Jonathan Ive worked for 27 years at the Apple brand, developing multiple designs throughout his journey there. However, after almost 30 years, he decided to end the relationship and start his own company, named LoveFrom. Now, what does this have to do with the Italians? Well, they recently signed an agreement to handle several design aspects.

Although it has not yet been specified which projects will be handled by Ive’s team, Financial Times assures that the former Apple’s company will take charge of the first electrified Ferrari model, something that will undoubtedly mark a before and after for the Maranello-based company.

This company has renowned businesses providing services, such as Juventus and Stellantis, which undoubtedly gives a glimpse of what Jonathan Ive and his firm can achieve regarding the plans that Ferrari has prepared for the near future on the automotive market.

Once again, it is unknown what Ferrari and LoveFrom will be working on. It could range from vehicles, clothing, press and even modifications for the popular amusement parks owned by the Italian firm.

Related content: Ferrari to Join the Transition! 2025 to Debut its First 100% Electric Car

We know that one of the characteristics and emblematic hallmarks of Ferrari is the sound of the engines, something that would disappear with the transition to a sustainable future. However, the brand is working to continue providing the best models that have always managed to steal the hearts of their distinguished customers.

All this arises from the need to adapt to the zero-emission standards and policies that are gradually taking over the markets. John Elkann, President and current advisor of the Prancing Horse, opened the door to the sustainability of the popular red vehicles, where the first model of this type is expected to be unveiled in 2025.

Written by | Ronald Ortega

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Born in France on February 25, 1946, Todt began his relation on the tracks at the age of 20, as a rally co-driver and it was not until 1981 that he participated in the world championship of the discipline, crowning himself champion with Talbot Lotus.

Following his victorious stint as rally co-driver, he was appointed Peugeot Racing Director and created Peugeot Talbot Sport (PTS), which won the FIA Drivers and Manufacturers’ World Rally Championship titles in 1985 and 1986, before taking over first place in the general classification of the five editions of the Paris-Dakar Rally held between 1987 and 1991.

Brilliant leap in his career

Although it is true that Todt had already carved an important path in his career in motorsport, his profile grew with his arrival at the Ferrari team.

His work in the Italian team began immediately despite winning three titles with Peugeot. The Frenchman had to lead a total restructuring that gave rapid results, after a four-year drought without winning any Grand Prix.

Related content: FIA President: Formula E is a turning point in motorsport

The icing on the cake in Todt’s management at Maranello occurred in 1996 with the arrival of Michael Schumacher, who gave the missing potential to take the manufacturer to the top of the highest category of world motorsport with the achievement of the constructors’ title in 1999, first in 16 years.

That would be the beginning of a total dominance of Formula 1 between 2000 and 2004, where Ferrari achieved total hegemony, both at the driver level with Schumacher, and at the level of the teams leading the grid.

Todt has among his record 14 titles, eight constructors, six as a pilot and a total of 106 Grand Prix won. After performing exceptionally, in 2009 he decided to leave the team and take on new challenges.

Arrival to the FIA

Jean Todt is about to celebrate 12 years as president of the governing body of world motorsport. He was elected on October 23, 2009. He was re-elected on December 6, 2013 and again on December 8, 2017.

Read also: Jean Todt: No category will escape zero emissions

His full support for hybrid and electric technology has renewed his management with the creation of new categories such as Formula E, TCR, Rallycross, GT Electric, among others.

In this field, Todt is known as the great promoter of Formula E together with the Spanish Alejandro Agag, with whom at a dinner held in Paris, they devised the project on a napkin, and which is currently a real show with seven seasons in dispute.

Writteb by I Jhonattan González

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Working on aerodynamics for the new era is something that has been forbidden until now, even though teams have known the rules for some time.

The reason the International Automobile Federation has restricted simulation work in this way is they did not want to give an advantage to the teams with more resources over those lower down on the grid.

Parity in competition

In the middle of challenges of the coronavirus pandemic, they ensured that there was not a huge disparity between teams with money to burn and those without money was considered a high priority.

Nevertheless there are other ramifications to consider as well, as teams will have a different handicap from each other during 2021, when the new sliding scale system for aerodynamic development comes to Formula 1.

The amount of simulation time available to each team will now be governed by their position in the championship, creating a curve that should compensate for differences teams have in terms of resources.

If we consider how this affects the wind tunnel time in 2021, the reference of 100% use of this tool is equal to 80 hours, with 320 tests and 400 hours of tunnel occupation.

This means that Mercedes will have 72 hours, 288 tests and 360 hours of occupation, while Williams will have 90 hours, 360 tests and 450 hours of occupation.

The scale grows to an even more significant number from 2022 as well, from when the champion among constructors will only be allowed only 70% of the agreed time of the wind tunnel limit and the CFD.

However, there are other characteristics of the system that must also be considered, as the year is also divided into six test periods that are affected by the position of the team in both the previous and current championships, and each of them is taken into account depending on the period in question.

Over time, this system is expected to close the gap between competitors but, as with all regulations, there will be ways that teams can find advantages.

Mercedes, knowing that they will be hit more than anyone on the grid by these changes, have approached the task in a way that is out of the way of its competitors.

As it appears to have accelerated its 2021 work earlier in 2020, stopping the development of the W11 much earlier than would normally be expected.

After all, the W11 was the most dominant car of the season and the fastest in Formula 1 history, giving Mercedes the necessary wiggle room to stop upgrade work sooner and turn its attention to a long term.

Meanwhile, in that same period, we’ve seen teams like Red Bull and Ferrari (which have comparable resources) completely alter the DNA of their cars, bringing them relatively close to the front of the grid.

The changes made by both at the end of the season have clearly helped to improve their fortunes, but that does not mean that the work they have done will not continue to bear fruit in 2021, especially since we have a lot of elements that will move to the next season.

Looking forward

The obvious conclusion drawn here is that Mercedes has spent a large part of this season calmly concentrating its efforts on 2021, forgoing higher profits for 2020 in the process.

They also will hope that the early development of its 2021 car will allow it to spend a disproportionate amount of time on its 2022 design, potentially offsetting the percentage losses the sliding scale will have on the car compared to its rivals.

Furthermore, regulations only go so far as to limit the team’s capabilities to simulate the aerodynamic impact of its designs.

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