Ferrari is testing a new front wing in Korea practice this weekend in line with the aggressive philosophy of its 2012 car.
Italian and Spanish media reports have revealed that Maranello’s next single seater is known internally as ’663′.

Italiaracing reports that the wing tested in Korea on Friday is “inspired by Red Bull’s design”.

Designer Nikolas Tombazis confirmed recently that the front wing “represents a different approach in terms of how it works”.

“We can therefore try and learn as much as possible right away,” he said.

The 2012 car is reportedly very low with a higher driving position and longer wheelbase than the current 150 Italia.

Other Italian sources say that, so focused is the team on 2012, boss Stefano Domenicali and technical head Pat Fry travelled back and forth to Italy between the long-haul Asian races in Japan and Korea.

The 663 reportedly also features Red Bull-style rear suspension, allowing more efficient airflow.

“The Red Bull is not just a diffuser but a very complete car, and I am sure that if the first race (of 2012) would take place now they would still have an advantage.

“Our challenge between now and March is to avoid that,” said Fernando Alonso.

Virgin is in talks with McLaren and Mercedes about a technical collaboration for 2012.
That is the claim of the Italiaracing magazine, saying the situation could be similar to Force India’s current McLaren/Mercedes alliance.

The report said struggling Virgin’s package would include the engine, transmission, KERS and rear suspension.

It is the latest rumour suggesting the team is seeking a change of direction after two years with Nick Wirth leading the technical strategy.

It would also be a big blow to Virgin’s current engine supplier Cosworth, who it is rumoured could also lose Williams to Renault power.

“The reality is, competition on the track technically is always matched by competition off the track commercially,” said the British supplier’s Mark Gallagher.

“We are well used to that at Cosworth and we believe we have an extremely good product and we don’t really fear competition from anyone.”

According to widespread speculation at Valencia, Renault’s claim that its 2011 car is “aggressive” and innovative is not just standard pre-season rhetoric.
Many insiders were left impressed and scratching their heads after the new black and gold R31 was unveiled in the Ricardo Tormo circuit pitlane on Monday.

Even the closer inspection of close-up photographs did not solve a mystery about the whereabouts of the car’s engine exhaust exits — amid rumours the outlets could even be near the front of the car for aerodynamic purposes.

Team owner Gerard Lopez told reporters the 2011 car is “quite revolutionary in a number of areas”, and technical boss James Allison is quoted by Auto Motor und Sport as saying the R31 is a “very bold design”.

France’s Auto Hebdo quoted Allison as saying: “It is right to say this car is ambitious and differs in its entire concept not only from last year but from all the cars previously made by this team.”

Auto Motor und Sport also said the purpose of two channels alongside the airbox and engine cover is “not yet apparent”, adding that an element of the rear wing is “also unusual”.

Also exciting the technically-minded observers is the Red Bull-like pull-rod rear suspension, but Polish driver Robert Kubica told La Gazzetta dello Sport that he is not setting his heart on race wins.

“I don’t want to say too much because the last time we spoke about winning races, I was with BMW and half the season was a disaster,” he said.

Heikki Kovalainen was on Sunday knocked unconscious in a crash at the Race of Champions event in Germany.

“Hardcore shunt with throttle jammed and rear suspension damaged, got knocked out, now some medical checkups,” the Finnish driver wrote on Twitter after the crash in an Audi R8 in Dusseldorf.

Kovalainen’s British girlfriend Catherine Hyde was seated alongside the Lotus driver, who had already taken the chequered flag to win the race, but she emerged unscathed.

“Catherine is sore and her back is painful, got to look after her now,” 29-year-old Kovalainen, who went to a local hospital for checks, added.

He also said on Twitter that, after arriving home to Switzerland, he will have further medical checks on Monday.

“Head’s a bit sore, (I) was unconscious for 30 seconds,” revealed Kovalainen, a former Race of Champions winner.

Ferrari will only get its real blown rear diffuser up and running at a forthcoming grand prix.

It was believed that the Italian team began running the Red Bull-style low exhaust layout at Valencia.

But Germany’s Auto Motor und Sport reveals that, in fact, the European GP was only the first phase in a multiple-step development for the F10 car.

The first step was a new gearbox, debuted only by Felipe Massa because Fernando Alonso was in the middle of the four-race mandatory period for his existing transmission.

The Spaniard will get the new gearbox at Silverstone, as well as a new rear suspension layout.

The real benefit of the new gearbox/suspension layout, however, is yet to come.

It is reported that the new layout allows a steeper shape of the diffuser, but the downforce advantage will only come when the exhaust fumes are directed through the diffuser.

Currently, Ferrari is working on ensuring that the blown exhaust does not actually compromise grip due to a sporadic airflow.

It is only at a later date that the entire concept will be up and running.

At Silverstone, the F10 will feature the new gearbox and new housing for the suspension.  Ferrari is introducing the update in stages, so that when the final concept is ready, the team does not have to wait for Alonso and Massa to reach the end of their four-race gearbox phases to debut it.

“In Valencia, we introduced significant updates on the F10 and there will be more in Silverstone and the races after that,” Alonso confirmed.

Christian Horner has warned Red Bull’s rivals that the exhaust system of the RB6 car is not a silver bullet.

At Valencia nearly two weeks ago, Ferrari, Mercedes and Renault got so-called ‘blown rear diffusers’ up and running on their cars.

And this weekend at Silverstone, the concept is part of McLaren’s latest upgrade, with some estimating the laptime benefit at half a second or more.

But Red Bull team boss Horner has moved to play down those predictions.

“Our rivals overestimate the benefits of the blown diffuser,” he is quoted as saying by Germany’s Auto Motor und Sport.

“It’s only about two or three tenths,” added the Briton.

The team’s German driver Sebastian Vettel agrees.

“It gives us a bit, but only together with the whole package, and that includes our rear suspension.  That can’t be copied during the season,” he said.

The Auto Plus column of French commentator Jean-Louis Moncet reports that, as well as the blown diffuser, McLaren’s Silverstone upgrade includes new cooling, suspension and dampers.

Ferrari, on the other hand, is not expecting the fast Silverstone layout to suit the F10, even though the new Arena section features some new slow corners.

“The track seems reasonably similar to the way it was, with a lot of very fast corners, which will not suit us that much,” said Fernando Alonso.

(GMM)

Jun.15 (GMM)  A feature of Ferrari’s heavily upgraded F10 car in Valencia next weekend will reportedly be Red Bull-style exhausts.

Rival teams initially thought an illegal ride-height control system was the secret of the RB6′s speed, but it is now believed that the layout of the rear of the car – including lowly-mounted exhausts – is the basis of the design.

Spain’s AS newspaper reports that the updated F10 will be between three and four tenths per lap quicker than the basic specification raced in Turkey and Canada.

The report also said the change represents a fundamentally new aerodynamic direction for the car, opening up a new avenue for subsequent development.

“The most important improvement in Valencia is not what we achieve there, but the way it opens us developments to be stronger for the remainder of the season,” Fernando Alonso is quoted as confirming.

As well as the lower exhausts, the ‘B’ car will feature modified rear suspension, AS continues to explain, in order to open a bigger channel of air “to double the downforce generated by the diffuser”.

“For Valencia, the focus has been on other areas of the car apart from the (F-duct) rear wing,” team boss Stefano Domenicali is quoted by Brazil’s Globo.

Meanwhile, McLaren team boss Martin Whitmarsh has revealed that the championship-leading MP4-25 will feature a “reasonably big upgrade” at the British grand prix next month.

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)

Williams has confirmed that a loose manhole cover caused Rubens Barrichello’s high speed crash during the recent Monaco grand prix.

With technical director Sam Michael initially diagnosing a rear suspension failure, Germany’s Auto Motor und Sport subsequently reported that an investigation showed that the left rear wheel was in fact damaged by a loose drain cover.

In a media statement, the British team has now confirmed that a manhole cover at turn two “was spun up and hit the rear left wheel, causing failure”.

“This incident has been reported to the FIA,” added Williams.
(GMM)

Williams and the FIA suspect that a loose drain cover caused Rubens Barrichello’s high speed crash during the Monaco grand prix.

The team’s technical director initially diagnosed a rear suspension failure.

“We have a good idea which part is suspect, but to be completely sure, we need to await the results of materials tests back at the factory,” Sam Michael said earlier this week.

Germany’s Auto Motor und Sport now reports that FIA experts conducted an investigation and now think a loose drain cover damaged the left rear wheel.

Another loose drain cover in the first sector of the famous street circuit last Sunday caused a short safety car period.

Barrichello’s chassis and engine were not damaged, but the magazine said the Cosworth unit will as a precaution only now be used during Friday practice sessions this year.

The gearbox was also not substantially damaged, but Grove based Williams has decided to replace it anyway.

The sister FW32 of Nico Hulkenberg also crashed heavily in Monaco, meaning that both cars will have to use an older specification front wing in Turkey next weekend.

“It might have been possible (to replace the damaged wings), but then we would have compromised the next developments for Montreal,” explained Michael.
(GMM)

Dani Pedrosa has improved dramatically the Honda’s performance and looked “satisfied” with the important progress they had during the second testing day in Sepang.  Today, the Catalan has been trying out the new suspensions.

“Today, we have overcome more tests and I can say that we have progressed in a significant way, which is important when you have to choose a course to follow,” Pedrosa commented to RTVE.

The Spanish pilot made clear that today they mainly worked with the “rear suspension”, and were able to collect a “much data” to continue improving for the return to the Malayan racetrack “in two weeks.” “We have also tried out different trailings and at the end of the day, have noticed progress, so I’m happy because of that,” he added.

Pedrosa recognized that yesterday, Thursday it took him longer “to find the rhythm on the bike because it was the first day of return to the command,” but that today, “everything was better.”

“It suits us quite well to have the second test here in only two weeks.  I have not requested new parts because, both the team and I believe it’s better to analyze first what we have found here and concentrate on that.  I’m going home very satisfied,“ stated the Spaniard.

There were high hopes of a remarkable racing car on January 31^st when the Renault R30 was unveiled, with a front wing that resembles very much the 2009 version, even though Alonso had pinpointed that that was precisely one of the main problems of the 2009 car.

Nevertheless, next day the car that made its debut in the racetrack and the characteristics of the front wing of three stacked elements was totally different.  Specifically, it’s very similar to the one that McLaren has.

The changes made on the R30 are very deep and one has to pay much attention.  The rear wing is also new, with a drop in the middle where the sharp fin gives it the aerodynamic support.

The nose’s cone is absolutely different from the rest of the scuderias, contrary to the 2010 trend which is V shaped.  Even though it is still a bit bulky, it lacks the extra protuberance underneath, with the purpose of gaining more resistance.

The wings are a clear evolution and contrary to the other three cars previously launched by Renault, the R30 has huge sidepod air inlets that extend down to the vehicle’s floor.  Instead of rectangular air inlets (more conventional) they are bigger in the high part than in the low one.

There’s no doubt that the team is quite interested in the temperature, because over the engine’s cover are connected heat stickers.  The engine’s exhaust have been moved towards the back and more to the middle of the car.

Specifications

• Chassis: Molded carbon fiber and aluminum honeycomb composite monocoque, manufactured by the Renault F1 Team and designed for maximum strength with minimum weight. RS27-2010 V8 engine installed as a fully-stressed member.
• Front suspension: Carbon fiber top and bottom wishbones operate an inboard rocker via a pushrod system. This is connected to a torsion bar and damper units which are mounted inside the front of the monocoque. Aluminum uprights and OZ machined magnesium wheels.
• Rear suspension: Carbon fiber top and bottom wishbones with pushrod operated torsion bars and transverse-mounted damper units mounted in the top of the gearbox casing. Aluminum uprights and OZ machined magnesium wheels.
• Transmission: Seven-speed semi-automatic titanium gearbox with reverse gear. “Quickshift” system in operation to maximize speed of gearshifts.
• Fuel system: Kevlar-reinforced rubber fuel cell by ATL.
• Cooling system: Separate oil and water radiators located in the car’s sidepods and cooled using airflow from the car’s forward motion.
• Electrical: MES-Microsoft Standard Electronic Control Unit.
• Braking system: Carbon discs and pads (Hitco); calipers and master cylinders by AP Racing.
• Cockpit: Removable driver’s seat made of anatomically formed carbon composite, with six-point harness seat belt by OMP Racing. Steering wheel integrates gear change and clutch paddles, front flap adjuster.

Car dimensions and weight

• Front track: 1450 mm
• Rear track: 1.400 mm
• Overall length: 5050 mm (250 mm more than R29)
• Overall height: 950 mm
• Overall width: 1800 mm
• Overall weight: 620 kg, with driver and cameras

Engine

• Designation: Renault RS27-2010
• Capacity: 2400 cc
• Architecture: 90° V8
• Weight: 95 kg
• Max rpm: 18.000 rpm
• ECU: McLaren Electronics Standard ECU
• Fuel: TOTAL
• Battery: Renault F1 Team

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

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.