F1′s season of confusion looks set to continue, with an uncertain weather forecast only adding to the uncertainty ahead of the Spanish grand prix.

The bizarre 2012 contest stepped into yet another gear on Saturday, with events unfolding to put the previously-derided pay driver Pastor Maldonado on pole, alongside the crisis-ridden Ferrari’s Fernando Alonso.

And the Pirelli tyre predicament, worsened on the challenging Circuit de Catalunya layout and under hot Spanish skies, will continue to confound teams on Sunday, with temperatures set to drop and rain clouds predicted to gather.

“I am telling you now, honestly,” said Red Bull’s Mark Webber. “We don’t have even the slightest idea who will benefit when it gets colder.”

The German magazine Auto Motor und Sport laid out the fascinating if bewildering situation as of Saturday in Spain: “Sebastian Vettel doesn’t know why his car suddenly lost grip in qualifying.

“Jenson Button has no idea why he couldn’t generate any tyre temperature on the 40 degrees track. Williams don’t know why Pastor Maldonado clocked the second fastest lap.

“Mercedes’ engineers had to admit they still don’t understand the Pirelli rubber.”

Acting team principal Bob Bell smiled tortuously: “If we did understand, we’d be on pole. But even Pirelli don’t know all the answers.”

Writing in O Estado de S.Paulo newspaper, Livio Oricchio estimated there are up to 12 candidates for victory.

“A grid of madness!” said former F1 driver Patrick Tambay on France’s RMC Sport. “And it’s not over yet.”

So, is Michael Schumacher – having sat out Q3 in order to save tyres for the race – now even more critical of Pirelli?

“I’ll leave it with what has already been said,” he insisted late on Saturday.

Engineer Toni Cuquerella assumes, as of today, the role of Technical Director of HRT Formula 1 Team. Cuquerella, besides being at the head of technical development, will continue to exercise his role as the maximum figure of engineering on the track.

Since Geoff Willis left the team in September of 2011, the position of Technical Director has not been occupied. The decision was then made for the development of the F112 to take place at the team’s technical office in Munich, at the hands of Holzer Group and the Chief of Aerodynamics, Stephane Chosse, under the supervision of the, until last February, Technical Coordinator Jacky Eeckelaert.

With the F112 put on the track, it’s now time to work on its development and evolution and so, the naming of a person to lead this project is necessary. And no one better than Toni Cuquerella, with his experience in Formula 1 and his praiseworthy work at the fore of HRT, to take it on.

The appointment of the Spanish engineer at the head of the technical department is a new step in the new management’s desire to centralize and take control of all the activities related to the design and development of the car. This will optimize the coordination of the different departments, helping to meet the set targets, and also rationalize resources.

Toni Cuquerella, Technical Director: “The role of Technical Director implies a great amount of responsibility in terms of coordination and decision making. That’s why I’m very proud that the management considers me to be the most adequate person to carry it out. Until now there was a lot of dispersion from within the technical team and that had its repercussions in the concept and quality of the F112. My priority is to solve the current car’s problems to then develop it to its maximum potential, whilst also unifying and expanding the technical department, but I’m confident that we have a good work base and a clear direction to advance and have a good project for the future”.

Luis Pérez-Sala, Team Principal: “Toni Cuquerella has been a key figure in the team since its inception and, above all, in this new stage. The transition from the previous project to this one hasn’t been easy and a lot of work has been carried out that without vital figures such as him wouldn’t have been possible. The position of Technical Director was vacant and the development of the F112 was carried out at the technical office in Munich. But now, with the car already on the track, it was important to take control and count on someone influential at the head of the technical office. And because of his experience, judgment and knowledge, Toni’s profile fitted in perfectly”.

Profile
Date of birth: 14th of April 1973
Place of birth: Gandia, Spain
Nationality: Spanish

Antonio Cuquerella was born in Gandía, Spain 38 years ago. He did a degree in Mechanical Engineering at the Universidad Politécnica of Valencia.

In 1999 he had his first role as a race engineer for Campos GP at the Open Nissan. After this he worked in various national and international motorsport categories before becoming Chief Engineer of the Toledo WTCC and Leon WTCC projects at SEAT Sport.

In 2006 he arrived in Formula 1 as a race engineer for Super Aguri F1, where he spent two years before moving to BMW Sauber F1 Team, acting in the same role with driver Robert Kubica.

Towards the end of 2009 he decided to take a risk and back Adrián Campos in a project to establish a new Spanish team in Formula 1, becoming the Chief Race Engineer for Campos Meta. Since the team’s first season, Toni has been the Chief Race and Test Engineer and has been a key figure both in the early days and this new stage of HRT and now he assumes an even more important role as the Technical Director.

Paul Hembery has admitted Pirelli’s new soft tyre might not degrade quick enough in 2012.
The sport’s new supplier was lauded at the beginning of 2011 for spicing up the action by bringing tyres that quickly degrade.

But by the end of the season the teams had essentially solved the mysteries of the rubber, and in recent winter testing it seemed apparent that the 2012 tyre generation is not as inherently heavily-degrading as the last.

Motor sport director Hembery admits: “The soft tyres are not degrading quite as much as we would like.

“But you have to remember there will be 50 degree track temperatures in Malaysia. Also, the cars are still being developed, and over the course of the season will pick up downforce.

“If we have to heat up the show, we can always bring the super-softs,” he told Germany’s Auto Motor und Sport.

One positive aspect of the 2012 tyres, on the other hand, is that they are producing far less discarded rubber litter on the edge of the racing line.

“That should make it easier to overtake,” Hembery said.

Another positive is that the new tyres are easier to get up to temperature.

“Last year, only the two Red Bulls and Hamilton could get the hards to work,” agreed the Briton.

After months of evaluations and negotiations in which diverse options have been assessed, Spanish team HRT has finally opted for the facilities of the Complejo Deportivo Madrid Caja Mágica to locate its permanent headquarters.

The team will occupy part of the Caja Mágica facilities and will coexist with the Masters 1000 Madrid Open. HRT F1 Team will be specifically situated in the Indoor Sur and Indoor Central buildings, occupying a total surface of 11,000m2.

In only seven months, the new directors have carried out a restructuring process with the objective of providing the team with stability and viability, besides having a new identity. To reach these targets, a lot of hard work has been focused on three fronts in these last three months: the new car, the renewed operational and technical team and a permanent headquarters which, besides from uniting the whole team in a workspace with F1 standards, will contribute an added value to the team.

With the signing of Pedro de la Rosa this past October a long desired objective was accomplished, which was none other than to incorporate a Spanish driver. The recent addition of Narain Karthikeyan completes a driver line-up packed with experience, which is of great value in this new chapter for the team.

The renewal of the technical team started once the 2011 season was over and the new team members have been working ever since at the temporary logistical base in Paterna, Valencia, until the definitive relocation to the permanent headquarters is carried out. The chosen venue had to meet very specific and ambitious requirements.

And the Complejo Deportivo Madrid Caja Mágica meets the requirements that HRT Formula 1 Team considers indispensable for this new chapter. It is a versatile and sustainable space that will take in the different departments that make up the team besides being an area open to fans, sponsors, suppliers and collaborators.

Remodeling and adaptation of the space will begin immediately and it is calculated that in under a month the first workers will be able to move in. The technical and operational sectors of the team won’t do so until Formula 1 returns to Europe but the headquarters is expected to be fully operational for May. The Technical Design Office is anticipated to move in progressively as of early June, thus completing a programme which is calculated to generate more than a hundred jobs with different degrees of specialization.

The headquarters won’t only be a technological and R&D centre, but also a way of getting closer to the public, sponsors, suppliers and collaborators with accessible areas such as a future museum, guided tours or a conference area, whilst also becoming a formation centre.

Electric mobility and sustainability are fundamental aspects for HRT and something it shares with the Complejo Deportivo Caja Mágica. The team is a pioneer in the Formula 1 world after integrating alternative energies to petrol in its mobility plan and using electric bicycles to move around both at Grands Prix and away from them.

The Complejo Deportivo Madrid Caja Mágica is a multifunctional centre designed by the architect Dominique Perrault. It is located in the Parque Lineal del Manzanares, in a space of 17 hectares which includes large garden areas. The design and distribution of this space enables the celebration of all kinds of events, not only sporting ones, such as presentations, spectacles and conventions.

Saúl Ruiz de Marcos, HRT F1 Team CEO: “For us it is fundamental to have a headquarters that, apart from uniting the team and ending with the dispersion, is beneficial from a logistical and industrial point of view. But that also enables us to maintain a closer relationship with our fans, suppliers and sponsors. Madrid and the Caja Mágica facilities fit perfectly with the standards we were looking for. In the last few months we have assessed different options, looked at their pros and cons, and we feel that the decision to establish our permanent headquarters in Madrid was the best one. I want to thank Madrid Espacios y Congresos for the interest they have shown in this going ahead and I’m sure that this relationship will be very beneficial for everyone”.

Luis Pérez-Sala, Team Principal of HRT F1 Team: “We’ve been working hard for months and establishing our permanent headquarters was very important. Finding a space in which we could all work together was vital, in order to optimize work and generate a good team feeling, a sense of belonging. When the adaptation of the facilities is completed and every department starts working under the same roof in a few months, we will only have one step left to take, which is to have the design department in Madrid too. All this implies not only becoming a place to feel identified with and carry out activities for the team, its sponsors, suppliers and fans, but also an important reference in technology and R&D in the centre of Madrid”.

Italy’s motor racing sanctioning body has backed Ferrari’s raging complaint about the outcome of the European grand prix.

Maranello based Ferrari has argued loudly that the credibility of the sport is at risk after Lewis Hamilton overtook the safety car in Valencia but still managed to finish the race on the podium.

The Italian team is also critical that penalties against 9 drivers for speeding during the safety car period did not promote Fernando Alonso higher than just eighth place.

“The success of a sport is measured by its ability to be credible and above all understandable to the general public,” said CSAI (Commissione Sportiva Automobilistica Italiana) president Angelo Sticchi Damiani in an Italian-language statement.

“What happened on Sunday … damages the credibility of the category; I don’t think anyone, whether in the grandstands or in front of televisions around the world understand what has happened,” he added.

“Drivers who pass the safety car came to the podium.  Others, taking advantage of the same situation, also had an advantage over their rivals.

“But others – those who respected the rules – were the victims.

“Perhaps some of the regulations about behaviour in formula one must be investigated and evolved so that they do not create more uncertainty and confusion.”

Italian reports also quoted Sticchi Damiani as saying CSAI’s support of Ferrari is not “to be controversial, but (to be) constructive”.

“We would like clarification about the penalties … and on what criteria they were given,” he added, suspecting that a “degree of subjectivity” was applied.

(GMM)

When Mark Webber in failed to overtake Heikki Kovalainen, the rear wheel of the Lotus drivers, met the Australian was just a passenger. His car lifted into the air, turned 180 degrees in the air rang with the cockpit down on the tarmac, turned 180 degrees again and then slid with even high speed into the tire barrier. The Red Bull driver was able to enter the car luckily unhurt on their own.

“Well, you always need two for a tango, right?” Webber said in an interview with the ‘BBC’. ‘In this incident we were both involved. I looked for the best wind shadow lookout to do the job and to pass him. He defended himself pretty hard, and inside, blocked suddenly become very aggressive.
“Finally, I was surprised by the fact, as he braked early,” said the experienced racer. “This is what caught me cold. It did not matter where I was, or how close I was driving in the slipstream, I still had everything under control.”

“This was a horrible incident. Obviously, I was surprised about what happened on the access to this curve. At first I thought, ‘Okay, it me pass’ can be, because the speed difference was of course enormous. Then he started, the door , zuzuschmeißen and he showed this little maneuver. I thought ‘What’s he doing there? “.”

“Yes, he was slowed by the gas, or whatever. It turned out that this was the case 80 meters earlier than I had slowed down in the previous round. This means that this was the case in a different category than in the few laps before. “

After the not very successful weekend in Canada is at Renault in reparations from Valencia. Then do it in Montreal, failed to make ground on Mercedes, but considers the silver arrows were not even going, it will run better in Spain. The R30 has been upgraded to catch up in the Spanish port city with new parts. Robert Kubica and Vitaly Petrov, who won there in GP2 already are confident at least for the weekend.

Kubica looks at the layout of lines similar to Montreal. “The biggest difference between the two circuits makes the asphalt. In Montreal, the new pavement proved to be extremely slippery. In this regard, should the tar in Valencia offer a higher level and play for us in the cards – even if the playing field equal for all” believes the poles, the speculation with a higher grip levels: “It is also in Spain, at a road course, we count on Friday again with low grip, in the course of the weekend but should be always better – especially in the framework more racing series at the Start walking with their tire wear should also create a firmer track. ”
Both Kubica and Petrov swarm in contrast to their colleagues about Valencia. “I was not only because of my GP2 victory of good memories of Valencia. I know the track inside out in terms of braking points, racing line, which curbs you can run over any problems and how the tires will behave in the race. Of course, that is in a Formula 1 all represent something different. But my starting point will be better than in Canada, “says the young Russian.

His Polish team-mate, it looks like this: “I know that many drivers assess this differently, but for me, I can say I like the track. The mixture of street circuit and a modern Grand Prix circuit makes the thing from my point of view so interesting. The basic layout reminiscent of the many rather slow corners at the Grand Prix of Canada. As in Montreal, it is in Valencia in the first place on a high braking stability and traction for accelerating out – and this should be our Renault R30. ”
Aerodynamics important than in Canada

However in Valencia, aerodynamics more into play, so Kubica: “We will go with a higher degree of aerodynamic downforce at the start than in Canada, yet comes to the aerodynamic efficiency is very important: As many as four times per round, we penetrate into very high speed ranges before. ” Petrov for the beloved Valencia comes after the disappointment of Canada just right. The Russian said, however, that he has learned from the weekend in his teaching overseas.
“First of all, I am of course aware that I have undermined during the race bug”, there are self-critical and Petrov said: “At the start I have made too much risk when I saw the grass beside the track in line with my incorporated. They paid off Unfortunately not, instead I was given a drive-through penalty. However, it was important to finish the race and collect more information – especially about the handling of the tires in different conditions. This experience I will help in the future, in certain situations better . respond ”

The focus at Renault but at the moment the duel with Mercedes. The French want to finish the season fail before the silver arrows. 29 points separate the two teams currently work from each other. For Kubica, the distance “to the stables, which are currently at the top is not so huge. But we must still make up a lot of ground. And so we will only succeed if we continue to work full steam ahead and improve ourselves constantly.”

The Pole is certainly top-motivated: “If it goes for me, after we beat everybody, not just Mercedes.” The new parts on the R30 will bring about change. “I wonder how much the car improved and if I need to adjust my driving style,” said Petrov, who also assesses other strong teams, “In Montréal Force India was very fast. We must see that we can beat them . In addition, enjoys the duel with Mercedes currently the highest priority for our team. “

At the beginning of the last free practice session the track after morning rain was still slightly damp in places. During the last 60 minutes of training was before qualifying in the afternoon but then dry with temperatures around 20 degrees.

The best time in 1:16.058 minutes secured Lewis Hamilton in the McLaren-Mercedes. Team mate Jenson Button came with 0.641 seconds gap to sixth place. The closest runner-up was Mark Webber, Red Bull were missing in the 0.282 seconds on Hamilton. Team-mate Sebastian Vettel ended up with 0.524 seconds behind the fourth position.
In third place was Fernando Alonso in Ferrari (+0.437 seconds) ahead of Michael Schumacher in the Mercedes (+0.478). Nico Rosberg was able to drive due to a problem with the clutch only one timed lap and was in the end led to rank 18 (+1.921).

On the sixth was followed by Robert Kubica Renault (+0.595) from Adrian Sutil in the Force India (+0.615). Nico Hulkenberg finished in eleventh place (+1064). Sébastien Buemi 16 Place (+1.575). Timo Glock was taken to rank 21 (+3.478).

In the afternoon, had the 24 Formula 1 drivers with overcast skies and temperatures around 22 degrees again 90 minutes time to get to Saturday’s qualifying and the Canadian Grand Prix on Sunday to prepare in Montreal.

After it was over for Red Bull in the morning not quite round, could grow Sebastian Vettel in the afternoon clear. The German was in 1:16.877 minutes, the fastest. And team-mate Mark Webber was the front. The Australians were missing lying in fourth place 0.396 seconds.
In second place was Fernando Alonso in Ferrari, the residue was 0.086 seconds at the top. Felipe Massa in the Ferrari was second with 0.524 seconds gap to the best value in the fifth position to find.

In between, Nico Rosberg pushed the Mercedes, which was led by 0.274 seconds gap to the third rank. Michael Schumacher was to be found in the second Mercedes 0.811 seconds difference to the fastest time at the ninth position.

Stark was on the way Adrian Sutil, Force India finished in 0.538 seconds with residue position six. Lewis Hamilton McLaren-Mercedes came in 0.645 seconds with distance in eleventh place.

Nico Hulkenberg was 13th in the Williams (+1.570), Sébastien Buemi Toro Rosso in 17th (+2.291), Timo Glock was taken in the Virgin with 4.611 seconds behind in second last.

Free Practice 2 – 11 June

Ferrari team boss Stefano Domenicali agrees there should be some specific track testing for F1′s new 2011 tyre supplier.

FOTA technical chief Ross Brawn said in Turkey that despite the in-season testing ban, there should be some running exempted for the development of the new tyres in the “late summer and early winter”.

Mercedes reserve driver Nick Heidfeld recently put his hand up to do some tyre testing this year, as current supplier Bridgestone is set to be replaced by either Pirelli or Michelin for the 2011 season.

Domenicali agrees that tyre testing will be a priority.

“Yes, this is what we have to discuss with the tyre manufacturer as soon as we have decided and we know who will be the supplier for next year,” he said.

It is suggested that, due to the late appointment of a new supplier, tyre tests have become even more necessary, given the short development lead-time and the danger that cars and tyres will not be ideally optimised.

“Clearly we need to have some specific testing to make sure the tyres are sorted properly,” agreed Brawn.

“It may take a few iterations to get where we want to be and undoubtedly there will be a degree of conservatism at the beginning because we can’t afford to have any problems with compounds.

“But we’re all there to help the new tyre supplier and I think we’ve got a good chance of success,” he added.

(GMM)

Yet another element of Red Bull’s pace-setting RB6 had to be modified ahead of last weekend’s Turkish grand prix.

After Monaco, we reported that McLaren had identified a part of the 2010 Red Bull’s rear diffuser that did not conform with the regulations and had to be altered in the Principality.

Germany’s Auto Motor und Sport now reveals that an element of the rear suspension was changed at Istanbul Park last weekend.

The report said the elements in question, hidden behind six burly Red Bull mechanics on recent grand prix grids, were aerodynamically shaped and at a 20 degree horizontal angle rather than the allowed five.

In response, Adrian Newey’s design team reportedly shrouded the parts with round tubing in order to nullify the downforce-producing effect.

(GMM)

Finally, the Silverstone circuit has the approval to utilize the new section of the circuit for the 2010 British Grand Prix.

The “complex stage” was originally designed for MotoGP, but when Silverstone recovered the contract to hold the British Grand Prix at Donington, it immediately approached FIA and Formula One Management (FOM) to be able to run in the new racetrack.  Today, Thursday, the FOM consented on the use of this new area, which the organizers hope will improve the view for the audience.

“The circuit was always designed for two and four wheel competitions,” explained Silverstone’s managing director, Richard Phillips. “We have been very careful, together with the marshals and pilots to insure that we are improving and increasing what Silverstone has to offer – one for the pilots and another view for the audience.”

The F1 circuit will keep most of the high-speed racetrack, but will lose Chicane Abbey, Corner Bridge and the left in Priory –all of which have been left untouched to provide an alternative design.  Contrary to this, the drivers will now turn to the right at the Abbey, before entering a 90 degree right turn that opens in two at the left to again go to the existent National Circuit and, finally, the F1 circuit.  It is expected that the extra length will increase the F1 times per lap in four seconds.

Danica Patrick who finished 6th in the ARCA 200-mile race last Saturday, February 6^th,  will participate Saturday’s Camping World 300 NASCAR Nationwide Series race.

Beyond Daytona, Patrick’s 2010 campaign is confirmed starting with the Feb. 20 race at Auto Club Speedway and the Feb. 27 race at Las Vegas Motor Speedway. Following Vegas, Patrick will take a four-month hiatus to focus on her IndyCar Series responsibilities before returning to drive June 26 at New Hampshire Motor Speedway

ARCA stock cars are almost identical to Nationwide Series cars. Patrick’s ARCA start Saturday was the first race in a stock car for the Roscoe, Ill., driver, who in 2008 became the first woman to win an IndyCar event.

Her participation in the Camping World race was contingent on her performance on the high-banked Daytona track. Patrick veered off track after contact with a car driven by former Formula 1 driver Nelson Piquet, Jr., and slid sideways through the grass into Turn 1.

Her car sustained minor damage when it struck the 31-degree banking of the corner, but she rallied from the back of the pack and ran as high as 5th before the checkered flag waved.

JR Motorsports will still field two cars for the Nationwide Series season opener. Due to sponsorship reallocation for the upcoming season, Dale Earnhardt Jr. will drive the No. 88 Chevrolet in place of Kelly Bires in what is the first of two scheduled races for the JRM co-owner. Bires will return to the seat of the No. 88 Chevy the following week at Auto Club Speedway and could be called upon to drive the No. 7 Chevrolet at Daytona should Patrick not compete in that event.

“We want to give Danica the best opportunity to compete at Daytona, and that includes making sure she is 100 percent comfortable in that driver’s seat,” said Kelley Earnhardt, JRM co-owner and general manager.

Virgin Racing, is the first team -of the four that participate this year-, that reveals details of its first single-seater, the ‘VR-01′ that will be presented tomorrow in the racetrack driven by the German, Timo Glock and the Brazilian, Lucas di Grassi.

The ‘scuderia’ that had problems with the presentation of its car ‘online,’ but that shows details of it, tomorrow will test the single-seater in the British circuit of Silverstone.

The Technical Director of Virgin Racing, Nick Wirth, underlined that to join an F1 team, mount an engineering group and design a new car from scratch is “an epic pursuit after having such a short time.”

The new single-seater’s design has been entirely done with assisted systems (CFD), instead of a wind tunnel, and for Wirth “it is not surprising to see the skepticism created by the system we have used.”.

“We’re competing in sport that is experimenting a significant change to be able to face today’s tough economic reality.  I have absolute faith in the digital design’s process and in the opportunity to test a total CFD design at the highest level.  It means to show that this could well be the path for the Formula One future.  That’s very, very exciting,” he expressed.

“We have come up with a car that has a first class design and that will benefit from a high degree of aerodynamic efficiency and stability.  Reliability has been an important element in its design and together with all the key areas to comply with FIA’s safety rules and the crash test requirements,” assured Wirth.

Virgin’s Team Principal, John Booth, commented on all the difficulties involved in the process, being a “a counter clock race to design and develop a racing car, and simultaneously, putting together a new team of people and the installations.”

“I’ve always had absolute trust in Nick’s ability to design a good car, and I’m hopeful that the team will make a good job when they roll it out.  After working closely with technical team during the last 10 months, I know that the VR-01 is the result of a very intense and deep design, and I feel excited to think of its debut in the racetrack,” he added.

Tomorrow, it will be possible to see the VR-01 in the British Silverstone racetrack, even though there will be no other references of other single-seaters running through the British circuit.

Although BMW decided to interrupt the development of its single-seater in the middle of the season, the C29 is the result of the permanent evolution of the BMW Sauber F1.09.  In its first test in Valencia in February 1^st, one could see its front aileron clearly influenced by the 2009 Brawn GP design.

The nose’s cone drops a little further down, after an update similar to the one already carried out last year.  The top part of the nose is now almost flat, from the pilot’s cockpit to the tip of the racing car.  The front aileron is carefully sculpted to improve the nose’s air flow condition.

The front suspension has been modified and has an independent steering arm to help the front aileron work more efficiently.

Also, following Brawn’s example, the sides have smaller air inlets and big pontoons, the mirrors mounted over them.  We have seen that the rear part has a more pronounced drop to provide with better air flow towards the rear aileron.  As a result, most of the rear suspension arms are open for air flow.  Once again, the racing car’s sculpture has been optimized to improve the new double diffuser.

Specifications

Chassis: Carbon-fiber monocoque.
Suspension: Upper and lower wishbones (front and rear), inboard springs and dampers, actuated by pushrods (Sachs Race Engineering).
Brakes: Six-piston brake callipers (Brembo), carbon pads and discs (Brembo, Carbon Industries).
Transmission: Ferrari Seven-speed quick shift gearbox, carbon, longitudinally mounted, carbon-fiber clutch.
Chassis electronics: MES
Steering wheel: BMW Sauber F1 Team
Tyres: Bridgestone Potenza
Tyres: OZ

Dimensions

Length: 4.940 mm
Width: 1.800 mm
Height: 1.000 mm
Track width, front: 1.495 mm
Track width, rear: 1.410 mm
Weight: 620 kg (including driver, tank empty)

Engine

Brand: Ferrari, 056 engine
Type: V8 natural aspirated engine, 90 degree cylinder angle
Cylinder block: sand cast aluminum
Valves / type: 32 / tyres
Cylinder: 2.398 cc
Diameter: 98 mm
Weight: kg> 95
Injection: electronic injection