:what is your point exactly?hardingfv32 wrote:Yes, an extremely talented technical team that needed half a season to get their most important tool working properly. Or was the wind tunnel just an excuse for a fundamentally poor car design?
Brian
- The improvement surprised everyone, according to Andrea Stella (was worth a second)
- He also said that they had nowhere near the amount of downforce earlier in the year, than they could have had.
- He is reluctant to use the word 'b-spec' but in some extent it was.
- New rear wing reduces Drag
- Ferrari has butterfly opening.
- They were working on this exhaust since Spain
- Developed in Maranello, and Cologne wind tunnels
- The working methods and practises have been changed a little since Pat became the TD. some methods he used at Mclaren.
- And lastly, there will be some bodywork upgrades for Germany.
In my opinion two out of the three corners of the maggotts sequence are off throttleLorenzo_Bandini wrote:http://www.youtube.com/watch?v=1R5zd35ag0w
There is only so much that you can do within the current, very tight, set of rules for F1. I very much doubt there will be many radical departures by Ferrari until 2014, when the new engine formula comes into force.Nowhereman wrote:What has transpired recently just reinforces my feelings that the F 150th is just an iteration of last season's car.
The new car for next season will a radical departure from the F150th of this year.
Which would be illegal under the existing rules.Look for things like "active Body work" like wing pieces that bend under electrical stimulation but are rigid when no signal is applied.
Unlikely. Fuel regulations are tightly controlled:Shell will probably give them some new super fuels and lubricants.
That pace was clear and bright on Saturday morning, in Free Practice Three (FP3) – when the sky, too, was kind of clear for the first time in what seemed like aeons. I was watching at Becketts, at the entrance to the dramatic left-right-left-right high-speed sequence that still spells “ Silverstone”. Michael Schumacher was out first, piercing the dry line in his Mercedes – and then came Mark Webber, all reflexes, flashes of blue and yellow and rasping Renault throttle. The RBR7 was the standard; it always is when seventh-gear corner entries give way to quick snicks down to sixth or fifth.
Then came Felipe Massa, flat in seventh on metres of road over which Mark had been feathering, his Ferrari glued to. he newly-lain surface as if it was…an RBR7. Could it be? Was it real? Surely Felipe had been on Pirelli options….
Fernando Alonso was a little tentative at first, feeling, as he was, the dry grip for the first time that morning; but then he settled down and began to sculpt. He was flat through Maggotts – and then flat into the first right-hander, extending the full-throttle moment a few metres more even than Massa. The Ferrari sat square and evenly-balanced, riding an inside kerb as if it was a Fiat Punto and allowing Fernando room even for a lateish apex as he finally left the complex.
And this time we knew, for we had remembered to spot the tyres: the Ferrari was indeed on Pirelli primes.
A new world was upon us, bringing with it a concept that was about as plausible as Fernando Alonso suddenly forgetting how to correct an oversteer moment: to wit, the Ferrari F150 th at Silverstone seemed to be right there with the RBR7 on fast corners.
The Ferraris were quick on those Pirelli primes, too; that was the underscoring thing. Most of the oppo picked up a good 1.5 – 1.8 sec per lap when they bolted on the options on Saturday morning; Ferrari found but 1.2 sec – and that wasn’t because they were slow. Their margin of improvement was healthily small because their prime tyre base line was abnormally good. Pirelli confirmed that.
