The F10 is the fifty sixth single-seater built by Ferrari, specifically to compete in the Formula 1 World Championship. The name of the car renews the tradition of being linked to the year in which it makes its debut in the Championship. The project, which went by the internal code number 661, represents the Scuderia’s interpretation of the technical and sporting regulations which apply this year. The rule clarifications issued by the FIA during the course of last season as regards the diffuser, have opened up new scenarios for the designers in terms of freeing up this area, thus presenting the opportunity to deliver potentially great performance advantages.
Compared to the F60, the F10 was obviously conceived with the aim of maximising the aerodynamic performance of the double diffuser. Therefore the engine mountings to the chassis have been modified in a specific way and also redesigned is the shape of the gearbox casing and the rear suspension layout. It only takes a quick glance to note that the front part of the chassis is considerably higher than on last year’s car and that the central upper and lower surfaces are hollowed out, in order to improve airflow. Another major rule change is that race refuelling is banned, which means the fuel cell has to be big enough to allow the car to get to the end of the race, whatever the type of circuit.
Inevitably, the car is longer to accommodate the new fuel tank and to allow the installation of longer narrower radiators, so that the sidepods have a smaller higher aperture, with a more cut out shape at the bottom. A further tapering has been achieved thanks to a revised and unconventional configuration of the exhausts. The need to start the race with a much heavier car than in the past has required a redesign of the basic characteristics of the braking system, carried out in conjunction with Brembo, as well as a new design for the relevant cooling system. Safety levels have been increased thanks to the introduction of new crash tests for the rear bulkhead and the cell with a full load.
In light of past incidents and the fact that pit stops will take less time, the wheel nuts have been updated so as to increase security when the car is sent back out on track. The 2010 technical regulations contain other new elements: some components (the chassis, nose, side and rear crash test structures) must be homologated for the entire season; some wheel rim dimensions have changed and wheel flanges are banned. It is also compulsory to use less sophisticated materials in the construction of some components and there is a restriction on the number of gear ratios that can be used during the season. Furthermore, other changes include an increase in the minimum weight to 620 kg and the use of narrower front tyres; the latter should have been an incentive to use KERS, although, at least for this year, this system has been dropped by common agreement of all the teams. This has led to a redistribution of the accessories on the 056 engine, which is again mounted longitudinally in the F10 as a load bearing member. Not only are the 2010 tyres smaller, they will also feature different compounds and construction to those of last year. As per the regulations, they will be used for the first time during the February tests, which are limited to 15 days, with just a single car per team on track. These test sessions will be very important to validate the work done in terms of fuel consumption and all the new rule changes that have been introduced.
The entire team – those working on engine, electronics, the car itself, as well as the drivers – have all been working flat out on this front, which can produce significant performance advantages. In carrying out this work, Scuderia Ferrari Marlboro has been able to count on the highest level of cooperation, as it has done for so long now, from Shell, whose contribution has been as important as ever, also on the reliability side, especially in terms of defining the lubricants for both the engine and gearbox. Before its track debut, the F10 underwent an intensive dynamic and static bench test programme. Significant developments on all areas of the car are built into the programme, not just in the run up to the opening round in Bahrain, but throughout the year. As always, much attention has been paid to the performance and optimisation of the materials used, at the design stage and through quality control, in an effort to extract the maximum level of performance combined with the highest possible safety levels.
|Number of cylinders||8|
|Cylinders in cast aluminium||V90°|
|Number of valves||32|
|Total displacement||2398 cc|
|Piston bore||98 mm|
|Engine weight||> 95 kg|
|Lubricant||Shell Helix Ultra|
|Frame||Carbon-fibre and honeycomb composite structure|
|Front suspension||Independent suspension, push-rod activated torsion springs|
|Rear suspension||Independent suspension, push-rod activated torsion springs|
|Brakes||Brembo ventilated carbon-fibre disc brakes|
|Transmission||7-speed + Reverse|
|Gearbox||Semiautomatic sequential electronically controlled gearbox – quick shift|
|Front tyres||13” BBS Wheels|
|Rear tyres||13” BBS Wheels|
|Weight||620 kg (weight with water, lubricant and driver)|