Prior to the 2016 season, both Toro Rosso and parent team Red Bull Racing had used engines supplied by Renault. Red Bull terminated their partnership with Renault at the end of 2015 due to frustration with the unreliability and lack of power of the Renault Energy F1-2015. While Red Bull later renewed its relationship with Renault (with engines rebadged as TAG Heuer), Toro Rosso secured a new supply deal with Ferrari. Due to the late timing of the deal and the time required for manufacturing new components, Ferrari obtained permission from the FIA to supply Toro Rosso with a 2015-specification 060 engine, rather than the 061 used by Ferrari's works team and customer teams Haas and Sauber. This deal did not include direct factory support from Ferrari. Toro Rosso had previously collaborated with Ferrari from 2007 through 2013.
The late announcement of the Ferrari deal on December 4, 2015, less than three months before testing, led to Toro Rosso adopting a longer wheelbase for the STR11. This was necessary to accommodate the Ferrari 060 power unit and gearbox, which required a spacer for the MGU-K at the rear of the engine. Despite the tight schedule, the car passed all mandatory FIA crash tests by February 3, 2016, and was ready for testing on February 22 at Barcelona. It ran the first week in a dark blue testing livery before its official presentation in racing colors on March 1.
Aerodynamically, the STR11 was an evolution of its predecessor, featuring a short thumb nose and blown front wheel nuts from its track debut, as well as an S-duct. The car also featured one of the tightest rear ends in the field, designed to create an aerodynamically advantageous shape to increase downforce from the rear diffuser. While the team experienced some cooling issues during the first week of testing, reliable running was achieved in the second week. Technical director James Key emphasized the importance of chassis development to compensate for using a year-old power unit, which would not receive further development. Key noted a focus on improving the car's low-speed cornering capability, an area where the previous year's car was less competitive compared to its performance in medium and high-speed corners.
Max Verstappen drove the STR11 in the first four Grands Prix of the 2016 season, scoring 13 points before being promoted to Red Bull Racing after the Russian Grand Prix, swapping seats with Daniil Kvyat. Carlos Sainz Jr. was the most successful driver in the STR11, scoring 46 points over the full season. Kvyat had a difficult return to Toro Rosso following his demotion, picking up only four points for the remainder of the season. The team finished seventh in the Constructors' Championship, the same position as in 2015, but with four fewer points. The car was considered reasonably competitive but unable to break away from the large midfield group.
The STR11 was the last Toro Rosso car to feature the distinctive charging bull design that had been present since the team's debut with the STR1 in 2006. Sponsorships from Nova Chemicals and Cepsa were terminated for 2016. Sainz Jr.'s personal sponsor, Estrella Galicia, was retained for a second year and appeared on the bargeboard.
The STR11 featured a carbon-fibre monocoque chassis with upper and lower carbon wishbones, pushrod, torsion bar springs, central damper, and anti-roll bars for the front suspension. The rear suspension used upper and lower carbon wishbones, pullrod, torsion bar springs, central damper, and anti-roll bars. It was equipped with Penske dampers, Brembo calipers, pads, and discs, and a Toro Rosso-designed brake-by-wire system. The transmission was an eight-speed sequential, hydraulically operated unit supplied by Red Bull Technology, with a carbon fiber clutch. The car used an FIA standard ECU and FIA homologated electronic and electrical system provided by MES, with Pirelli tires and Apptech magnesium alloy wheels. The car's height was 950 mm (minus T camera), front track width was 1,460 mm, and rear track width was 1,416 mm. Its weight was 702kg, which was the FIA minimum, including driver and lubricants with an empty tank.
The Ferrari 059/4 (final 2015 specification) power unit was a turbocharged 90° 1.6l V6, assisted with kinetic and heat ERS. It had 24 valves (4 per cylinder) and a rev limit of 15,000rpm. Pressure charging was via a single turbocharger with unlimited boost pressure, typically a maximum of 3.5 bar abs due to fuel flow limits. The engine featured an 80mm bore, 53mm stroke, and a crank height of 90mm. It had a single exhaust outlet from the turbine on the car's center line and direct fuel injection limited to 500bar. Ignition was handled by SKF spark plugs. The engine's weight was undisclosed but at least 145kg, with a total horsepower above 600hp (ICE) + 160hp (ERS). The integrated hybrid energy recovery system utilized electrical Motor Generator Units and a Lithium-Ion battery solution capable of storing up to 4MJ per lap, weighing between 20 and 25 kg. The cooling system was provided by Secan/Marston, and Shell supplied the fuel and lubricants.
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