Tatuus iMagazine

37 Is the new Formula 4 car in some ways more similar to a Formula Regional than the first‐generation car? "Yes, it is much more Formula Regional‐like than the old generation. This is because the new Formula 4 is designed based on technical regulations that are very similar to those of the Regional, from chassis dimensions to homologation loads (in some cases, they are even greater). In Tatuus, we tried to make the most of all the experience we got during the design and development of its big sister. We wanted to introduce functional solutions such as the separate boxes for the individual pedals to improve the driver's adaptability and ergonomics, or evolutions such as the gearbox with the ratios in front of the differential to centralize masses and reduce inertia." What aspects, on the other hand, made the Tatuus T‐014 a global success with more than 300 cars built? "Having championships directly recognized by the FIA has certainly helped. The clear path to get the F1 super license has been extra leverage to promote the series worldwide. As for the car, the strongest point was its practicality and simple management. The car was and still is a vehicle that really makes the driving skills and talent stand out, overshadowing everything else. As always, we tried to concentrate the pour the know‐ how gained through years of experience in single‐seaters into it, combining it with the quality products supplied by excellent Italian companies like Marelli, Brembo, OZ, and NextSolution, which now are long‐time Tatuus partners." What are the differences between the first and second‐generation Formula 4 car? "They are two completely different cars. Besides the engine, they have only the basic spirit in common. It's easy to understand by analyzing from what base their respective projects started. The first one was a natural evolution of the old Formula Renault 2000 and Formula Abarth cars. The second was kind of a downgrade of Formula Regional. To understand the differences and the distance, we can point out the safety standard that the driver seat now offers. In addition to the halo, we have implemented so‐called leg padding, three different seat sizes are available, and, as additional protection during side impacts, pre‐formed absorption foams are installed to fill the space between seat and body." What are the contact points and common features? "As mentioned, although they are completely different products, the common point is the reasoning behind the design. They are both training formula cars, designed to develop young drivers and take them by hand into car competition. They were born to gradually help young and talented drivers to mature and, with the right experience, turn them into professionals in the industry." As for Indy Pro and USF2000, has the introduction of the halo been welcomed by teams and drivers? What are the prospects for the two categories? "There have been no objections to the introduction of the halo, either from drivers or teams. However, the American market is different and quite distant from the rest of the world which is driven by the FIA. In the US, there is a national association that regulates racing and safety. They are very attached to what they have and tend to be reluctant to change. The need for increased safety did not lead to the natural replacement of the tubs. They initially opted to upgrade the current cars by adding structural elements to support the Indycar aeroscreen or the Indy Lights halo. The choice had quite heavy implications and undeniable technical challenges. From our part, the transition to a chassis with increased safety was more straightforward. The feasibility analysis found possible critical issues in installing the halo on the old chassis, and there was no other choice. According to the Anglo‐Saxon style, it was preferrable to make an upgrade kit and keep all the mechanics of the old machine rather than start from scratch with a new one. For the moment, I do not see the intention to make more evolutions. We will even start with a new championship based on the USF car, with simpler and more economical mechanics and less power. It will be the first step on the Road to Indy ladder, but with the same safety features offered by the two major series." Formula Regional, the T‐318 car, is also replicating the success of Formula 4, with more than 200 cars built since 2018. However, the expiration date of the current homologation is approaching. "We are working with the FIA and the other manufacturers to draft the new technical regulations that should come into effect in January 2024. In addition to the focus on safety, the guidelines are the same as in the higher championships. An increase on the spectacle side with the introduction of new rules on the aerodynamic package. We also need to make room for a hybrid option and to research how to make the car even more inclusive by further upgrading ergonomics with solutions to make driving less exhausting." Many news came from the UK. The British F4 championship welcomed the Tatuus T‐421, the first‐generation Formula 4 cars found an outlet in the newly formed GB4, and GB3 received a new aerodynamic package. "Although based on the mechanics of the first‐generation Formula 4 car, the new GB3 is equipped with an upgraded chassis and an evolved aerodynamic kit, which allowed it to achieve remarkable performance. Since it is not based on FIA regulations, this project allowed us to use all the experience made by our aerodynamics department, which, supported by the CFD manager, delivered a car that is highly competitive and, according to the drivers, really fun to drive as well. We are proud of the result because it is a project that fully centers on our philosophy of a cheap and simple yet effective car. The next steps will involve adapting the braking system to the performance of the new aerodynamic package." Finally, what new challenges await Tatuus in the near future? "Tatuus is always growing. In addition to in‐house design, we collaborate with other players in the automotive industry and motorsport, offering consultancy services. By providing more spaces, the new headquarters will allow us to increase our staff and continue diversifying our skills, expanding the number of clients and projects we can follow. The spirit, however, will always remain the same: to design and build racing machines."