New nose points to Ferrari future.

A radically altered front section heralded the new Ferrari F2001 at Maranello today, and hinted at further aerodynamic changes to come from the reigning world champions.

The new nose, lower and with a sharper profile than of late, was the first thing to strike the assembled media and guests gathered under the white marquee at a wet Maranello, pointing to a leaner, meaner 2001 challenger from the Scuderia. Determined to renew its battle with perennial rivals McLaren, the Italians have opted for a part revolution, part evolution assault on last year's successful F1-2000.

Along with the nose, which is expected to support a revised front wing raised in line with the new-for-2001 regulations and thought to mimic those already seen running on the new cars already launched by Jordan, Jaguar and Sauber, come longer sidepods and a revised, round, airbox above the driver's head. The slimmed down rear wing is also demanded by the new aerodynamic rules, while the overall appearance of the car is a sleeker appraisal of the 2000 title winner.

"The regulation changes for this year have been the biggest since 1998, and the aerodynamics have been optimised around the 2001 front and rear wing regulations, as well as the new side crash structure requirements," explained designer Rory Byrne.

"Because of the fundamental importance of aerodynamic efficiency, there has been extensive development in all areas of the car, particularly around the front wing as you can see, and also the rear wing system. There is an aggressive development programme in progress, which includes several items to be evaluated during testing in February, and raced from the start of the season."

The car was unveiled complete with its new 050-specification engine and, although not able to run for another few days while the engineers complete necessary crash tests, the car will start the season with this, as yet, untried unit.

Exact details of its layout have yet to be confirmed, but the V-angle is thought to be marginally wider than that on the 2000 version. Cast in aluminium to save weight, the powerplant is reported to have developed well over 800bhp on the dyno, and features the periscope exhaust system pioneered by Ferrari several seasons ago. The revised V-angle, if confirmed, is primarily expected to improve airflow to the slimline rear wing introduced by the FIA this year. Pneumatic valves, Magneti Marelli electronics remain as standard.

The engine is mated to a titanium seven-speed, longitudinally-mounted sequential gearbox, and mounted in a now traditional carbon-fibre and composite chassis, replete with the latest safety requirements.

"In order not to compromise aerodynamic performance, the shape of the side crash structures has been extensively researched, as well as the construction details, to be as weight efficient as possible while being capable of absorbing 100 per cent more energy than last year," Byrne explained.

"The monocoque structure itself has been extensively revised in order to withstand a 60 per cent increase in roll hoop load, this now being applied in forward and rearward directions, as well as increased loads on the cockpit rim due to the side crash requirements. The monocoque side panels are capable of withstanding four times the load and absorbing four times more energy in case of a side impact than last year's car.

"The transmission remains basically unchanged, with modifications to the lubrication system to improve efficiency. However, a completely new transmission, featuring new casing and internal parts, is being deigned, and will be evaluated mid-season.

"Water and oil systems have been designed to suit the cooling requirements of the new engine, and there is provision in the rear bulkhead for a centrally-mounted oil tank in front of the engine. There have also been refinements to the hydraulic system. The electronics have also been reviewed bearing in mind the changes to engine and gearbox management regulations from the Barcelona GP onwards.

"Over the past seven months, an incredible amount of effort has gone into research, structural optimisation, design and manufacture of the components for this all-new car, and this has been achieved while maintaining an extensive 2000 development programme for four of those seven months. Once again, everyone at Ferrari Gestione Sportiva has responded magnificently to the dual challenge and I would like to thank everyone concerned for their contribution."