Scuderia Ferrari 2014 F1 engine 059/3, obliged to win

Scuderia Ferrari 2014 engine is called 059/3. Last month a 3D preview of the powertrain was shown to media in Maranello.

“As a result of the 2014 regulations, we no longer talk of engines, but of power units,” explained the Head of Engines and Electronics, Luca Marmorini. “It’s a very complex project and we have been working on it for the past two years. It’s a 1600 cc turbocharged internal combustion engine and only 100 litres of fuel can be used in a race, which means that the more efficient an engine, the more power it can use. Along with the turbocharger, there will be an electric motor, which will also act as a generator, allowing for the recovery of energy from the exhaust gasses. As was already the case, a second electric motor will recover energy from braking, although it will be able to put out almost double the power of the one currently in use. All the energy generated by the electric motors will be stored in a much bigger and more powerful battery pack than the current one, but it will still be fitted below the fuel cell. The electronic control system will be even more sophisticated to coordinate and manage all these new electro-mechanical devices. A new regulation, a fascinating challenge, which places great emphasis on energy recovery and on the efficiency of the power unit.”

Kimi Raikkonen

Significant change to F1 regulations inevitably will balance out hierarchy in the field. “In recent years, Domenicali has done a great job to bring us back to the cutting edge,” said Montezemolo. “For example, we improved on the strategy front and I believe that again this year, we were the best, thanks to a much more scientific approach. We also improved in the area of simulation and in the simulator, partly thanks to the drivers who are practically full time on this, such as De la Rosa and Rigon. We have also improved our infrastructure, for example with the renovation of the wind tunnel: for a few weeks now it’s been operational again and we are no longer obliged to use the Toyota one in Germany.”

“In 2013 we were the best at carrying out the pit stops, as we were the previous year. Now we have a highly rated engineer, James Allison in the role of technical director: he knows a lot of the people already, having worked with them in Maranello during his first stint at Ferrari and he has a very good organizational brain. He and Pat Fry complement one another perfectly. To sum up, everything is there for us to win and to do well.”

Montezemolo’s assessment of the state of motorsport was as follows, “It’s obvious I’m not happy with the way things went,” said the President. “However, it’s also true that we are the only team in the world for whom it’s seen as a tragedy to come second, which seems something of an exaggeration to me. Clearly, we now need to win and we’ve had enough of finishing second. However, it was a great season for us in GT racing, where we won all over the world. These wins are also very important on a commercial level, because these series put us even closer to our customers. It was nice to beat marques like Porsche and Aston Martin, despite the fact we were at a disadvantage because of the regulations. On the subject of this class of racing, I would repeat that, even if it is a fascinating challenge, the Le Mans 24 Hours is not an immediate objective for us: maybe we can talk about it again in three or four years.”

2013 season end saw Felipe Massa leave to make way for the return of Kimi Raikkonen. “Felipe was a real Ferrari man and together, we went through some marvellous times,” said Montezemolo. “I think we took the right decision, both for him and for us. Too late? I don’t know, but I’m sure that in his new team he will have new motivation and I hope he gets the satisfaction he deserves. I am pleased I followed Domenicali’s recommendations regarding Kimi: when I met him, I saw he was on great form and extremely motivated and I was pleased to see how warmly he was received both inside and outside the team. I think the pairing we have, along with that at Mercedes, is the strongest in the 2014 championship.” The constant factor in this is Fernando Alonso. “He is the strongest of all and there are no problems with him,” continued Montezemolo. “He was right to get mad, as we have to give him a competitive car, something we didn’t do in the second half of the season.”

“There will be a lot of changes, some strongly supported by us, such as the return, albeit partial at the moment, of testing,” said Luca di Montezemolo. The design of the new powertrain was very demanding, but it’s really fascinating. It is vital that the factors that make the difference are rebalanced: it’s impossible for Formula 1 to keep going with aerodynamics counting for 90% of the story. Next year, reliability and the ability of the drivers to manage the race in a very different way to the past will be vital.”

It was actually on this aspect that Montezemolo expressed some concerns. “I think races will be even harder to follow compared to what they have been in the past. It concerns me that one could see in some parts of the race, that the drivers will seem more like taxi drivers than racers, with all due respect to that role. What happens on track will have to be well explained if we are not to run the risk of seeing the number of spectators decrease still further, both in the grandstands and in front of the television. Is all this a good thing for Formula 1? I don’t know. We will see how it goes, however it’s important to have some fresh air.”

Changes for 2014 sees allocation of double points for the final race at the Abu Dhabi Grand Prix. Montezemolo said, “I can’t say I like this idea very much as it seems rather artificial and not very sporting. I think the time has come to all sit around the table with the other teams to discuss the overall approach to Formula 1 and, with that in mind, I want to organise a meeting in the second half of January, here in Maranello. I want to talk constructively, without discussing anything to do with competitiveness but putting forward proposals in a transparent manner, without any under the table agreements. There should be more dialogue between the teams when it comes to discussing the problems affecting Formula 1.”

“We are in favour of a three year plan to reduce costs, which should be achieved in a gradual manner, taking into account the characteristics of each team,” said the Ferrari President. “The theme of the third car is back in the news: for example, we know that there’s an American team that would be ready to come into Formula 1 if it could use one of our cars. On this topic, we cannot disregard the USA when thinking of the future, just as we cannot think of doing without some of the historic races.”

“I expect, now that he is well versed in how the Federation functions, in his second term, Todt will push for its modernization, as there is a need for innovation, even in this sector,” said Montezemolo. “I speak with Bernie Ecclestone often: as long as he’s there, there will always be a certain type of management but when, sooner or later, his time will come to an end, then the structure will also change. There will no longer be a number one, but more of a structure with someone at the top filling the role similar to that of a company managing director. It’s true we now have a commitment to the end of 2020, but we are already on the eve of 2014, so there is not that much time left…”

Marmorini called on stage those who had coordinated the various areas of the project: Mattia Binotto (deputy head of engines and electronics,) Enrico Gualtieri (engine reliability,) Guido Di Paola (engine design,) Dave Salters (testing,) Daniele Zecchetti (advanced systems development,) Stefano Lovera (electronics) and Thierry Baritaud.

059/3 power unit saw Scuderia partner Shell, longstanding fuel and lubricants supplier involved from the start of this project. Over 50 versions of Shell V-Power fuel were developed with the best being evaluated on engine test beds in Maranello before a track debut on 28 January at Jerez de la Frontera.

“The FIA regulations concerning fuel and lubricants have remained unchanged, but the demands of the new powertrain are radically different compared to those of its predecessor, which has given us the freedom to explore new areas and to introduce innovations,” said Andrew Foulds, vice-president of Shell Fuels Technology, during the presentation at Maranello. “The change of configuration is important for us, as is the limit to how much fuel can be used per race. Finding a fuel that offers power and efficiency is like finding the Holy Grail.”

“Furthermore, we have to deal with an increased life cycle for each unit,” continued Foulds. ‘With only five power units available per driver over the course of the season, it’s a very complicated exercise to push on the performance front, while maintaining the reliability of which Ferrari and Shell are justly proud. The formulation of the Shell Helix Ultra lubricants that we are developing with the Scuderia allows us to keep pushing the limits: that way we can gather valuable information which will allow us to continue development, not only for the world of racing, but also for applications for road cars.”

Scuderia’s 2014 059/3 power unit and the car to which it will be fitted are developed together, symbolically under the same roof. “Being able to build the engine and chassis together is definitely a nice advantage for Ferrari,” said Scuderia’s Technical Director, James Allison at the presentation of the 059/3. “Other teams cannot do the same and this year, like never before, installing the new power unit in the car’s chassis will be a complex operation. I’ve got direct experience of that from my time at Lotus: it’s true the engine supplier tries to meet your demands, but it’s never the same thing as happens here, where there is a historical culture relating to a common task of defining and developing the design of the new car.”

“We have worked side by side with our chassis colleagues over the years,” added Marmorini. “Precisely because we know there is no point in we engine engineers pushing too much emphasis on our single project if then it doesn’t adapt to a winning car. This is the case not just as far as the engine is concerned, but also relates to all the other elements of this powertrain which, as you can understand, is much more complex than in the past.”

“All I can say is I agree with Luca,” concluded James. “That argument also holds true for an element which, in recent years has been the centre of attention, namely the exhausts. Blowing them offered interesting technical challenges, but I have to say that, personally, I am pleased they have been eliminated and that we can go back to designing exhausts aimed at getting the most out of the power of the engine.”

At a seperate event, Fernando Alonso “I have faith in Ferrari and I am happy to be able to work with Raikkonen, a driver who has a rare talent and from whom I can learn a lot,” he said. “The experience he and I have will be vital to develop the car: the most important thing is that we work together for Ferrari and that a red car is first across the line, no matter which one.”

“Why am I optimistic? Because I’m in the Scuderia,” continued the man from Oviedo. “Maybe now there are those who believe that it would be better to chose Red Bull, but Ferrari is always the winning hand and one has to have maximum faith in them. I hope we can improve on 2013, maybe making the most of the rule changes to be at the same level as the best.”

Fernando will carry number 14 on his Prancing Horse as from 2014. “It’s always brought me luck, ever since I won at the age of 14, on 14th July in 1996, with a kart that had the number 14,” he explained. Let’s see it if still brings me luck.”