Ferrari F1/87: Difference between revisions
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Although it was one of the most powerful cars of the 1988 field at around {{Convert|650|bhp|kW PS|0|abbr=on}}, the F1/87/88C's biggest problem was fuel consumption compared to the rival [[Honda Racing F1|Honda]] engines used by McLaren. Ferrari, unlike Honda who had built a completely new V6 engine to cope with the lower turbo limit of 2.5 bar, had only updated their 1987 engine for 1988 and in the first half of the season suffered badly with fuel consumption. At the British GP for instance Berger led for the field together with McLaren's [[Ayrton Senna]], building up a large cushion over the rest of the field before being forced to back off to conserve fuel. While Senna went on to a comfortable win in very wet conditions Berger was forced to drive slower and slower and still ran out of fuel coming out of the Woodcote Chicane on the last lap. As a result he fell from 5th to 9th, being passed by World Champion [[Nelson Piquet]] in his [[Lotus 100T|Lotus]]-Honda, the [[Arrows Grand Prix International|Arrows]] [[Megatron (engine)|Megatron's]] of [[Derek Warwick]] and [[Eddie Cheever]] and the [[Williams FW12|Williams]]-[[Judd (engine)#CV|Judd]] of [[Riccardo Patrese]] in the space of about 400 metres (Alboreto had alredy run out of fuel 3 laps from the finish). Both Berger and Alboreto being forced to back off because of fuel consumption problems were a feature of the teams 1988 season, although the problem seemed to have been righted to some extent before the team's surprise 1-2 at Monza. |
Although it was one of the most powerful cars of the 1988 field at around {{Convert|650|bhp|kW PS|0|abbr=on}}, the F1/87/88C's biggest problem was fuel consumption compared to the rival [[Honda Racing F1|Honda]] engines used by McLaren. Ferrari, unlike Honda who had built a completely new V6 engine to cope with the lower turbo limit of 2.5 bar, had only updated their 1987 engine for 1988 and in the first half of the season suffered badly with fuel consumption. At the British GP for instance Berger led for the field together with McLaren's [[Ayrton Senna]], building up a large cushion over the rest of the field before being forced to back off to conserve fuel. While Senna went on to a comfortable win in very wet conditions Berger was forced to drive slower and slower and still ran out of fuel coming out of the Woodcote Chicane on the last lap. As a result he fell from 5th to 9th, being passed by World Champion [[Nelson Piquet]] in his [[Lotus 100T|Lotus]]-Honda, the [[Arrows Grand Prix International|Arrows]] [[Megatron (engine)|Megatron's]] of [[Derek Warwick]] and [[Eddie Cheever]] and the [[Williams FW12|Williams]]-[[Judd (engine)#CV|Judd]] of [[Riccardo Patrese]] in the space of about 400 metres (Alboreto had alredy run out of fuel 3 laps from the finish). Both Berger and Alboreto being forced to back off because of fuel consumption problems were a feature of the teams 1988 season, although the problem seemed to have been righted to some extent before the team's surprise 1-2 at Monza. |
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Early in the season, the team's Technical Director John Barnard had recommended to the team's engineers that they reduce the Tipo 033A's [[rpm]]'s by 1,000 and re-map the engine to compensate for the loss in power. Unfortunately, Barnard's relationship with the team was strained as he didn't work out of the factory in [[Maranello]], but instead worked at the Ferrari Technical Office he had set up in [[Guildford]] in [[England]]. |
Early in the season, the team's Technical Director John Barnard had recommended to the team's engineers that they reduce the Tipo 033A's [[rpm]]'s by 1,000 and re-map the engine to compensate for the loss in power. Unfortunately, Barnard's relationship with the team was strained as he didn't work out of the factory in [[Maranello]], but instead worked at the Ferrari Technical Office he had set up in [[Guildford]] in [[England]]. Barnard did this so as to be able to work away from the distractions of the factory (and reportedly to be away from the Ferrari loving Italian press). He had also banned wine from the teams lunch table at both testing and races, a move which proved unpopular with Ferrari's mostly Italian mechanics). Consequently his advice was ignored and the team continued to struggle on fuel consumption. It was not until before the Grand Prix at Monza that changes were made to the engines which happened to match Barnard's original suggestions. Predictably the result of the changes was better fuel economy without power loss, though the Ferrari's were still thirstier than the Honda's. |
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During the 1988 season, Berger's #28 Ferrari speed trapped the highest of all 1988 cars when he was clocked at {{Convert|328|km/h|mph|0|abbr=on}} in practice for the [[1988 German Grand Prix|German Grand Prix]] at the old [[Hockenheimring|Hockenheim]] circuit. This compared to the [[McLaren MP4/4|McLaren]]-Honda's recorded top speed of {{Convert|320|km/h|mph|0|abbr=on}} at the same meeting, while the fastest recorded 'atmo' car was the Judd engined [[March 881]] of [[Ivan Capelli]] which recorded {{Convert|312|km/h|mph|0|abbr=on}}. |
During the 1988 season, Berger's #28 Ferrari speed trapped the highest of all 1988 cars when he was clocked at {{Convert|328|km/h|mph|0|abbr=on}} in practice for the [[1988 German Grand Prix|German Grand Prix]] at the old [[Hockenheimring|Hockenheim]] circuit. This compared to the [[McLaren MP4/4|McLaren]]-Honda's recorded top speed of {{Convert|320|km/h|mph|0|abbr=on}} at the same meeting, while the fastest recorded 'atmo' car was the Judd engined [[March 881]] of [[Ivan Capelli]] which recorded {{Convert|312|km/h|mph|0|abbr=on}}. |
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Revision as of 19:11, 22 June 2013
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| Category | Formula One | ||||||||
|---|---|---|---|---|---|---|---|---|---|
| Constructor | Ferrari | ||||||||
| Designer(s) | Gustav Brunner | ||||||||
| Predecessor | F1/86 | ||||||||
| Successor | 640 | ||||||||
| Technical specifications[1][2][3] | |||||||||
| Chassis | Kevlar and Carbon fibre composite monocoque | ||||||||
| Suspension (front) | Double wishbones, pull-rod actuated coil springs over telescopic shock absorbers, anti-roll bar | ||||||||
| Suspension (rear) | Double wishbones, pull-rod actuated coil springs over telescopic shock absorbers, anti-roll bar | ||||||||
| Axle track | Front: 1,791 mm (70.5 in) Rear: 1,673 mm (65.9 in) | ||||||||
| Wheelbase | 2,800 mm (110 in) | ||||||||
| Engine | 1987: mid-engine, longitudinally mounted, 1,496 cc (91.3 cu in), Ferrari Tipo 033, 90° V6, turbo 1988:mid-engine, longitudinally mounted, 1,496 cc (91.3 cu in), Ferrari Tipo 033A, 90° V6, turbo 1987: 4.0 Bar turbo limited 1988: 2.5 Bar turbo limited | ||||||||
| Transmission | Ferrari 6-speed manual Torsen | ||||||||
| Weight | 542 kg (1,195 lb) | ||||||||
| Fuel | Agip | ||||||||
| Tyres | Goodyear | ||||||||
| Competition history | |||||||||
| Notable entrants | Scuderia Ferrari SpA SEFAC | ||||||||
| Notable drivers | 27.  Michele Alboreto28.  Gerhard Berger | ||||||||
| Debut | 1987 Brazilian Grand Prix | ||||||||
| |||||||||
| Constructors' Championships | 0 | ||||||||
| Drivers' Championships | 0 | ||||||||
The Ferrari F1/87 is a Formula One racing car used by the Ferrari team during the 1987 Formula One season. The car was driven by Michele Alboreto (number 27) and Gerhard Berger (number 28) and replaced the Ferrari F1/86 used in 1986. Gustav Brunner designed the car with assistance from John Barnard. The F1/87 featured a six speed gearbox and a turbo charged 1.5 litre V6 engine. Gerhard Berger scored two victories in the F1/87 at the 1987 Japanese Grand Prix and 1987 Australian Grand Prix and three pole positions. The car demonstrated flashes of its potential early in the season with Alboreto for a short time leading the San Marino Grand Prix. However, reliability issues were a major concern. From the Hungarian Grand Prix onwards, Ferrari looked to have a car as quick as any of their rivals. Berger challenged Mansell for the lead at the Hungarian Grand Prix before being forced to retire. The Austrian also nearly won the Portuguese Grand Prix before spinning and the Mexican Grand Prix which he was leading before reliability issues forced him out once again. The season finished on a high with dominating victories for Berger in the final two rounds and Alboreto made it a Ferrari 1-2 in Adelaide after Senna's disqualification. Ferrari went into 1988 as one of the favourites for the championship.
F1/87/88C
For 1988, the car was updated to conform to the new regulations and renamed the F1/87/88C. The car also featured new front and rear wings and a slightly lower engine cover due to the reduction in the fuel tank limit from 195 to 150 litres. The drivers Michele Alboreto and Gerhard Berger finished third and fifth in the driver's championship with Ferrari finishing second to McLaren in the Constructors Championship. The F1/87/88C scored one pole position at the British Grand Prix at Silverstone and one victory at the Italian Grand Prix in Monza.
Although it was one of the most powerful cars of the 1988 field at around 650 bhp (485 kW; 659 PS), the F1/87/88C's biggest problem was fuel consumption compared to the rival Honda engines used by McLaren. Ferrari, unlike Honda who had built a completely new V6 engine to cope with the lower turbo limit of 2.5 bar, had only updated their 1987 engine for 1988 and in the first half of the season suffered badly with fuel consumption. At the British GP for instance Berger led for the field together with McLaren's Ayrton Senna, building up a large cushion over the rest of the field before being forced to back off to conserve fuel. While Senna went on to a comfortable win in very wet conditions Berger was forced to drive slower and slower and still ran out of fuel coming out of the Woodcote Chicane on the last lap. As a result he fell from 5th to 9th, being passed by World Champion Nelson Piquet in his Lotus-Honda, the Arrows Megatron's of Derek Warwick and Eddie Cheever and the Williams-Judd of Riccardo Patrese in the space of about 400 metres (Alboreto had alredy run out of fuel 3 laps from the finish). Both Berger and Alboreto being forced to back off because of fuel consumption problems were a feature of the teams 1988 season, although the problem seemed to have been righted to some extent before the team's surprise 1-2 at Monza.
Early in the season, the team's Technical Director John Barnard had recommended to the team's engineers that they reduce the Tipo 033A's rpm's by 1,000 and re-map the engine to compensate for the loss in power. Unfortunately, Barnard's relationship with the team was strained as he didn't work out of the factory in Maranello, but instead worked at the Ferrari Technical Office he had set up in Guildford in England. Barnard did this so as to be able to work away from the distractions of the factory (and reportedly to be away from the Ferrari loving Italian press). He had also banned wine from the teams lunch table at both testing and races, a move which proved unpopular with Ferrari's mostly Italian mechanics). Consequently his advice was ignored and the team continued to struggle on fuel consumption. It was not until before the Grand Prix at Monza that changes were made to the engines which happened to match Barnard's original suggestions. Predictably the result of the changes was better fuel economy without power loss, though the Ferrari's were still thirstier than the Honda's.
During the 1988 season, Berger's #28 Ferrari speed trapped the highest of all 1988 cars when he was clocked at 328 km/h (204 mph) in practice for the German Grand Prix at the old Hockenheim circuit. This compared to the McLaren-Honda's recorded top speed of 320 km/h (199 mph) at the same meeting, while the fastest recorded 'atmo' car was the Judd engined March 881 of Ivan Capelli which recorded 312 km/h (194 mph).
After taking pole at Silverstone, Berger put his achievement into perspective, stating that the ultra-fast circuit suited the Ferrari with its emphasis on outright top speed and not so much on acceleration. He correctly predicted that at Hockenheim the McLarens would be back on top, which proved correct despite the Ferrari being the fastest on the straights (in Germany, the circuit's Stadium section and the three chicanes breaking up the straights was where the Ferrari's lost some 1.5 seconds per lap to the McLarens). The Tipo 033A engine, while having good top end power, suffered from poor throttle response and a lack of low end power compared to the Honda's.
While using the F1/87 and 88C for the races during the 1987 and 1988 seasons, behind the scenes Ferrari were developing the revolutionary 3.5 litre normally aspirated V12 semi-automatic Ferrari 639 and Ferrari 640 which would make its debut in the 1989 season when turbo powered engines were banned from F1. Initially it was hoped that the V12 car would make its race debut in 1988, but continual problems with the semi-automatic gearbox that would haunt the team during the first half of 1989 (or more specifically, problems with the electrical system that controlled the unique 7 speed box) meant the team was forced to use the F1/87/88C for all of 1988. A modified version of the F1/87/88C was initially used as a test mule for the new V12 engine and semi-automatic gearbox until the 639, and later the 640, first appeared for testing late in 1988.
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Gerhard Berger driving the F1/87/88C at the 1988 Canadian Grand Prix. -
Michele Alboreto driving the F1/87/88C at the 1988 Canadian GP.
Complete Formula One results
(key) (results shown in bold indicate pole position; results in italics indicate fastest lap)
| Year | Team/Chassis | Engine | Tyres | Driver | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | Pts. | WCC |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1987 | Ferrari F1/87 |
Ferrari Tipo 033 V6 tc |
G | BRA | SMR | BEL | MON | DET | FRA | GBR | GER | HUN | AUT | ITA | POR | ESP | MEX | JPN | AUS | 53 | 4th | |
| Michele Alboreto | 8 | 3 | Ret | 3 | Ret | Ret | Ret | Ret | Ret | Ret | Ret | Ret | 15 | Ret | 4 | 2 | ||||||
| Gerhard Berger | 4 | Ret | Ret | 4 | 4 | Ret | Ret | Ret | Ret | Ret | 4 | 2 | Ret | Ret | 1 | 1 | ||||||
| 1988 | Ferrari F1/87/88C |
Ferrari Tipo 033A V6 tc |
G | BRA | SMR | MON | MEX | CAN | DET | FRA | GBR | GER | HUN | BEL | ITA | POR | ESP | JPN | AUS | 65 | 2nd | |
| Michele Alboreto | 5 | 18 | 3 | 4 | Ret | Ret | 3 | 17 | 4 | Ret | Ret | 2 | 5 | Ret | 11 | Ret | ||||||
| Gerhard Berger | 2 | 5 | 2 | 3 | Ret | Ret | 4 | 9 | 3 | 4 | Ret | 1 | Ret | 6 | 4 | Ret |
References
- ^ "1988 Ferrari F1-87/88C - Images, Specifications and Information". Ultimatecarpage.com. 2010-01-03. Retrieved 2010-08-23.
- ^ "STATS F1 • Ferrari F187". Statsf1.com. Retrieved 2010-08-23.
- ^ "STATS F1 • Ferrari F187/88C". Statsf1.com. Retrieved 2010-08-23.
External links
