FERRARI F399

   After the brilliant 1998 season, for the 1999 World Championship Ferrari introduced the new F399, a single-seater that was not exactly a revolution but rather the right evolution of an already excellent car like the F300. At the helm of the Italian Scuderia was once again Jean Todt, leading the fantastic team of engineers who, under the technical direction of Ross Brawn, brought the F399 to life.

FERRARI F399, Eddie Irvine
Spa-Francorchamps, Belgian GP 1999

   Practically every engineer who had worked on the '98 car retained their role, with Rory Byrne as Chief Designer, assisted once again by the Italian Aldo Costa; Nikolas Tombazis as Chief Aerodynamic Engineer, still supported by Willem Toet as Head of Aerodynamics. Toet, however, moved to the newly formed BAR team during the project and was worthily replaced by young Italian engineer Marco Fainello, who came from Fiat's Research Center, where he had been involved in vehicle dynamics projects, particularly for the Ferrari 348 road coupe, as well as acting as a consultant for the Alfa Romeo DTM team, contributing to the development of the successful 155 V6 TI that made history in the German touring car championship, battling on equal footing with the powerful Mercedes 190 EVO, Opel Calibra 4x4, Ford Sierra RS500, and BMW M3 E30 of that era. Giorgio Ascanelli remained Head of Research and Development, while engine design and development were again entrusted to Paolo Martinelli and Gilles Simon, who created the new 048, a 2996 cc V10 with an 80° bank angle.

FERRARI F399, Michael Schumacher
Catalunya, Spanish GP 1999

   The new engine was closely derived from the previous 047 but lightened by a few kilos thanks to the use of more advanced alloys. It was capable of producing a maximum power of 790 hp at 16,300 rpm but, above all, offered a very smooth power delivery managed by a Magneti Marelli electronic control unit, ideal for making the most of the new Bridgestone tires, which from this season became the sole supplier for all teams in the Circus. The chassis of the new F399, still a carbon fiber monocoque with honeycomb structure, was stiffer and further reinforced in the cockpit area, with the driver's position slightly lower and set further back compared to the F300.

FERRARI F399, Eddie Irvine
Imola, San Marino GP 1999

    Minor detailed modifications improved the aerodynamics of the car, which was now more refined overall. The front wing was completely new, the sidepods had a softer design, but most importantly, internal airflow was completely revised to improve thermal dissipation. The engine air intake was reshaped, and the top-exiting exhaust system, designed to direct exhaust gases upward to create a flow of hot air toward the rear wing, was further enhanced. Throughout the season, continuous aerodynamic refinements were made to improve the drag-to-downforce ratio, which effectively meant gaining horsepower or easing the strain on the now highly reliable engine. Equal attention was given to weight reduction, about 20 kilograms lighter than the previous car, allowing for a good amount of ballast to be distributed depending on the circuit. The seven-speed longitudinal semi-automatic gearbox (plus reverse) was slightly revised, built with a lighter structure and modified in the spacer and crash structure shape, while the double-wishbone push-rod suspension with torsion bars and telescopic dampers remained unchanged.

FERRARI F399, Mika Salo
Spa-Francorchamps, Belgian GP 1999

   In 1999, Ferrari retained the same driver lineup to race the new F399, with German champion Michael Schumacher as the lead driver and Northern Irishman Eddie Irvine as his reliable teammate. However, during the season, a severe accident sidelined Schumacher for six Grands Prix, forcing the team to promote Irvine to lead driver and hire Finnish driver Mika Salo as Schumacher’s replacement. The F399 immediately proved to be highly competitive, winning the opening race of the Championship in Australia with Irvine and continuing to fight for top positions with Schumacher until the British Grand Prix at Silverstone, where a brake failure at Stowe corner caused Schumacher to crash, breaking his leg and effectively ending his championship hopes. Despite this setback, the quality of the F399 allowed Irvine to fight on equal terms with Mika Häkkinen’s McLaren. With support from Salo and Schumacher, who returned for the final two races of the season, Irvine arrived at the last round in Japan with a 4-point lead over Häkkinen. Unfortunately, the weekend did not go Ferrari’s way, and as in 1998, Mika Häkkinen claimed the title. Ferrari, however, celebrated the Constructors' Championship, their first since 1983, scoring 128 points with 6 wins, 5 second places, and 4 third places, gaining the confidence that they had definitively entered a winning era.