Ferrari will not run all of its planned car improvements at the Mugello test this week.

“My information is that the new single seater is not ready,” reported Livio Oricchio, the correspondent for O Estado de S.Paulo newspaper.

There has been speculation that, following Ferrari’s troubled start to the new championship with its F2012 car, the changes for the forthcoming Barcelona race will be so sweeping that it might be called a “B” version.

But technical director Pat Fry reportedly told Oricchio that Ferrari designers are “staying with the (current) front suspension”; a reference to the Maranello based team’s innovative use of pullrod technology this year.

And the well-informed journalist Dimitris Papadopoulos adds that, even though the Mugello-spec Ferrari will have a new nose, sidepods and wings, “there will be no new chassis”.

Years after F1′s ‘spygate’ sagas, the issue could be set to return to the very top of the governing body’s agenda.

Force India claims Caterham and their common former wind tunnel partner Aerolab were this week “found liable” by a British court of using Force India data for the Team Lotus car of early 2010.

Vijay Mallya’s Silverstone based team said the ruling has been “referred for the consideration” of the FIA.

But Aerolab has hit back, insisting the judge “entirely rejected” Force India’s charge of “systematic copying”.

“On the contrary, such misuse as I have found to have occurred mainly consisted of opportunistic copying of CAD files by CAD designers in order to take a short cut,” the wind tunnel company quoted judge Justice Arnold as saying.

Nonetheless, Caterham was ordered to pay EUR 25,000 to Force India, but not the 18 million requested by the team.

“We were deeply disappointed with the damages award,” Force India deputy team principal Robert Fernley told the Guardian.

He said Caterham/Aerolab did not make a simple “short cut” in copying the CAD files, but copied “front and rear break duct systems, the front wing, the rear wing, the barge boards, the vortex generators and the diffuser”.

“The judge might say it’s not systematic but in my view it’s pretty extensive,” added Fernley.

Force India is expected to appeal.

And if the FIA intervenes and charges Caterham with theft, “it would cost Caterham tens of millions for the money they received for finishing tenth in the world championship for the past two years”, wrote Guardian correspondent Paul Weaver.

“And that is before any fine.”

 Ross Brawn has scolded Mercedes’ critics as a protest threat continues to hang over the Australian grand prix.
Lotus is concerned the silver W03 features illegal aerodynamic solutions, and on Saturday raised the prospect of post-qualifying or post-race protests.

“It’s an option,” boss Eric Boullier is quoted by the Sun.

“All I can say is Red Bull and ourselves do not believe the Mercedes system is legal.”

Asked about the prospect of an official protest, Mercedes’ Brawn is quoted by Germany’s Auto Motor und Sport: “That would be very disappointing.

“If someone believes a car is illegal, then he should protest before the weekend, not afterwards.”

Brawn’s argument is that a pre-event protest gives the FIA a chance to respond and, if necessary, request a team make changes to its car before official results are filed.

He continued: “We have always informed the FIA about what we are doing.

“On Wednesday of this week they took a close look at the system in our garage and found it to be legal.

“As long as the FIA has this opinion, we will use the system,” said the Briton.

Brawn, in fact, smells diversionary tactics, amid earlier speculation about the legality of some exhaust solutions — notably Red Bull’s.

“The discussion about our system has diverted the focus from the exhaust issue,” he agreed.

Interestingly, McLaren has stayed out of the debate so far, stating simply on Saturday that it will not join a Lotus and Red Bull protest.

Team boss Martin Whitmarsh has now revealed his designers are working on something similar.

“We think we know what to do,” Auto Motor und Sport quotes him saying. “In general it is difficult with the limited space in a formula one car to integrate systems at a later date.

“But I don’t think we are going to have problems,” added Whitmarsh.

Lotus has overcome a serious chassis flaw to lead the field as the final pre-season test began at Barcelona.
The former Renault team had to sit out last week’s running at the Circuit de Catalunya as designers grappled to fix a problem with the front suspension mounting.

“The mounting of the suspension is now the strongest part of the car,” an unnamed team member is quoted by SID news agency.

At the end of his return to action on Thursday, Romain Grosjean was quoted by France’s Auto Plus: “It (the E20) feels the same, there’s not much difference really.”

Indeed, the revised car is 1 kilogram heavier, but the biggest issue is the four lost days of testing, which after an FIA clarification cannot now be made up.

“To miss four days is not ideal as suddenly we have to try to work twice as hard to catch up,” continued Grosjean.

“It’s true that it’s not great, but it’s not as problematic as it might have been.”

He is referring to the fact that, so far, the Lotus appears intrinsically fast.

Asked if the E20 felt as good around Barcelona’s demanding layout as it had at Jerez last month, the reigning GP champion enthused: “Yes, exactly the same.

“You can trust the car, push it, play with it.

“You can attack, and if you attack too much, you know what will happen — if you have understeer, you know that by attacking less, you’ll have less understeer.

“On this aspect, the car is very good.”

1982 world champion Keke Rosberg told the Finnish broadcaster MTV3 that while the Lotus looks as good in Barcelona as it had at Jerez, it is still not clear if it will be able to compete against F1′s regular top teams.

Auto Motor und Sport quotes Grosjean as saying: “I think there are a couple of teams ahead of us — Red Bull and McLaren look very strong.

“Behind them, it’s a lot closer than it was before.”

However, amid F1′s now extremely limited track testing regime, there is no ignoring the four lost days of running.

Asked if he is ready for 2012, Grosjean said according to Finland’s Turun Sanomat: “I have to be.

“Of course, the more time you have with your car, the better you feel. However, it is what it is.

“We have this four days prior to Melbourne and that’s better than nothing,” he added.

* Caterham had to replace Heikki Kovalainen with his teammate Vitaly Petrov on Thursday, as the Finn recovered at his nearby hotel with food poisoning.

Renault is hoping to chase the heels of the pacesetting Red Bull and Ferrari teams with its own 2011 car.

Boss Eric Boullier told Spain’s El Pais newspaper that the Enstone based designers “made a commitment to innovation” when devising the R31 car.

Indeed, observers and rivals have lauded the car’s innovative front exhaust layout.

“We spent a lot of time thinking about it and discussing it, as it was a risk. But in the end we said ‘Why not?’” revealed Frenchman Boullier.

Losing lead driver Robert Kubica to injury was a major blow to Renault’s 2011 campaign, but Boullier said the team is hopeful of a very good season.

“It’s too early to say if we can win races,” he insisted. “It will be hard to be there with Red Bull and Ferrari. But they will be our main rivals.

“I very much respect Ross Brawn, Mercedes and McLaren and I know they have greater resources; if we can stay ahead of them it will be a great success for us,” added Boullier.

Two days ahead of the rest of the world, a German newspaper has revealed the first photo of Mercedes’ formula one car for 2011.

Bild am Sonntag published a photo showing the W02 with a very high and wide nose, a shinier silver livery and a reversion to a more conventional airbox.

The car will only be officially launched on Tuesday morning before it is tested for the first time as pre-season testing kicks off at Valencia.

“It has a shiny new silver paint, which really illumates the beautiful shapes,” said the German marque’s motor sport vice-president Norbert Haug.

He said the goal is to race with the front-runners this season, and team boss Ross Brawn revealed that designers have been aggressive with the W02.

“Last year I had to turn down some of the engineers’ interesting suggestions. Now it’s different. We are much better organised,” said the Briton.

Added Michael Schumacher: “The guys have done a very good job, I am very satisfied.

“We decided to start work on the car very early last season. We knew quite quickly what was wrong with the 2010 car and have improved significantly in all of those areas.”

And Brawn said of of the W02′s proudest boasts is its KERS system.

“It is very light, very compact, and will affect the balance hardly at all. It is a big step,” he revealed.

The winner of Bruno Senna’s helmet competition is certain – the design is to remember his unforgettable uncle Ayrton

HRT driver Bruno Senna had advertised a competition in which fans worldwide were able to design a helmet that is to remember his uncle Ayrton. The three-time world champion had on 21 March’s 50th Birthday celebration. The winning design will Senna contribute one of the remaining races. Over 500 proposals were submitted and in the end it went to very short. Finally, the design of the Brazilian Rai Caldato was named the most beautiful.

Among five finalists selected Senna himself, his family members and the designers of Ayrton unmistakable yellow helmet in the winner. Caldato finally got 8892 votes. Another Brazilian, Bruno Mantovani has led to the final round, but had to admit defeat with 8093 votes.
The winner will now look forward to his helmet from Senna is worn on a race weekend. Where and when will this happen, soon to be announced. Caldato will get a replica of the helmet that is signed by Senna. Given a signed photo with the head protection is worn. The original helmet will be auctioned and the profit goes entirely to the Ayrton Senna Foundation.

McLaren on Wednesday confirmed reports a Red Bull-style exhaust layout will debut on the MP4-25 at Silverstone.

Several teams are embarking upon a similar approach, with designers working to install low-mounted exhausts that allow air to flow more efficiently into the double diffuser.

The benefit, with also the fast-moving exhaust fumes channelled through the diffuser, is believed to be up to half a second per lap.

“We’ll be doing trials at an aerodynamic test before Silverstone and hope to have it working on the practice sessions and race it on the Sunday,” engineering director Paddy Lowe told reporters during a teleconference.

He admitted that the biggest challenge is equipping the suspension and bodywork to withstand being “blasted” by hot engine fumes, and rued that Ferrari has managed to have its version ready for this weekend’s Valencia race.

“That is a concern,” answered Lowe when told Ferrari’s step forward could be half a second per lap.

“We’ll have to see how they get on with it.  It’s a shame that some others have been slightly quicker than we were getting it, but we are where we are,” he added.

(GMM)

Jarno Trulli insists he remains committed to Lotus.

The Italian, who switched to the new Malaysian backed team after several years with the big-budget Toyota, admitted recently that 2010 had so far not met his expectations.

He told the Italian press in late April that he will judge Lotus’ debut season “at the end of the year”.

Some interpreted that comment to mean he would consider his options for 2011, but the 35-year-old revealed at the weekend that he is already signed up through 2012.

And before shaking down his new T127 chassis at a Lotus event at the Snetterton circuit, he told BBC Radio Norfolk: “We’re getting stronger and stronger.

“Once the results start coming, people will realise how important Lotus was and how serious Lotus Racing is now.”

Trulli has had a dire campaign so far in terms of reliability, but he insists the car’s designers “had to make some compromises” with the 2010 car because it was penned so quickly.

“I signed a three year deal because I strongly believed we were going to go through a hard season but it’s basically a preparation season.  From next year, we will start being more and more serious,” he said.

Trulli said he and his mechanics are “desperate” for better luck, but “I knew before the beginning of the season that this would be a hard season — this is only preparation for the future.”
(GMM)

Because the decision about next year’s supplier is taking so long, F1 teams are designing their 2011 cars around the current specification of Bridgestone tyre.

The Japanese marque is departing the sport, and it had been expected that the Italian company Pirelli would be unveiled this weekend as successor.

But Michelin has thrown a spanner in the works, sending competition boss Nick Shorrock to Istanbul, where a 90 minute meeting on Sunday resulted in the teams still not deciding on an outcome for next year’s world championship.

“It’s going to take a little while longer,” Mercedes team boss Ross Brawn told Reuters in Turkey.

But the teams’ designers are out of time, and leading outfits are getting anxious.

“It’s already late and we cannot really waste more time on it,” said Ferrari’s Stefano Domenicali.

Brawn said the teams are handling the situation by producing a “technical specification” of the tyre they want for 2011, and are therefore able to continue with plans for next year’s cars.

“Our cars are being designed around the current tyres because we have no other information,” he explained.

(GMM)

In the wake of the USF1 calamity, another American group has signalled its intention to race in formula one next year.

Cypher Group confirmed on Thursday that it has submitted a “letter of interest” about obtaining the 13th and final spot on the 2011 grid.

The company said it consists of “experienced F1 engineers, designers and businessmen” whose objective “is to create a successful US-based F1 team”.

Cypher said it “recognises the significant challenges” of building a team in a short amount of time and will therefore “utilise ‘best of breed’ components throughout the car”.

“In support of this strategy Cypher is in contact with established manufacturers of formula one racing cars and components,” the outfit added.

“Our aims are ultimately to be competitive and provide unrivalled access and interaction for our supporters whilst maintaining high standards of integrity and values, alongside creative out of the box thinking.”

Cypher clarified that it has not yet lodged a formal entry to compete next year.

The outfit said it will only do so “should we achieve fully the budget we believe is necessary to do this properly.

“We are not in this to embarrass America, the fans or ourselves.  We simply want to give America the shot it deserves.”

(GMM)

Virgin Racing, one of the new four cars of this season, this Thursday completed its first tests at the British Silverstone circuit, with the German pilot, Timo Glock at the wheel of the VR-01.

“To see the VR-01 in action was a wonderful moment for me and for all the team.  It’s great to be back in the racetracks,” said the pilot at the end of the testing session.
On the other hand, Nick Wirth, Technical Director pointed out that the 10 month effort of the team paid off.  “Today were the first steps, but the program will really be in action tomorrow, with a full day of evaluation in Timo and Lucas di Grassi’s racetrack.”

Analysis of the new Virgin VR-01

Leaving aside the beginning of his campaign in the media, Virgin made clear at all times that Wirth was going to design the car totally with CDF technologies.  The team believes it’s the most profitable solution.

With scarce time for tests, the VR-01 has already passed the FIA-required crash tests and has rolled its first laps in the British circuit of Silverstone.

Aside from its very attractive line, the VR-01 has quite simple front wing endplates.  And we say simple because it currently does not incorporate a system for the driver to modify the angle of attack of the upper element.  Yet, we will surely see more developments in before it runs in Bahrain.

The nose follows the trend to copy the Red Bull  V nose concept (as well as the rounded underside), and it also has a sharp tip, almost as low as on the Mercedes GP (but longer).  The front wheel suspension is mounted like a unique keel system.  Seems as though the chassis has a small keel under its nose for the lower wishbone.

Rather unusual for new cars are the front brake ducts.  Even though most of the teams have opted for the highest possible position for the ducts, the VR-01 has them pointing downward, attempting to catch the air from under the front wing.  It’s important to consider that in this area, the air can flow faster and be a bit less dense.

The front part of the sidepods is clearly inspired in Brawn’s BGP001 and it’s also quite similar to the 2010 McLaren 2010.  Small and high combined air inlets must prevent an efficient flow of air around the sidepods, providing more potential downforce in the rear end.

This configuration of the sidepod panels will surely help to achieve this goal.  The racing car seems to be quite developed in the middle zone, though the way the mirrors are mounted and their place came as a surprise.

Just like the new Ferrari, the sidepods are rather lean and without sharp curves.  In both cases, the designers opted for a long car capable of placing all the components near the center line.  This Virgin, as well as the Ferrari could be around 5.5 meters long, 70 cm longer than the Mercedes.  While this may prove beneficial in the fast circuits, in twisty road tracks they may become a challenge.  We’ll see…

The back end of the car seems to have some influence from last year’s Red Bull, as for instance, the aggressive slope.  While this puts the upper wishbone mounts completely in view, the suspension system is still a push rod design.

As we already know, the changes of the regulation will cause the F1 cars to have approximately 100 kilos more at the beginning of the race in comparison to the past.  In addition to this, there are a series of challenges the F1 designers are facing; brakes’ wear, steering wheel’s, weight distribution and tire wear.  Any team that tries to solve these problems will go through difficult times, specially at the beginning of the season, until it’s updated and solutions are found.

 ¿What are the possible solutions?

 The starting point for most of this year’s F1 designers is the prohibition to fill up the fuel tanks.  Instead of cars with a maximum weight of 660-700 kg in the beginning of the race and 605 kg at the end, variation will be greater this year.

 This will not only affect the time per lap, but several other aspects:

 Brakes

 The cars’ brakes will have more presence this year because, carrying more weight, they will have to work harder and the pilots will need to decelerate harder with their cars full of fuel.  The designers will have to do things well so that the single-seaters brake correctly during the whole race and suffer the least wear possible.

 Likewise, they have to face all those who will use the same brakes as last year’s (size).

Last year there were serious problems with the brakes. For instance, in Singapore when Mark Webber crashed due to lack of them, a few minutes after the team had warned him through the radio that there was a problem with the brakes and should go back to the boxes.  The problem to be worked out by the engineers is indeed important.

 Height

 Another problem for the designers is the great weight resulting from the amount of fuel which will cause the single-seaters to be higher at the beginning of the race.  For an optimum performance, cars have to be as low as possible, but as the weight of the fuel decreases their height will increase since there will be less mass pushing the cushion springs down.

 During the last two seasons when filling up was not allowed in the F1 -1992 y 1993-, many teams solved this problem using the active suspension technology, which can be programmed to compensate the lowering amount of fuel through a progressive reduction of the single-seated height.  However, two clauses on the current norms prevent the use of these systems, leaving the option that the mechanics manually adjust the speed’s height during the stops at the boxes.  Then again, this may be too complicated and takes a lot of time to do.  Is it possible that they’re studying the way to simplify this?

 As has been the case since 1994, the teams that race with very low cars risk wearing out their drag blocks (also known as "tables").

 With the fill up ban, the teams now have to adapt to the best performance possible.

 Hence we have to take into account the different engines’ types of fuel consumption; a real challenge.  This year, many cars will have Cosworth engines which performance is a mystery.

 Weight distribution

  Reduction of the front tire’s width combined with bigger fuel tanks imply many changes on weight distribution.  The front tires will be 25 mm thinner in 2010 than last year.  So, while in 2009 designers used to move the weight distribution towards the front, it’s possible that this year they try to move it backwards.

 This might also produce a reversion of the trend to have less distance between axles that we witnessed last year.  In addition to this, this season, Bridgestone will have to supply more lasting tires capable of enduring more weight-wear.

 Rear diffusers

One of the greatest technical achievements of 2009 has been the double diffusers.  The teams might use them again in 2010, even though the FIA is looking for its ban in 2011.

 They offer an increase of the so very valuable aerodynamics downforces and it’s quite unlikely that any team runs without them, this year.  Even though, according to the USF1 technicians’ statements, who declare to be swimming against the tide, we might be surprised.

In 2010, the design engineers will have to work hard again, because the air flow around the rear part of the car will be compromised due to the larger fuel tanks which will demand that the place of the radiators is changed.

Ferrari has confirmed to have integrated the oil reservoir beside the gearbox to give more space to the fuel tank.

If diffusers were last season’s most determining innovation, giving advantage to the teams that used double diffusers, this year’s teams like USF1 have to begin their developments from zero.  That way, in North Carolina’s headquarters the team based in the USA has begun its internal tests in wind tunnel for the season that begins in March.

“When we began this car we didn’t have anything except the foundation,” explained one of the team’s senior designers, Scott Bennett, in his official blog.  “Most parts of a modern F1 car are rigid, but there’s still a large group of basic parameters which must be defined before you can start to design anything.  For instance, distance between axles, drive train configuration, suspension design and weight distribution.”


“And when you’re doing it for the first time, you lack previous knowledge of what has worked well in the past…” Logically, these four teams do not have the experience nor data of single-seated cars from previous seasons.

And it’s this obstacle-free viewpoint the reason why Bennett believes he can play in favor of his team this season, specially because they have tried to design and put into practice imaginative and innovative solutions.

“I’m very fortunate because I do most of the car’s distribution.  I’ve had under my control almost all the steps of its evolution,” he said. “More specifically, I’ve been responsible for the front and rear suspension.  This has been a huge challenge.  F1 cars are small, and these days we’re quite cramped at the installations.”


“We’re doing a couple of things in a very different way than what has been done during the last years.  I cannot give details, yet but it’s a new perspective.  We ignore if they are right or wrong solutions, but certainly, our car will not be a clone of what there’s currently available.”
Bennett, who in the last years has worked with the Director General of the Ken Anderson’s team in several races, also has wanted to underline that from the F1 new four teams, they are the only ones that have designed their own gearbox.

Formula One Racing is, quite simply, the paramount of karting. It is the professional form of the sport in its entirety. Formula One is an international phenomenon, a media conglomerate that rakes in millions and millions of dollars a year from advertising, sponsorship, and broadcast revenues. Professional drivers with millionaire bank accounts race these majestic kart marvels that are unprecedented, flush with technological luxuries – everything from hard to produce lightweight frames that glide the machine to tires with unsurpassed grooving style that exemplify powerful movement on the circuit.

There is no sport that bests epitomizes the term “global sport” like Formula One racing. Many countries serve as active participants in shaping the professional karting scene – for example, Malaysia is a hot spot for racing (Fernando Alonso, a Spanish-born driver under Team Renault recently won a race there) and Italy plays a vital role in designing and manufacturing first class, top-of-the-line karts. Drivers and racing personalities hail from all parts of the word – you have the charismatic and popular Italian Renault boss Flavio Briatore, the handsome young 23 year old racing prodigy in Fernando Alonso who stars in a Renault Megane commercial with his pet pig, and one of the highest earning sports figures in world history in Michael Schumacher. Rivalries are common in Formula One – adding the edge of excitement with every zip of the curve and nitrous boost of the machine.

In order to better become acquainted with Formula One racing, we must understand its organization. Karting goes way beyond pitting 3 2-cycle engine machines against each other on an oval circuit. Formula One is divided into drivers & their respective teams. Under such trademark car companies like Renault, Ferrari, and Toyota – each driver has an assembling cast of staffers consisting of mechanics, engineers, and designers all working towards one goal: to make that speedster faster using all the resources at their disposal. Headed by team bosses that are adept at creating sponsorship opportunities and assembling the best cast for each team, Formula One employs the finest specialists in the business with backgrounds in computer and automobile – even specialists with aerospace experience! High end, (rare technology reserved for space projects) in some instances, create the fastest and most efficient car possible. According to FI rules, racing teams must design, construct, and built their own karts from scratch. The staff is the pride of each individual team – capable and able to win every 57 lap enduro race from Malaysia to Great Britain.

Formula One cars can be summed up in two words: technological marvels. These sleek, low riding gems ripping through laps at speeds topping 200 mph. consist of more than just a chassis, an engine, and four wheels. For starters, the engine is located behind the cockpit as opposed to standard automobiles. They consist of 10 cylinder engines that produce heat which propel the kart forward. Team engineers are always looking into ways to make their engines more powerful. Currently, 1000 bhp (a scale for horsepower) has not been topped – it is up to the teams to produce an engine which would fare well supporting speed as well as support the chassis. And as we know, there is a snug open cockpit for Jarno Trulli to maneuver his machine in.

Construction of Formula One race cars is unprecedented. The first rule of thumb in designing a bonafide piece of framework is to make it weigh as least as possible. Less kart weight correlates to faster speeds. For this reason, team brains use lightweight material that is hard to construct. The minimum weight of a kart must be 600 kg including the driver. This ensures a level playing field, although teams are allowed to keep their money making construction methods a secret from other teams. Team staff is very highly regarded in the Formula One business. Their technological and dynamical know-how of the machines they build is a valuable asset to any team. And like free agents, they are lured and signed by the likes of companies creating a recruiting war for their services. Of course, there are restrictions for creating karts. You cannot add nitro boosts to your machine or use technology that resembles life in the year 3000. Teams are always looking to bend the rules slightly and coming up ways to beat the competition legally.

Professional kart tires have to have optimum characteristics to ensure smooth driving. For one, tires have to have grooving technology built into them. For the novices, grooves are indented lines in tires that allow for it to slow down considerably on turns and to adapt to the track surface. No matter what the technology, kart tires are simply not adept at withstanding the rigors of asphalt, concrete, and dirt. For this reason, Formula One racers are allotted two pit stops during the course of a 57 lap race to change tires. If you’ve ever watched a Formula One race, team staffers with lightning quick hands have an extremely limited time for which to remove and replace tires in the pit stop – often times not exceeding over 7 seconds! Regulations are placed on tire grooves (a minimum of four) to allow for an even playing field for all racers. Remember enthusiasts, grooves serve more to slow down the kart than to speed it up.

Chassis construction with its illustrious carbon fiber material, tires with indented grooves, team specialists with a knack for speed, and engines which burn heat like calories is the epitome of a Formula One race car. All of these attributes contribute to the performance of the vehicle in racing lap after lap. As a result of all this technology, Formula One cars leave people breathless reaching consistent speeds of 200 mph. on the race track. More impressive is the time needed to go from 0 mph to 100 mph – 5 seconds! Formula One is only moving forward with the advent of new features – like improved horsepower engines, more lightweight materials, new ballasts to add weight to the car, and more. Behind that stylish, mind blowing chassis that pique our interest is that top-class technology that makes Formula One racing so great.