FERRARI F2005

   The Ferrari F2005 is the fifty-first single-seater built by the Maranello team to compete in a Formula 1 World Championship. The project, identified by the internal code 656, represents Ferrari’s most complete interpretation of the new technical regulations introduced in 2005, whose main aerodynamic features had already been previewed by the F2004M (Modified) used in the first two races of the season. Team Principal Jean Todt still relied on the outstanding group of engineers led by Englishman Ross Brawn in the key role of Technical Director. The Design and Development Director was the South African Rory Byrne, while Italians Ignazio Lunetta, Aldo Costa, Marco Fainello, and Marco De Luca respectively held the positions of Head of R&D, Chief Designer, Head of Vehicle Dynamics, and Chief Aerodynamicist, with Briton John Iley remaining Head of Aerodynamics.

FERRARI F2005, Michael Schumacher
Imola, San Marino GP 2005

   The new chassis was a carbon-fiber honeycomb composite monocoque, lighter despite the need to reinforce the anti-intrusion side panels to meet stricter crash-test requirements. The shape was revised by modifying the sidepod inlets and deflector area. The sidepods were adapted to house the new cooling system. The engine cover was redesigned, as were the aerodynamic appendages on the sidepods, with an additional second winglet added near the roll-hoop area. Particularly distinctive was the front wing, featuring an additional small central profile to compensate for the reduced downforce imposed by the new regulations. The suspension consisted of independent double wishbones in a push-rod configuration, with torsion bar springs and telescopic dampers at the front, while the rear featured rotary hydraulic dampers. The exhaust layout was fundamentally new compared to the previous car, with the aerodynamic profiles around the tailpipes eliminated and the outlets now almost fully integrated into the bodywork.

FERRARI F2005, Michael Schumacher
Interlagos, Brazilian GP 2005

   The F2005 was also the last Ferrari Formula 1 car to use a V10 engine, the Ferrari Tipo 055. The goal of Engine Technical Director Paolo Martinelli, supported by Franco-Moroccan Gilles Simon as Engine Chief Designer, was to create a power unit capable of maintaining high performance levels while doubling its mileage, as the new rules required each engine to last for two consecutive race weekends. As always, Shell’s contribution in defining the most suitable fuels and lubricants was crucial. Great attention was given to efficiency and material optimization, design, and quality control, with the aim of increasing performance and maximizing safety, all within the new 2005 regulatory framework. Maximum power output reached around 865 hp at 18,300 rpm, though during qualifying runs it was pushed to 900/940 hp at 19,000 rpm, managed by a Magneti Marelli electronic indirect injection system. Although the transmission remained longitudinal, the entire rear structure was redesigned to best exploit the dimensions of the new gearbox, still a 7-speed sequential but built entirely in carbon fiber, with no more titanium components.

FERRARI F2005, Rubens Barrichello
Montecarlo, Monaco GP 2005

   After six consecutive Constructors’ Championships and five Drivers’ titles, the F2005 did not live up to the glory of its predecessors, securing only one victory and relegating Ferrari to its worst Constructors’ Championship result since 1995. The main reason for the poor performance was the Bridgestone tires used by the team, which were significantly less competitive than the Michelin tires run by most rival teams (Renault, McLaren, Toyota, Williams, BAR, Red Bull Racing, and Sauber), in line with a new strict rule for the 2005 season requiring a single set of tires to last the entire race weekend, including practice sessions, around 350 km compared to about 100 km in the previous season. Another factor in the car’s lack of competitiveness was the FIA-imposed aerodynamic changes: the rear diffuser was meant to generate more central downforce, but the Ferrari engine and gearbox design prevented optimal implementation. Ross Brawn himself admitted during the season that the car had aerodynamic problems and that the gearbox was bulkier compared to both previous Ferrari models and rival designs.

FERRARI F2005, Michael Schumacher
Istanbul Park, Turkish GP 2005 

   The driver lineup remained unchanged from 2004, with seven-time World Champion Michael Schumacher as lead driver and Brazilian Rubens Barrichello as his trusted teammate, supported by Italian Luca Badoer and Spaniard Marc Gené as test and reserve drivers. The F2005 debuted in Bahrain, the third round of the season, and immediately proved uncompetitive and unreliable, with three retirements (two for Schumacher and one for Barrichello) in the first three races. Only at Imola did Schumacher manage to climb to second place on the podium, and from mid-season the team found some consistency in results. The best result of the year remained the 1–2 finish at the United States Grand Prix, where, due to Michelin’s safety concerns about their tires, all Michelin-equipped teams withdrew and only six cars took the start (Ferrari, Jordan, and Minardi, all on Bridgestones). This turned out to be Ferrari’s only win of the season, and also Schumacher’s. At the end of the year, Ferrari finished third in the Constructors’ Championship with 100 points, far behind Renault (191) and McLaren-Mercedes (182). Schumacher placed third in the Drivers’ standings with 62 points, while Barrichello was only eighth with 38 points. However, the F2005 holds a unique record: during the opening ceremony of the 2006 Winter Olympics in Turin, the car, driven by Luca Badoer, performed a pit stop demonstration, remaining the only Formula 1 car ever to participate in an Olympic opening or closing ceremony.