Το πρωί παρουσιάστηκε, το απόγευμα πάτησε πίστα. Το νέο μονοθέσιο της Ferrari, η F150 έκανε το καθιερωμένο shakedown στο Fiorano. Πρώτος πίσω από τιμόνι του νέου μονοθεσίου, βρέθηκε ο Fernando Alonso που έκανε τους πρώτους γύρους στο Fiorano. Δεδομένα δεν πήρανε από το shakedown αυτό ο σκοπός του ήταν για διαφημιστικούς λόγους.

Ο Alonso έκανε 15 γύρους με βρεγμένα ελαστικά. Αύριο, Σάββατο 29/01 θα το δοκιμάσει και ο Felipe Massa με το παρόν στην πίστα να δίνουν μέλη του Ferrari Club

Οι πρώτες δοκιμές εξέλιξης θα γίνουν στην Βαλένθια την 1η Φεβρουαρίου όπου ξεκινούν οι χειμερινές δοκιμές των ομάδων. Live video και φωτογραφίες καθώς και δηλώσεις του Fernando Alonso, του Felipe Massa, της Τεχνικής ομάδας, του Stefano Domenicali αλλά και του προέδρου της Ferrari,  Luca di Montezemolo στη συνέχεια.


Ferrari F150 Shakedown
Ferrari F150 Presentation

[Πηγή: Ferrari]

<strong>Δηλώσεις Fernando Alonso</strong>

Fernando Alonso: “I’m always putting lots of pressure on myself”

Maranello, 28 January 2011 – Fernando, let’s imagine a situation where in Bahrain three cars are right one behind the other. What can happen? The mobile rear wing can only be used on one straight on a lap, so the most important thing would be to arrive at the last corner with less than 1.5 seconds behind the car in front, which is really difficult. I don’t see the possibility of many overtaking manoeuvres. I think that it will still be difficult to overtake. And overtaking will still include taking risk.

You will have one month and a half with 15 testing days. How will you use the time when you’re not in the car? I think that also the days I’m not testing will be very important and I’ll be at the track anyway, when Felipe is in the car, following the tests and the development. The data he can collect will be also useful for me and vice versa.

Do you think that all the commands on the steering wheel take a little bit the fun out of driving? I think more than anything else that all these commands make driving more difficult. It’s much more difficult than you can imagine driving a Formula 1 single-seater. As of this year there are two more buttons: to control the wing and the Kers. Driving a GT is much more fun and you can concentrate more on driving.

Do you have your perfect weight to drive this year? The driving position is higher than last year. Will this change your style? I started with my preparations and I count on it to be 100% in shape for Australia, because we want to be perfectly fit for the races in Australia, Malaysia and China. Last week I rode my bike a lot, went to swim, ran and did exercises for my neck. The weight is fine. I don’t think that I’ll have any problems with the Kers, also because the car’s minimum weight has been upped to 640 kg. The seat and the driving position won’t change the driver’s perspective too much.

Could the new parameters like the tyre wear influence your driving style? I don’t know. We still have to test. We’ll find out if the higher tyre wear is just mere speculation. Naturally one pit stop instead of two means a lot in a race, because for one stop you loose 25 seconds, which you might regain in 30 laps.

What pressure do you apply to yourself? Which team do you think can set up a car, which can compete with Ferrari? The pressure I put on myself is high. The motivation in the first months of the year is the same as every year. I think I’m part of a unique team and also this presentation proofs it. The other teams will present their cars at the first test, just before they start to drive, and nobody will say anything, neither the drivers nor the Chairmen. To answer your question I think that Mercedes might have the possibility to build a competitive car, but also McLaren and Red Bull; we have to fight with them.

How much of yourself is in the car for 2011? When I arrived in 2010 I found a very different car compared to the one I had driven before. This year I contributed and I think that also my driving style had an influence on the development. Now I also know the people in my team and I’ve got a good relationship with them and I’m always putting them under pressure.

<strong>Δηλώσεις Felipe Massa</strong>

Felipe Massa: “I want to be competitive as of the first race “

Maranello, 28 January 2011 – In 2009 you directly experienced driving with the Kers. How do you feel about using it again this year?

I think that we’re working in the same direction as in 2009 and since then lots of development has been done. We haven’t tried it out yet, but I think that we’ll have a good Kers, a little bit lighter and still strong, without losing the car’s set up. It’s important finding the perfect system with all the variables involved.

Do you think that you’ll have problems regarding the visibility due to the height of the car’s nose?

The nose is higher, but we’ve worked a lot on changing and setting up the seat. It seems as if for now there weren’t any more problems.

The season is very long: did you review your physical exercise schedule?

I exercised a lot. Usually I’m in Brazil, because it’s warmer there and now it’s summer. Here in Europe it’s more difficult. I also considered the weight, regarding the Kers.

Last year your driving style wasn’t perfect for the car. Did you give some indications this year?

Yes, but many things have changed. I want to be more competitive from the first to the last race this year and I think that also the Pirelli tyres will help me here.

How should the Pirelli tyres be made to help your driving style?

Last year Bridgestone changed the front tyres a lot compared to 2009. This led to lots of understeer. The tyres were much harder and difficult to bring up to the right temperature. I tried to modify the front tyres, but then the rear tyres didn’t work as they should have, so it was a real fight. This year Pirelli should have prepared much stronger front tyres, for more grip. This is much better for my driving style.

There were some unpleasant episodes for you last year. Did you ask for guarantees from the team?

I’m racing in a team where I want to win. I trust the team 100% that they give me the perfect car to compete for victory.

<strong>Δηλώσεις Τεχνικής ομάδας</strong>

The technicians: “We’ve taken drastic decisions regarding the development programme”

Maranello, 28 January – Is it true that the front will remain unchanged this year, based on last year’s data? What can be done to the rear to compensate this load? There are two other power sources now: 82 BHP from the KERS and 60 from the mobile rear wing. What is more important for you to use?

Tombazis: We’ve mainly been working on the diffuser, the exhausts and the rear. The rear wing’s performance did not only influence the balance but the wing emits a complicated vortex. In general the interaction of the wing and the rear is very important, so we had to work on the components together.

Costa: The mobile rear wing will lead to some variations for the aerodynamic and mechanic set up management, because it will be used in the qualifying quite freely and will be operated on all the straights, where the driver doesn’t need the whole downforce. This will be very important for the weekend’s strategy. Because the use in the race is limited the Teams have to take decisions regarding rations and strategies.

Marmorini: In 2009 we could see that with two cars with the same performance also with one fitted with the KERS and an extra 60 KW, it didn’t make such a big difference to determine an overtaking manoeuvre. Now there’s also the mobile wing, so the possibility for overtaking should be guaranteed. Naturally a lot also depends on the strategy, the set up and the seventh gear ratio.

You are the first to show the car: with these rules, will we see many different cars or all somehow similar and inspired by Red Bull?

Costa: we were the first, because we took a drastic decision regarding the development programmes: from a structural and a mechanical point of view the F150 is complete, while the aerodynamics is in a transitional stage; what’s left is the development considering the tyres and many novelties, which will come with the first race. This decision has been taken to give our aerodynamics’ engineers the possibility to have more time available for their development. There will be innovations, regarding the others we don’t know. Red Bull has lead the way for certain things, but there are many different development issues. The cars will look similar, because the chassis’ and bodyworks’ dimensions have been set by the rules, but there will also be the development of unique ideas.

Regarding the KERS: Red Bull and Brawn GP didn’t use this system in 2009. Is the fact that you used it an advantage? What work did you do in Toyota’s wind tunnel? What will Chris Dyer’s role be?

Marmorini: the KERS is a complex system, not only technologically regarding the battery and the control system, but also regarding the logistical management od the parts, which is very complex. I think that we will have an advantage at the start of the Championship we from this point of view. Under a technical aspect I don’t think so, because components like this can be developed on the test bank by the other teams.

Costa: as far as Toyota’s wind tunnel is concerned I can say that there were FOTA restrictions regarding the expenses for the chassis, the number of people in the team, the hours in the tunnel, the server capacity for the fluid-dynamic simulations. The team has to decide how to spend the money and how to do the research. Our decision was to use the gallery a lot. To bring development programmes forward, ours wasn’t enough. So we asked Toyota. They have a “commercial” avant-garde wind tunnel. As far as Chris is concerned, he us a Ferrari man. He’s fine-tuning his role with Stefano these days.

The KERS will be inside the tank. How much less petrol will fit in the tank? Did you think through the possibility to use a pull-rod suspension like Red Bull?

The positioning of the KERS is the same as in 2009, but as of last year we can’t refuel during the race anymore. So we’ve done lots of work to reduce the impact and limit possible fuel consumption.

Tombazis: we were working with different set ups for the suspension, such as Red Bull’s pull-rod. There are different options for the suspension regarding aerodynamics and the pull-rod is an advantage. Our choice was to wrap the push-rod up, to improve the rear and gain aerodynamics. We think that we reached the same level as with the other suspension and we think that we have a minimum in terms of space. We also worked a lot on the dampers and the regulations. The package for the first race will be very aggressive, caused by the fact that the aerodynamics’ engineers have as much time as possible to finding the best possible configuration.

The drivers said that they fear complex cars. You worked to make them easier. There was a safety problem with the KERS in 2009, did you resolve it?

Costa: For a long time we’ve been talking about involving the drivers while they drive. Over the last years the drivers has to deal with more and more complex systems. Many things can’t be automated due to the rules. You can’t avoid that, the challenge is on also here. We are at the limit now. And we’re talking about it, because we’re really at the limit.

Marmorini: failures and accidents are everywhere, but the safety problems with the KERS were under control. Safety came always first and testing has been fierce, regarding failures and the integrity of all parts.

<strong>Δηλώσεις Stefano Domenicali</strong>

Stefano Domenicali: “Starting well immediately”

Maranello, 28 January – Stefano, is it important to start well this year? Yes, it’s fundamental, also because if you don’t start gaining points immediately, you can’t recover them later. Naturally at the start there’s a higher possibility to make up for possible mistakes, but the points lost can’t be regained.

One year ago you won at the start. This year, are you pointing towards the whole season or more towards the early stages? Honestly I don’t expect to see the real potential of our competitors in the first tests, but we’ll know more in Barcelona. Bahrain will be the first real test. Our strategy, which is a conservative approach, is to make it to the end and be ahead. To reach this objective the mobile rear wing has to be interpreted and used best possible, together with the KERS, where we had many problems in 2009, but we hope that we could solve them due to our experience. As far as aerodynamics is concerned I think that there will be less improvement as the season goes on, so we have to start well immediately.

Ferrari has worked and is still working on limiting expenses and controlling them with the others. We want to monitor the expenses attentively, because when we enter a commitment we respect it. We were the first to accept a step back for the greater good of Formula 1 at an historical moment, when it was necessary. We invested in places close by, in Fiorano and in Mugello. But limiting costs can’t be something where the whole system gets stuck. Knowing that other teams really want to win, everything to be able to compete on the highest levels has to be done, respecting also non-motorsport commitments we’ve taken. We’ll monitor this and we all will talk about it together.

Apart from the new regulations, how are you prepared as far as the tyres are concerned? The tyres are a fundamental issue. The new tyres are significantly different from the others, so there might be more pit stops and we have to understand how not to stress them too much. The first tests next week are very important to understand the tyres. I hope that it will rain for at least one day, because we don’t have any indication regarding the tyres’ behaviour on the wet, apart from the first data from the test Pirelli carried out under almost monsoon-like conditions. There are many unknown factors to consider.

Which areas have been included in the cost monitoring? Those areas include the chassis, apart from the engine and the gearbox. Over the years we tried to set a limit regarding the expenses also as far as the number of people involved is concerned and the external expenses we have to cover every year. We lowered the expenses by about 30 to 40%, while we also reduced the number of people in the group working in the motorsport department.

<strong>Δηλώσεις Luca di Montezemolo</strong>

Maranello, 28 January – Chairman, you have asked for a car, which can immediately win.

Yeas, I asked the team that with trust in the work we’ve done in the wind tunnel, setting the goal for improvement regarding last year’s car.

Aren’t you worried that maybe some rules this year might limit Formula 1?

Let me use this question for a constructive discourse concerning the Federation, where we recreated a good climate. Historically Ferrari has always been collaborative and has respected the rules. I think that last year, without triggering a revolution, we had an intense season with unforeseeable results. I think that we have to concentrate on three fundamental points: first, Formula 1 is based in an excessive way on aerodynamics, which is the point, which makes the difference. In the 1970s it was more about the engine and mechanics, now it’s all about aerodynamics. Second, it’s about the tests: a sport on such a level can’t continue with such an absurd limitation regarding testing, in terms of development and in terms of safety, for our new drivers, who have to involved and have to be able to test. Last but not least the technology transfer. Formula 1 has to be more and more also a laboratory, a centre of advanced research for innovative technologies for tomorrow’s cars. The KERS is very important in this context and Ferrari as a manufacturer had and has extraordinary support in Formula 1. Just think about the F1 gearbox, modified chassis, electronics, flat underbody and many more in the road cars. It’s mainly about expenses and the permanence in Formula 1. Formula 1 will always have high and strong investment. Who can’t make these investments will race in other series. Limited expenses are easily to avoid, we have to continue on the right track reducing costs, while the real DNA of F1 doesn’t change. But if we’re heading towards an equalisation towards the bottom of performance, then this is not good and the engines can’t be the same for all. Naturally costs are fundamental, but without loosing the sports essence. With serenity and dialogue you can improve a Formula, which already today is really extraordinary.

What about the future?: the rule regarding 4-cylinder engines can still be changed? We know that Ferrari is engaged for a 6-cylinder engine.

Yes, that’s true. I spoke to Todt and I’m glad the there is a different climate of dialogue than in the past. We’re engaged in technological challenges such as the FF: a 4-cylinder Ferrari seems absurd to me. We’ve not even built a 10-cylinder Ferrari and I’m still thinking that a 6-cylinder would have been more in line with the Formula 1 positioning on the market.

It’s paradoxical saying it, but calling a car today F150 and showing the Italian flag is a very strong signal. Don’t you fear that this might cost Ferrari some sympathy?

Over the last 20 years we’ve always sported the Italian flag on the car. And personally I always thought that it is important. 2011 is the year we are even more Italian and we’re proud being it. When we’re listening to our national anthem after a victory of our country it’s always very emotional. I’m not talking about politics, we want to concentrate on sports. Just like many sportsmen are moved by competing for the Italian flag, we are happy to show it on our car. It’s the symbol of a winning Italy, united in sports. I want to add that it is an important signal for an Italian company, which is moving ahead with the deep conviction of being it.

Sergio Marchionne said that he doesn’t exclude that Alfa Romeo might come back into motorsports: do you consider a synergy with Ferrari?

As far as Alfa is concerned, everything is possible, the brand is extremely sporty and connected to Ferrari since the early days of motorsports. There are many possibilities.

A question regarding the drivers: who of Fernando and Felipe will have more advantages from the Team’s new organisation?

I’m glad that you’re asking, because it is since 1974 that I am asked this question, since Lauda and Regazzoni. I told you last December that there won’t be a revolution and we worked on two points: First, we don’t insert too many people from the outside, only a few, with specific competences, culture and a way of working in very specific areas. Second, improving the facilities and the tools today’s rules bring with them, so more investment in aerodynamics and tests in the wind tunnel for example. This doesn’t have any particular effects on the drivers. The drivers can give recommendations, talk about their impressions, can ask the car to be set up for their driving styles. But we have to put both drivers in a condition with the bets possible car. We restructured the organisation of the single teams, hoping that Massa will be competitive right from the start and Alonso with the same capacity as last year, where he showed that he is the best driver in the world.

In Germany they are talking a lot about Vettel coming to Ferrari: does that mean that someone contacted him for the future or is that pure fiction? The next Ferrari driver will be an exceptional driver from the market or a driver from the Ferrari Driver Academy?

I hope that he will come from the Ferrari Driver Academy, because that would mean that he’s a “top star”. Naturally Ferrari puts a driver in the car able to win. One of the ideas of the Academy is to have the next Scuderia driver in-house. There is absolutely nothing going on with Vettel, apart from the congratulations for a wonderful season and the fact that he knew how to benefit from the last race in Abu Dhabi.

Luca di Montezemolo: “Only one objective: winning”

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