Attending the 6 Hours of Imola in the WEC championship felt like a reward trip; I felt like a freshman student on a scholarship tackling a top-tier Master’s degree. Since everything was completely new o my eyes, I don’t feel like writing a purely technical piece. The profound diversity between the various classes constantly
surprised me with every single close-up observation of the cars.
One of the elements that truly amazed me was the type of crowd. I found extremely knowledgeable spectators, passionate about technology, mechanics, and the cars themselves, a far cry from the exclusive interest in glamour or individual drivers that you often breathe in Formula 1. Furthermore, I appreciated the incredible freedom of movement granted to the fans: the ticket allowed you to move freely from the grandstands to the general admission areas, all the way to wandering around the paddock. An excellent move by the organizers.
The profound diversity across the various classes continually took me by surprise with every close-up inspection of the cars. One of the elements that truly astounded me was the demographic of the crowd. I encountered extremely knowledgeable spectators, deeply passionate about the technology, the mechanics, and the cars themselves—a far cry from the exclusive focus on glamour or individual drivers so often felt in Formula 1.
Moreover, I truly appreciated the incredible freedom of movement granted to the fans: the ticket allowed everyone to move freely from the grandstands to the general admission areas, all the way to roaming the paddock. A brilliant move by the organizers. On the technical front, I was fascinated by the sheer variety of the cars. Harboring a strong passion for aerodynamics and braking systems, I immediately noticed stark differences from one prototype to the next.
Discussing this with more seasoned colleagues in the WEC paddock, I realized that these variations stem from the diverse car architectures: with some vehicles running the ERS on the rear axle, others on the front, and some featuring all-wheel drive, each configuration demands highly specific braking setups.
I was immediately struck by the sheer size of the brake discs, which feature extensive lateral wear bands, with the cooling holes confined strictly to the central section. These bands are significantly wider because, unlike in Formula 1 where disc life is tied to a single race, in the WEC these components must withstand continuous stress for countless hours, even enduring grueling 24-hour events.
I immensely appreciated how approachable the various engineers were and the almost complete absence of barriers. Naturally, you couldn’t just wander freely into the pit boxes, but as a guest—and strictly camera-free—I had the privilege of stepping inside both the Ferrari and Cadillac garages
All of this transported me back to the early days of my career, making me feel rejuvenated, reminiscent of an era when stepping into the F1 pit garages was still a reality. And indeed, in this environment, that old-school spirit lives on: I must confess that, prior to the unveiling of the 499P, the WEC universe was entirely uncharted territory for me. It was a thoroughly delightful surprise, made all the more special by the sheer caliber and expertise of the crowd in attendance.
In this regard, I truly want to thank Antonio Coletta and Ferdinando Cannizzo, leading the Ferrari WEC project as Team Principal and Technical Director, for giving me the opportunity to fully immerse myself in the Imola weekend
