Part of the upgrade package launched in second Bahraini test, was a front wing of new breed, much more sophisticated than the previous design. All crucial wing element-parts, like the upper flaps ( increased in number and reshaped both close to nose and endplates ),under flap vanes, cascade elements , main flap close to the endplates and even the endplate itself ( less ducted with enlarged horizontal plate on top) are reshaped in an attempt to divert air more effectively outwards the tyre profile and generate even greater amount of downforce.
However Alonso faced serious stability issues ( car bumping in vertical axis) in Melbourne, probably caused by knowledge shortage in terms of adjusting/setting up properly the new wing on car.
Ferrari tested new rear wing endplates with unified body (yellow arrow points the old slotted version) at last pre session test at Sakhir circuit. Additionally a mini plane briefly tested , located above the rear crash structure and between the wing pillars.
The unified endplate retained for Australia but instead the mini plane was excluded.
Ferrari brought back the old common airbox winglet , existent on almost all Formula 1 cars since a decade ago. Regulation changes over years made this distinctive aerodynamic device to vanish . In F14T case though that winglet version is placed above the roll bar and not behind the airscoup as was accustomed to during the past years . Its neutral shape and location helps to provide a better flow towards the rear wing’s profile rather than create downforce itself.
It still remains unclear whether it could even enhance the positive effect of DRS, boosting a bit the top speed or not . This is hard to say for now by simply comparing top speeds of cars, for two main reasons. First Ferrari powerunit at time being is considered less efficient than Mercedes and secondly there is still insufficient top speed data to compare. However a rejection of that winglet in ultra low downforce circuits like Monza would probably indicate the opposite.
The winglet made its debut in second Bahraini test and retained for season opening race in Melbourne.
F1T4 front wing, as seen at Jerez, is consisted of three main elements (No 1) accompanied with double profiled wavy cascades (No 2) and looks rather simplified compared to the one on Red Bull RB10. Endplates keep a Mc Larenish school ducted profile (No 3) with a sophisticated rear end (No 4) to divert air away from the tyre profile. In 2014 air diversion around the tyre profile is of higher significance due to wing span shrinking by 15 cm compared to last season. On endplate top there is a horizontal slotted triangular fin (No 5) to contribute to this air bending effect .
An infra red sensor (No 6), copied from Mercedes, is planted close to the endplate inner surface to monitor tyre temperature. Tyres operate in optimum performance within a certain and relative narrow temperature window . Thus teams need to know at any given time the tyre’s compound temperature and try to correct it if necessary simply by informing driver to alter driving style or via braking bias .
Finally a ride height sensor continues to exist , indirectly observed from the red laser spot on the floor (No 7 ).
Images credited to scuderia Ferrari
|CHASSIS IN CARBON-FIBRE AND HONEYCOMB COMPOSITE STRUCTURE|
|FERRARI LONGITUDINAL GEARBOX|
|SERVO CONTROLLED HYDRAULIC LIMITED-SLIP DIFFERENTIAL|
|SEMIAUTOMATIC SEQUENTIAL AND ELECTRONICALLY CONTROLLED GEARBOX WITH QUICK SHIFT|
|NUMBER OF GEARS 8 +REVERSE|
|BREMBO VENTILATED CARBON-FIBRE DISC BRAKES (FRONT AND REAR) AND BRAKE BY WIRE REAR BRAKES|
|INDEPENDENT SUSPENSION, PULL-ROD ACTIVATED TORSION SPRINGS FRONT AND REAR|
|WEIGHT WITH WATER, LUBRICANT AND DRIVER 691 KG|
|OZ WHEELS (FRONT AND REAR) 13”|
|TURBO CHARGING||SINGLE TURBO|
|FUEL FLOW||100 KG/HR MAX|
|FUEL CAPACITY||100 KG|
|VALVES||4 PER CYLINDER|
|INJECTION||500 BAR – DIRECT|
|UNITS PER DRIVER||5|
|BATTERY ENERGY (PER LAP)||4 MJ|
|MGU-K POWER||120 KW|
|MGU-K MAX REVS||50’000 RPM|
|MGU-H MAX REVS||125’000 RPM|
Credit: Scuderia Ferrari
The new Ferrari F14T carries inside its genes all changes forced by new technical regulations , some of which obliged designers to develop ugly in sight noses but aerodynamically most effective. Interesting spots on the new car are summarized below
1. New regulations force car’s nose tip to be no higher than 185 mm from reference plane. In Ferrari case the nose is built very low and flat, very different in philosophy from the high dolphin style thin nose tips seen on most rival cars . Modern F1 cars require as greater empty space under the nose as possible, a trend decelerated by constant regulation changes .
2. Front wing’s overall width reduced from 180 mm to 165 mm. Updated versions are likely to be tested soon as all teams will work hard to regain back the lost downforce .
3. Nose camera height is also restricted by new regulations to be between 325mm and 525mm above reference plane . Ferrari winglets seems to pair aerodynamically with the low flat nose and suspension elements behind them .
4. Nose vanes are new , their shape and function depend highly on nose structure
5. Ferrari chassis starts relatively high and drops rapidly close to bulkhead to meet new regulation needs on lower height dimensions ( front bulkhead must be of 525 mm maximum height )
6.Pull rod front suspension remains.
7. Driver position is now lower, meaning better centre of gravity and driver’s visibility but in the same time less space under the nose and thus harmful for the car’s aerodynamic efficiency.
8. Highly aerodynamic mirrors able to manage airflow around cockpit zone. Ferrari used to revise mirror shape and position during season searching for the optimum configuration
9.Bargeboards in launch version are nothing but simplified copies of 2013 season, logically will be replaced by new more advanced ones
10.Interesting L shaped sidepod panels, help to restrict lift created by sidepod body itself
12.Small inlet for cooling airbox itself
13. Airbox inlet now feeds the turbocharger system instead of engine heads, therefore is much smaller than last season
14. Additional small inlet on the engine cover , aids cooling further
15. New greater needs for cooling not only for the engine but for turbo parts and ERS as well, that meaning larger internal multi-task radiators . The extension of black color around all the rear bodywork ( if it was red there is always a possibility of seeing dark spots on surface, visually annoying, caused by overheating issues) and the large opening at sidepod tail may well suggest that overheating issues are expected to arise .
16.Completely new much shorter Ferrari engine, turbocharged , V6 , 1.600 cc combined with KERS and TERS . Fuel tank capacity also reduced around 40-50 kg .
17. New 8 forward rations gearbox , replaced the previous 7-speed
18. Multiple holes on floor just in front of the rear wheels are also present like last season , stimulate the diffuser
19.Central single exhaust pipeline, blows above the gearbox in a drastic attempt of FIA to restrict exhaust blown diffusers
20. Rear wing is swallower by 20 mm due to new regulations . DRS (drag reduction system) is also more effective as the moving flap opening window is greater by 15 mm .
21.Double wavy pillars hold the rear wing on car’s body as the beam plane is forbidden by 2014 regulations . This concept is not new as former Honda and Toyota teams used to race with double wing pillars a few years ago.
- Weaker powerplants will force teams to reexamine car’s set up for high downforce and high speed tracks like Silverstone because they have now a shortage of power to sustain too high attack angles on wings.
- The shallower beamless rear wing and the less wide front wing alongside with the more effective DRS will boost somehow the top speed , if of course the maximum power (engine and KERS) output is exploited
- The less downforce productive wings, the lower nose and the ban of blown diffusers will eventually slow down the car in fast turns .
- Pirelli tyres management, especially the rear, would still play a significant factor
All images credited to Ferrari F1 Team