TOYOTA TF107

   The Toyota TF107, fielded for the 2007 season, is the Japanese giant’s sixth Formula 1 single-seater. Despite enormous financial resources (at the time Toyota was considered the team with the largest budget on the grid), the new car struggles to live up to expectations, confirming the Cologne-based team’s difficulties in competing consistently with top teams such as Ferrari and McLaren. The new TF107 is the result of a project that is almost entirely new compared to its predecessor, with a particular focus on aerodynamic integration and on the new Bridgestone tyres, featuring less performant compounds as required by the FIA. At Toyota’s own request, John Howett, President of Toyota Motorsports GmbH (the team’s European headquarters with its operational base in Cologne, Germany) implements significant changes to the technical staff working under Team Principal Tsutomu Tomita, who is replaced midway through the season by his compatriot Tadashi Yamashina. Arriving directly from the Japanese headquarters are Yoshiaki Kinoshita (Executive Vice President – Technical) and Noritoshi Arai (Director of Technical Coordination), as well as Hiroshi Yajima (Chief Designer, Engine), who collaborates with Luca Marmorini on the development of the new Toyota RVX-07 power unit, a 2,398 cc 90° V8 capable of producing 750 hp at the maximum rev limit allowed by the technical regulations, 19,000 rpm.

TOYOTA TF107, Jarno Trulli
Istanbul, Turkish GP 2007

   New engineers also arrive from established teams, such as the Frenchman Pascal Vasselon (Senior General Manager Chassis), formerly of Renault and Michelin; Mark Tatham (Chief Designer), formerly of Williams; and the aerodynamicist duo Mark Gillan (Head of Aerodynamics), formerly of Jaguar, and Jason Sommerville (Deputy Head of Aerodynamics), formerly of Williams. Confirmed in their roles are David Neilsen (Chief Designer – Car Concept) and Olivier Hulot (Head of Electronics), in addition to the already mentioned Luca Marmorini (Engine Director). The continuous evolution of the aerodynamics leads the new TF107 to feature interesting solutions, although they are not always decisive in solving the car’s balance issues. The front monocoque is raised compared to the TF106 to allow a greater mass of air to flow towards the flat floor. Toyota also definitively adopts the “zero-keel” philosophy, anchoring the front suspension pick-up points directly to the chassis, a solution that had become virtually mandatory in the search for maximum front-end aerodynamic efficiency. One of the most distinctive visual features of the TF107, introduced in response to the innovation seen on the McLaren MP4-22, is the bridge wing: a secondary wing profile positioned above the nose, connecting the two sides of the front wing. Its function is to generate additional aerodynamic load on the front axle while simultaneously better directing airflow towards the upper surfaces of the sidepods and the airbox.

TOYOTA TF107, Ralf Schumacher
Montréal, Canadian GP 2007

   The TF107’s sidepods are more compact than those of the 2006 model and feature a very pronounced undercut beneath the radiator inlets, channeling airflow along the sides of the car towards the “coke bottle” area at the rear. Above the sidepods, the TF107 features a complex system of exhaust chimneys integrated with T-shaped vanes, designed to evacuate hot air from the radiators without excessively disturbing the airflow directed towards the rear wing. The true nerve center of Toyota’s aerodynamic concept, however, lies in the lateral deflectors behind the front wheels. These consist of multiple overlapping elements that act as genuine vortex generators, cleaning up the turbulent air produced by the rotation of the front wheels and sealing the sides of the flat floor to maximize downforce beneath the car. During the season, following the example set by the Ferrari F2007, Toyota also adopts lenticular rear wheel covers to reduce turbulence and improve brake cooling. Unfortunately for the Japanese team, the TF107’s aerodynamics perfectly exemplify how theoretical excellence in the wind tunnel does not always translate into dominance on track. Despite the Cologne team having one of the most advanced facilities in the world, the car suffers from chronic aerodynamic instability due to incorrect correlation between wind tunnel data and on-track behavior. Despite its aerodynamic sophistication, the TF107 is extremely sensitive to crosswinds and changes in direction. When the driver turns the steering wheel, airflow over the bargeboards breaks down abruptly, causing a sudden loss of downforce.

TOYOTA TF107, Jarno Trulli
Shanghai, Chinese GP 2007

   The TF107 was designed following the typical approach of Toyota’s corporate philosophy (Kaizen, or continuous improvement) and although it did not win races, it is technically one of the most refined and expensive cars on the grid. The new RVX-07 V8, built in Japan, is undoubtedly the most successful element of the entire package and is also supplied to Williams, which is able to achieve an excellent season precisely thanks to the quality of the Japanese power unit. The gearbox paired with the new engine is a modern longitudinal semi-automatic sequential unit featuring seamless shift technology, allowing gear changes without lifting off the throttle. The new chassis–suspension assembly is produced directly in Cologne and is modified compared to 2006 to optimize weight distribution. However, the TF107 suffers from excessive suspension stiffness linked to the chassis structure, resulting in difficulty using curbs and a particularly narrow operating window for the tyres.

TOYOTA TF107, Ralf Schumacher
Spa-Francorchamps, Belgian GP 2007  

   For the 2007 season, the race drivers are once again the German Ralf Schumacher and the Italian Jarno Trulli, with the Frenchman Franck Montagny and the Japanese drivers Kohei Hirate and Kamui Kobayashi serving as test and reserve drivers. Despite the quality guaranteed by the driver pairing, the results fall well short of corporate expectations. The TF107 is very fast in qualifying, especially in the hands of Jarno Trulli, a specialist in single-lap performance, but tends to wear its tyres too quickly in races, losing pace over long distances. Despite the car’s enviable reliability (not a single retirement in 17 races), after three points finishes in the first three races (one 8th place and two 7th places), the remainder of the season sees both drivers fighting only for midfield positions, with just four additional points finishes. At the end of the season, the total of 13 points earned secures Toyota sixth place in the Constructors’ Championship. Following the disappointing season, Ralf Schumacher chooses not to renew his contract for 2008, following in the footsteps of his brother Michael and retiring from competition.