The F138 is the fifty ninth car built by Ferrari specifically to take part in the Formula 1 World Championship. The name comes from a combination of the current year and the number of cylinders, to mark the fact that this is the eighth and final year of competition for the V8 engine configuration.
There’s a name, that will be unfamiliar to most outside the walls of the Ferrari factory, alongside a job title that is also unfamiliar and new to the Maranello team: Simone Resta is now Deputy Chief Designer. “I started my Formula 1 career with the Minardi team, where I spent a few years, he explains. “Then I moved from Faenza to Maranello, working for Ferrari, first as a designer, then as a coordinator for a group of designers, followed by a time as head of Research and Development, before taking on my current role with the responsibility of coordinating the 2013 car project. In this role, I report to Nikolas Tombazis and to Pat Fry. As from this year, the design team has been split into two groups: one for this year’s car and one for next year’s.”
This means that the F138 can be seen as Resta’s first car and he outlines some of the key details of this brand new single-seater. “There were very few changes to the regulations, but nevertheless we chose to work on and modify all aspects of the car, trying to move forward in every area, because we felt there was a significant amount of performance that could be gained with this new car. I would say the biggest changes relate to the front suspension, which has an improved layout, while at the rear, the suspension is completely new. We also have a revised sidepod design, aimed at improving the aerodynamics in this area, as well as a completely new layout for the exhaust system.”
The new organisation was the result of an in-depth internal enquiry into the shortcomings of the team. Apart from restructuring the human element, it also became clear that the beautiful Renzo Piano designed wind tunnel, was now in need of some modernisation. “Last year, we had to push on the development of the F2012 right to the end of the year, while initial development of the F138 began towards the end of last season with the bulk of the aerodynamic work being carried out in Maranello,” recalls Nikolas Tombazis. “We also did some work in an external tunnel in 2012 and all the work for this season’s car will be carried out in the Toyota tunnel in Germany while we upgrade the Maranello wind tunnel to bring it up to the right level. It is now quite old and needs upgrading having served us well for twelve years. The ideal situation would be to have the wind tunnel right here and I cannot say that using a wind tunnel in Cologne is the perfect solution, but weighing up the medium and long term advantages of having an upgrade on our wind tunnel or carrying on as it was, we concluded that our current strategy was the best. We have taken steps to ensure communications and logistics are as effective as possible in 2013. But still, wherever the wind tunnel, the most important thing is to have good ideas and aerodynamic development and a good facility.”
The project, which goes by the internal code name 664, is the first design to come from the reorganisation concerning working methods that has been in operation for several months, with the creation of two distinct groups of designers: one working on this car and the other on the completely different car which will race next season. This car constitutes the Scuderia’s interpretation of this year’s Technical and Sporting Regulations, which in fact are substantially the same as those from last season. Therefore the F138 can be seen as an evolution of the F2012, in terms of its basic design principals, although every single part has been revised in order to maximise performance, while maintaining all the characteristics which were the basis of last season’s extraordinary reliability.
The design philosophy of the suspension layout has not changed and it continues to use pull-rods both front and rear, but it has been refined to the limit, in order to gain as much aerodynamic advantage as possible, especially at the rear. The bodywork elements have been redesigned to allow for changes to the positioning and layout of the exhausts. The dynamic air intake, mounted above the cockpit has been redesigned, as have been the intakes to the side pods, which in turn have also been optimised in aerodynamic terms, while maintaining unchanged the overall cooling system.
The rear of the car is much narrower and more tapered on the lower part. The configuration of the front and rear wings derives directly from the last versions used on the F2012, partly because development of that car ran all the way to the final race of last season. However, the aerodynamic elements shown on the car are only those from the initial phase of development: significant modifications will be introduced in the weeks leading up to the first race and a busy development programme is already planned. The drag reduction system on the rear wing has been revised and optimised to make the most of the modifications to the Sporting Regulations that come into play this year. There are detailed changes to the design of the brake ducts, both front and rear and work has been carried out with Brembo on optimising the braking system overall. During both the design and production stages, great attention has been paid to weight reduction and on increasing rigidity. This theme was carried out through all departments working together – Chassis, Engine and Electronics and Production – which bears witness to the importance of being able to design and build a car with everyone working side by side in the same place, which has always been the case at Ferrari.
The engine on the F138 is an evolution of the one fitted to the car last year, inevitably given that the technical regulations forbid modifications to internal components aimed at improving performance. Given the consequent difficulty of finding performance increases through internal modifications, work was intensified on ensuring that the engine’s performance level remained as high as possible throughout the lifecycle of each power unit, which has now reached an average life of three races.
The kinetic energy recovery system retains its location in the lower-central part of the car, a strategic choice which has always been adopted by the team, partly with the aim of ensuring maximum safety. Once again this year, a great deal of effort has gone into reducing its weight and size, at the same time improving the efficiency of some of its components and, as in the case of the engine, maintaining the highest performance level throughout the KERS usage cycle. The technical collaboration with Shell, which has run for several decades now, has led to further progress on the fuel and lubricants front, aimed at increasing performance in overall terms and also on maintaining it throughout the engine’s life, as well as reducing consumption.
As for the electronics, it is worth noting the introduction, ahead of schedule, of the single control unit that will be used in 2014. This has involved a lot of work to integrate and control all its features in terms of both software and hardware.
In keeping with a Ferrari tradition, much time has been dedicated to the performance and improvement of the materials used, at the design stage of each of the six thousand or so components which make up the car, in order to make all the on-track work more effective and efficient. Obviously, quality control remains a vital aspect, with the aim of achieving the highest levels of performance and reliability, at the same time as maintaining the highest safety standards possible.
With only twelve days of testing available before the start of the Championship, the preparatory work on the test benches prior to the car’s track debut, has taken on even more importance. The three test sessions – at Jerez de la Frontera and Barcelona – will allow the team to get to understand the behaviour of the F138 and to adapt it to the new Pirelli tyres: in fact, tyre use is an area that has seen a lot of work both at the design stage and in its management at the track. Also very important and something that will not only be restricted to the winter months, has been the effort invested in areas that could influence the result of a Grand Prix, such as the team’s pit stop work, reduction of time spent going through the pit lane, strategy management and the start procedure.
Whilst the F138 may at first glance be very similar to the F2012 there are some interesting detail differences. Starting at the rear there are some nice details around the rear suspension. The pull rod layout is retained as expected and the exhaust solution is straight from the F2012, but note the neat little panel on top of the brake duct (below)
The purpose of the gills in the plate above the brake duct is not clear, also of note in the above image is the inboard pickup point of the rear upper wishbone arm, is suggests that the transmission is quite low (though not as low as recent Willliams rear ends) with the pick up points on a vertical spar running from the top of the transmission casing. Finally just visible is the shrouded driveshaft.
The roll hoop treatment on the F138 is straight from the F2012, with three cooling ducts the uppermost sits slightly behind the main duct and cools the gearbox, the main duct feeds the plenum and the smaller duct behind the tiny roll hoop support is likely to cool something in the energy recovery system. Compare the F138 design (above) with that of the F2012 (below). They are incredibly similar but there are differences, the roll over structure support has a slight rearward rake on the F138 but is still incredibly small.
The exhaust exit comes directly from the F2012, additional cooling slots in the bodywork are just visible in the image below all be it they are blanked off. The engine cover drops off sharply at the rear below the shark fin.
Under the F of the FIAT logo there is a bulge, this is almost certainly caused by the rear of the engine. Its shape hints that the engine may be canted forward slightly but it is impossible to tell without looking under the covers!
The cooling gills alongside the transmission seen on the F2012 have carried over to the rear of the F138. The blanked off additional cooling vent is also clear to see. Compare the F138 layout above with the F2012 below.
The rear wing on the F138 is very interesting indeed especially the endplates, the trailing edge of which are slatted, something not seen previously in F1. Its likely that rival teams will already be investigating the influence of the slats.
The interest is not all at the rear of the car however, at the front it is obvious that Ferrari have opted for the ‘vanity’ panel. The blunt nose is a carry over from the F2012 but the wing support shape is also a symptom of the regulations which restrict cross sections in some areas.
The front wing in the image above carries over from the F2012, a new item is likely to appear at Jerez.
Looking back at the rear suspension, the view from above is quite interesting, the ‘F-bulge’ is evident as is the dumbbell shape of the rear wishbone arms. Note the lack of central air exit. Ahead of the rear wheels note the vents in the floor, these caused a legality debate last year when Red Bull fitted a similar solution to the RB8 which was not linked to the outer edge of the floor which is not legal. The Ferrari solution links the vents to the outer edge with a tiny slit meaning that they are not holes at all. Cunning eh!
The front pull rod suspension has been revised but is still very similar to the F2012.
“The car we will race in Melbourne will be quite different to the one seen at the launch and the first test,” explains Resta. “In the past few weeks we have improved and indeed in those ahead of us now, we can improve further, the performance of the car, which guarantees that the F138 in Melbourne will be significantly different to the F138 at Test 1…and hopefully quicker. I am reasonably happy with the car so far as there was a significant performance gap to be closed, something which we cannot deny, but I think we have done a good job in all areas, trying to cover all the weak points of its predecessor.”
TEST 01: JEREZ
A nice look at the diffuser of the F138 diffuser could be had in the pit lane at Jerez, note the gearbox oil cooler just visible in the image below.
Another angles shows off some of the vertical turning vanes above the diffuser on the floor of the car (below)
The F138 has gained some cooling gills under the rollhoop, in the position common to Sauber and Lotus (below)
Ferrari use a different colour flow vis to the rest of the teams in F1, it looks more like lubrication oils from the machine shop, seen here on the cars splitter.
During some of the runs at Jerez the Ferrari featured a mysterious large duct under its nose. Its purpose is far from clear.
TEST 02: BARCELONA
Chassis: Not disclosed
This very interesting image of the rear of the F138 shows the angle of the monkey seat winglet as well as the vented brake duct turning vane. Some sculpting around the centre of the cars floor is also evident.
The F138 was fitted with this unusual (broken?) sensor at Barcelona, note the Brembo calliper located at the base of the wheel, lowering the centre of gravity.
TEST 03: BARCELONA
Chassis: Not disclosed
Ferrari completed a total of 1069 laps of the two Spanish tracks: 3682km from the last two sessions at the Catalunya circuit plus a further 1231km in Jerez making up a total of 4913km. These are the figures that count for the data analysis that the Scuderia’s engineers have been carrying out to understand the behaviour of the F138 – with particular attention paid to the tyres, which have been designed to provide a better show and, as a result, the “thrill” of unpredictability.
It was this very point that Pat Fry, Scuderia Ferrari’s Technical Director, emphasised in his evaluation of this intense month of testing: “All the teams, ourselves included, will still have a lot to learn about the tyres in Melbourne. The performance and the degradation of the tyres will be the determining factor in establishing how competitive everyone is. Albert Park is a partial street circuit – it is only used for racing a few times during the year – so it will be interesting to see how the tyres behave in higher temperatures.”
Asked about the comparative performance of the teams, Fry added: “During these days of testing we have just concentrated on our own work programme. There are some quick cars but frankly our attention has been very much on the work linked to the F138’s development, collecting data on the new parts that we have brought, especially in this final test. The positive thing is that our aerodynamic simulations – both from the wind tunnel and CFD – have given us the results we had been hoping to see on the track. You can never have a 100% correlation but this is an encouraging sign for the new parts that we aim to bring to the first races, starting in Melbourne.”
Ferrari revised the angle of the exhaust channel at the final test. Compare the new layout with the old (above & below)
A nice look at the exhaust channel of the F138 note the kink in the channel wall, also the bulges in the bodywork around the exit (below).
Things did not all go to plan for Ferrari at Barcelona an upright failure saw a front wheel part company with the car nicely revealing the brake housing and front splitter. Also note the cooling duct under the cockpit.
The mystery duct under the nose reappeared at Motmelo, the only suggestion as to its purpose is some kind of as yet unseen wing stalling device. It is too large for driver cooling, and is oddly placed for component cooling (i.e. KERS)
The F138 was fitted with nose strakes on the final day of testing at Barcelona, these have not been used on the car before.
RACE 01: ALBERT PARK, MELBOURNE, AUSTRALIA
Car: 03
Chassis: 299
Result: 2nd
Car: 04
Chassis: 300
Result: 4th
Ferrari tried out two different aerodynamic packages at the rear of the car, chassis 299 can be seen above. Chassis 300 in comparison had a different engine cover and a cooling slot alongside the exhaust channel (below)
RACE 02: SEPANG, SELANGOR, MALAYSIA
Car: 03
Chassis: 299
Result: DNF (contact)
Car: 04
Chassis: 300
Result: 5th
Ferrari ran revised centreline cooling outlets in Malaysia
RACE 03: JIADONG, SHANGHAI, CHINA
Car: 03
Chassis: 299
Result: 1st
Car: 04
Chassis: 300
Result: 6th
Stefano Domenicali: “I am pleased with the result for the team as a whole today and clearly with winning a race that looked like being a difficult one from many points of view, starting with tyre management. After what happened in Malaysia, I am particularly happy to see Fernando on the top step of the podium, because it’s the best possible turnaround and it’s down to a great job from the guys here at the track and in Maranello. However, I am sorry for Felipe who, because of graining, was unable to make the most of his potential, nor to secure the result he could have aimed for after his great start. This is only the third race and in a few days we will already be back on track to take on another challenge in Bahrain. In this first part of the championship it is harder than ever to come up with an accurate evaluation of the hierarchy in the field: between qualifying and the race we have seen contrasting performances for some teams and therefore we must concentrate very hard on improving the car over the single lap in qualifying, while maintaining the performance level we have seen over the long runs”.
Pat Fry: “The great start from both cars was certainly the best way to begin the race. We knew the Mercedes would have a slightly higher degradation than us and the double overtaking move on Hamilton at the start of Lap 5 meant we got into the lead immediately. We also knew that we would rejoin in traffic after the first pit stop, without knowing if we would have been able to overtake the cars that were on the Medium: the move paid off for Fernando with his stop on the sixth lap, while for Felipe, who pitted on lap 7, it was more difficult, especially as he had some graining which meant he was not able to finish any higher. Overall, the F138 showed that it has a good pace and we can take satisfaction from that. Now we must immediately turn the page and concentrate on the race coming up in Bahrain. We are absolutely aware that we still have a lot of work to do on qualifying performance if we want to make the most of our race pace”.
Ferrari revised its front wing endplate for Shanghai, compare the new version above with the old version below.
With the F138 featuring many changes it was hard to detail them all but some at the rear of the car were hard to miss.
The rear brake duct winglets (above) are now being run without the large endplate (below) used in previous races and in testing.
RACE 04: SAKHIR, BAHRAIN
Car: 03
Chassis: 299
Result: 8th
Car: 04
Chassis: 300
Result: 15th
Stefano Domenicali: “This is definitely not the outcome we expected after showing all weekend long that we were capable of fighting for the top places. Today’s result needs to be put behind us in a hurry, although there is a feeling of great disappointment that we were unable to bring home the hoped for result. Despite his problem with the DRS, Fernando produced a blistering drive, pulling off overtaking moves and setting lap times that were absolutely incredible. Felipe’s race was also very complicated: first of all he was involved in a collision at the start of the race, which damaged the front wing on his F138, then he had tyre problems which compromised his race still further. An initial analysis after the first four races indicates that we did not pick up as many points as we should have done. In just over three weeks, we will be back on track in Europe and it will be important to turn this trend around immediately. Until then, we will knuckle down and continue with the development of a car that still has plenty of potential to offer”.
Pat Fry: “This was a very complicated Sunday for both drivers. On lap 6, a problem occurred with the DRS on Fernando’s car which forced us to bring forward his first stop to try and fix the rear wing which literally turned upside down. The first attempt from the mechanics was not enough to fix the problem and a second stop to try and fix it further cost valuable time. It’s a real shame because even with a damaged car, his race pace was among the best and it should have been enough to see us finish second or even fight for the win. Massa didn’t have an easy time either and after the collision immediately after the start came problems with his tyres: it’s not yet clear what provoked the first incident, while the second was almost certainly a puncture. It’s very probable that in part, this can be attributed to debris on the track. Even though we missed out on a good result we leave Bahrain in the knowledge that we can fight at the front and so we are even more motivated to keep improving”.
Additional cooling vents appeared on the lower flank of the F138 to cope with the high temperatures in Bahrain.
