Wolff Zimmerman, a former Mercedes employee, is responsible for the development of this engine, under the command of Enrico Gualtieri. So it should not be surprising what was already suspected: the turbo and compressor will not be a single element but two separate elements, united by a common axis as established by the norms. A solution that Mercedes adopted at the beginning of the current hybrid era and that little has been introduced by other motorists.
But what really seems to set this Ferrari engine apart is the miniaturization. It is an almost obligatory path for get the engine to condition the aerodynamics as little as possible and to be able to maximize and maximize the ‘Coca Cola shape’ in the rear of the car, one of the keys to aerodynamic efficiency.
Miniaturization is synonymous with risk. McLaren-Honda’s problems were initially due to this. Minimizing radiators to benefit aerodynamics is also risky. You have to be careful with these concepts.
Franco Nugnes, always well informed of the Cavallino’s internal movements, has written – on the Italian page of Motorsport.com – that Ferrari will adopt a new arrangement for your turbocharger, with the placement of the turbo inside the suction dome, which will imply a repositioning of the intercooler.
However, this provision is linked to another of the innovations that Ferrari seeks for its engine: the be able to dispense with variable length intake trumpets. These are considered to be, for now, the panacea to ensure that the engine adapts to any regime, obtaining in each case the highest possible power at all times. It is certainly something that arouses curiosity to know if it works.
It is understood that Ferrari will be reluctant to anticipate the engine freeze from 2022, not yet agreed but it can be this week. It is a great risk if there are serious problems. That is why initially it was thought to also develop a unit following the scheme of the one used in 2020, correcting bulk errors.
But Mattia Binotto – with the approval or direction of John Elkann – has chosen the path of taking risks even knowing that during 2022 they will not be able to introduce evolutions and that perhaps they will not be able to evolve the engine either in the following two years, 2023 and 2024 A risk dictated because time is short and it was difficult to work on two projects in parallel. And all this in the light of a limitation of the dyno hours and also a future budget limit for the engines.
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