The story of Scuderia Ferrari’s build-up to the 2014 Formula One season.

Unprecedented access to Scuderia Ferrari Formula One factory makes for a fascinating behind the scenes look at how the most famous race team in the world prepares for the 2014 FIA Formula One World Championship, featuring candid comments from key personnel, as well as drivers Fernando Alonso and Kimi Räikkönen.

“Ferrari is the only team for whom coming second is a disaster,” says a leading F1 journalist in “Horse Power.” The film follows the final stages of the build up to the 2014 Formula One season, which sees the biggest changes to the technical rules of the sport in over two decades.

For Scuderia Ferrari and its longest serving Technical Partner Shell, the revolution is the perfect opportunity to seize both the Drivers’ and Constructors’ World Championships and return the Prancing Horse to the number one spot.

New rules mean engine power and fuel economy become the key factors in establishing a team’s position in the pecking order. The journey from the engine designer’s drawing board to the racetrack is a perilous one, because the new power units mark a return to turbocharging which entails a daunting job when it comes to cooling the power unit. Shell has worked flat out to provide lubricants that will contribute to the process without sapping horsepower.

The tension ramps up in Maranello as the first race approaches and the film follows Fernando Alonso as he is locked down into the Ferrari simulator to get his first taste of driving a “virtual” 2014 car and Kimi Räikkönen, the mercurial Finn who returns to the Scuderia this year, as he drives the car on track for the very first time. “Horse Power” takes you behind the scenes to show never before seen areas of the
Scuderia Ferrari factory, home to the legendary team, the only one on the grid that makes it’s own engines in-house. You can also catch a rare glimpse The story of Scuderia Ferrari’s build-up to the 2014 Formula One season.

Motorsport fans can learn more about Shell’s Technical Partnership with Scuderia Ferrari by visiting


Scuderia Ferrari F14 T Formula One™ car

Technical specifications

The F14 T is the sixtieth car built by Ferrari specifically to take part in the Formula One World

Championship. The designation comes from the combination of the current year and the introduction ofthe turbocharger to the engine.

Although the traditional gestation period for a new Formula One design is a little over twelve months, this project, which goes by the internal code name 665, began life more than two years ago. 2014 is an exceptional year in the history of the sport, with a raft of rule changes that required an early start to allow the ground-up revision of every aspect of the car’s design. To cope with the unprecedented challenge of running three F1 car projects simultaneously during 2012, the Scuderia was fortunate to be able to call on the talents of experienced engineers to guide the project in its early stages.


Followers of the Scuderia will be able to see some of the heritage of earlier Ferrari designs in the F14 T – the obvious areas of continuity are the pull-rod front and rear suspension. However, beyond this superficial similarity there is little to connect the 2014 car to its predecessors. Externally, the car is very different to the cars of recent years: changes to the regulations to lower the chassis and nose in the interests of driver safety give the

F14 T a very different appearance to the 2013 F138, and presented the designers with a real challenge to repackage the front suspension into a much lower monocoque. The 2014 rear wing family shares nothing with the previous year’s design owing to three rule changes. The changes require a much larger-stroke DRS, a much smaller overall rear-wing depth and removal of the beam wing, therefore requiring the main plane to be supported by central pillars. The 2014 front wing is narrower, with a width reduction of 75 mm per side in order to make it less vulnerable to collisions with other cars and with the barriers. This change, perhaps one of the less noticeable visual differences to the 2013 cars, has a profound effect on the aerodynamics of the car. The front wings used since 2009 have all featured elaborate measures to encourage the wake of the front wing endplates to pass around the outside of the front tyres in order to maximize the downforce on the car. A change of just 75mm to the position of the wing endplate has required completely revised front-wing aerodynamics for 2014.


Although the external differences are striking, the largest changes occur beneath the skin of the car. The new car has completely different cooling requirements from any of its predecessors. Engine oil and water radiators shrink in size due to the relatively smaller size of the V6 internal-combustion element of the power unit. However, space had to be found to accommodate an intercooler for the turbocharger system, and to manage heat rejection from Energy Recovery System (ERS) components which is considerably higher than that of their KERS predecessors. Given that better cooling allows increased horsepower, but better cooling also damages downforce generation, it was necessary to decide very carefully on the correct level of overall cooling for the car in order to provide the best lap-time compromise between horsepower and downforce. This is one of the key areas where having the design of both power unit and chassis under one roof has been strongly to the benefit of the Scuderia. Having decided on the correct overall level of cooling, packaging the resultant cooler components and managing the correct airflow to them is a challenge which has absorbed a significant amount of design time in order to ensure that the F14 T is able to retain the sharply tapered bodywork that enables the design to produce optimum downforce.


The braking system has been completely redesigned to adapt the car to the changes in the regulations. This has involved ensuring increased braking capacity at the front of the car, while working with Brembo to reduce the size of the hydraulic caliper at the rear to compensate for the greater braking effort that is supplied by the ERS motor. In addition, the F14 T will have a brake-by-wire system for the first time, as permitted by the regulations, to allow optimization of pedal-pressure consistency and brake-balance control as the ERS braking contribution changes during the braking phase.


The 2014 power units produce greater peak power than their 2013 counterparts, and do so at lower RPM with higher torque. Furthermore, the regulations require teams to fix a choice of just 8 gear ratios for the season. This places very different requirements on the transmission compared to the previous generation of Formula One cars. The F14 T transmission has been designed with the aim of preserving a highly efficient delivery of power through the drivetrain, while producing the best possible starts and high levels of reliability.

Weight and tyres

The sheer complexity of the 2014 regulations produces a layout that is significantly harder to deliver beneath the weight limit (691 kg) than in previous years. Weight control has been an important part of the project from the outset, in order to povide a car with a workable amount of ballast that will permit the team to operate and develop the car throughout the season. Equally important will be the car’s integration with the new tyres that Pirelli is introducing this year. The ability of the F14 T to get the most out of the tyre characteristics will be one of the cornerstones in terms of determining whether the design team’s overall efforts will deliver the hoped-for results.

~ Sunday Slacker Magazine