AMuS interviewed Aldo Costa and it's not a proper translation, but I hope you can generally make sense of things. The more interesting questions are at the end of the interview. What the rule changes are in comparison to last year? Aldo Costa: It is a very great reform, though not as large as 2009, when practically everything changed. Large with respect to many areas and that makes it so hard this year: the tires, the diffuser, KERS, the adjustable rear wing, the new chassis rules, all influences on the design of the car. Greater is the chance this year to do something wrong? Costa: I do not think so. One must always exercise caution in some areas, such as, but not more than in previous years. Are not you nervous that any finds a loophole? Costa: I share innovations in two categories: real loopholes and new ideas. The double diffuser was a loophole. The diffuser is usually now but so clearly defined that there can hardly be a trick. In terms of new ideas, anything is possible. We work in all possible directions. Why do we see the last two years, the move away from optimizing the way to spectacular innovation? Costa: It has something of the major regulatory reforms in 2009 to do with security. Everyone has been working on new concepts. As long as the rules are not stable, we will see many innovations. Only when the rules of three or four years are stable again, we come back in the optimization phase. Pirelli is the great unknown. What you have taken the design to be surprised as little as possible? Costa: It's not an easy task. The switch from Bridgestone Pirelli took place very late. The Pirelli engineers began in August with the construction of the tires. We got the tire data later. In the short time Pirelli has done a good job. We had the design of the chassis of the car and leave enough room for maneuver to respond to surprises at all can. Especially during setup. When the suspension geometry is not to make much. The subject also aerodynamic constraints. We still think of some solutions can be different to us. All aim as best as possible to use the tires. When will you be able to understand the tire hundred percent? Costa: That takes time. The adjustment to the tire is a dynamic process, as well as the change. In the area of the mixtures will be new developments. Pirelli is so short here that they need every km, to learn. What are the differences between Bridgestone and Pirelli? Costa: In terms of general characteristics of the construction, we're not talking about day and night. The major differences lie in the durability of the tires. Is it a relief that the weight distribution is fixed? Costa: It was a good decision by the team. Other circumstances would be the outcome of the World Cup was held under circumstances happier. Imagine, one would have an extreme weight distribution of the nail on the head met. You can achieve with the diffuser clipped the same output values as before? Costa: We are still in early stages of development. It is hard to say whether we can catch it. It also depends on the rate of development during the season from. To what extent is the shape of the car determined by the diffuser? Costa: At the front of the car, the shape is mainly determined by the changes in the chassis area. For the rear it is very clear: The smaller, the better. Therefore, our rear area will change significantly before the first race. What is more important at the rear end: Flat or narrow? Costa: We see different trends. Obviously, we as engineers do not agree. It is hard to say who is right. The layout of the rear suspension and the layout of the exhaust determine the shape of the rear, too. The exhaust is still an important tool to help the diffuser. We will see many different layouts during the season. One team has already shown an extreme solution. Is it hard to copy the Renault idea? Costa: I would say yes. The exhaust from Renault must be integrated into the chassis design; you have to think twice about how to position the radiators and electronics. It takes a long time to copy the concept. Is it an advantage that Ferrari has gone already with KERS in 2009? Costa: For us, 2009 was a good experience. This gave us a good starting base for further development. The use will depend on what we want to do with the weight of the KERS components. It does not necessarily mean that we will use KERS everywhere. For heavier drivers, it may be an advantage to take it out on certain tracks. How will that affect the adjustable rear wing, the training and race strategy? Costa: That we will not know until after a few races. We have to, before moving to the best use of us. The FIA has not spoken the last word, when and how the wings may be used in the race. Since everything is in it. Either overtaking is easy or impossible. In qualifying, it is difficult for the driver because he KERS can combine the rear wing and as best lap time in order to reach. The proper use of KERS I think from the rider to be more difficult. The operation of the rear wing is flesh and blood go into how the use of the F-shaft. Still, I see no major problems. Today's generation of drivers is conditioned to be able to something. http://www.auto-motor-und-sport.de/...lt-idee-zu-kopieren-dauert-lange-3434544.html
