In marked contrast to the razzmatazz of previous years and with self-avowed humility from Jean Todt, Ferrari officially launched their latest F1 car as part of a normal working day at a freezing cold Mugello circuit, with fans looking on from behind the wire netting.

At the press conference to launch the new monoposto Aldo Costa, creator of the 248 F1, declared that: "it was mainly to do with the V8 engine and we imposed a radical change from both a mechanical and aerodynamic point of view. The aerodynamics are still at a preliminary stage and will be until the first race of the season. As regards the chassis, this is totally new, above all in the centre section. We decided on this in order to optimise the weight distribution and lighten the entire structure.The same goes for the suspension, especially in the completely redesigned rear end. The transmission too is all new (though constructed from composite materials) and also the differential. In building these two new elements in particular, we had to pay close attention to the characteristics of the V8. The greater vibrations generated by the engine brought more initial problems".

The gathered journalists then asked questions to which Ross Brawn replied that "from the midway point of last season when we realised we could not challenge for the top spots, we began concentrating more on development, especially the blend of the aerodynamic configuration and the characteristics of the new V8. Despite the progress that the Bridgestone tyres have made with the reintroduction of tyre changes, we expect to see lap times that are a second or two slower than last year".

"Last year wasn't successful and we hope to have identified the reasons why ... probably overall we were reasonably happy with the (2005) car but we didn't make as much progress as other teams did on the tyres, the car, the engine. We will try to make more progress this year."

In conclusion, and related again to the tyre issue, Brawn responded to newsprint journalists and emphasised how having Bridgestones this year would be an advantage as they will supply four teams. "Now the Scuderia Ferrari Marlboro would be able to compare development and the progress being made with other Bridgestone teams."

Paolo Martinelli, Formula 1 Engine Director, and Gilles Simon, head of planning and engine development, then faced the journalists.

"It is a totally new project", began Martinelli. "It is a return to the past, as the name of the car demonstrates. We started working on this engine midway through 2004 and then tested it on the bench. Last August it made its first outing at Fiorano, and in the autumn of 2005 we completed the V8. Now we are close to the final version. Obviously, in the course of the season we will have to cope with a very steep learning curve. Gilles Simon's success in development was underlined: "the calculations were made long ago and even if the regulation changes were related to us rather late in the day, fundamental modifications such as the selection of the centre of gravity had already been made".

"The rules outline global constraints but do allow a lot of space for projectual experimentation" [what? -Ed], continued Martinelli. "The 90° angle was our choice [N.B. compulsory under the regulations] as was settling on the minimum weight for the non-moving parts. The real challenge, however, was lightening the weight of the moving components". "For the first time in ten years a drop in performance was recorded and this was fundamental. The change in power meant some greater investment, but in the long run, it will be more economical."

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