Ferrari FF is powered by a naturally aspirated 6.3 liter V12 with 660PS (485 kW) and 683Nm (504 lb-ft). The acceleration is just staggering – 0 to 100 km/h in 3.7 seconds and the top speed is 335 km/h (208 mph).
Ferrari FF is powered by a naturally aspirated 6.3 liter V12 with 660PS (485 kW) and 683Nm (504 lb-ft). The acceleration is just staggering – 0 to 100 km/h in 3.7 seconds and the top speed is 335 km/h (208 mph).
Success for Ferrari at Beijing Autoshow. Huge crowds on the stand to see the F12berlinetta and the HY-KERS
After a hugely successful unveiling at Geneva, the F12berlinetta, the first in a new generation of Maranello’s flagship12-cylinder cars, makes its Asian debut at the Beijing International Motor Show. The event will also host the world premiere of the evolution of the HY-KERS concept, coupling hybrid technology with mid-rear architecture to cut fuel consumption and CO2 emissions on the combined cycle by 40 per cent whilst boosting performance.
The F12berlinetta is the most powerful and high-performance road-going Ferrari ever. Powered by a truly exceptional V12 engine, it is built around an evolution of Ferrari’s transaxle lay-out and features cutting-edge components and electronic controls. The F12berlinetta also boasts extremely advanced aerodynamics and a design that exudes an innovative yet classic beauty.
The car’s wheelbase is shorter, its engine and driver position are lower and a new suspension and gearbox layout has yielded a more compact tail section. The result is a shorter, lower and narrower car than the previous V12 coupé. It also boasts perfect weight distribution (54% over the rear axle) and a lower centre of gravity further back in the chassis.
With a Fiorano lap time of 1’23”, 0-100 km/h acceleration in 3.1 seconds and 0-200 km/h covered in 8.5 s, the F12berlinetta delivers absolutely benchmark performance. The handling balance achieved ensures maximum driving involvement even at low speeds, a feature thus far the sole domain of mid-rear-engined cars. The sporty handling is equally nimble and responsive on the road as on the track.
Great attention was paid to reducing fuel consumption and emissions which have been slashed by 30 per cent, with the result that the F12berlinetta tops its segment in terms of efficiency with 15l/100 km and 350 g/km of CO2.
The other important unveiling at Beijing is the evolution of the HY-KERS project adapted to a mid-rear engine layout. The powertrain on display consists of a 12-cylinder engine and dual-clutch gearbox coupled to an electric motor. A second electric motor is dedicated to the auxiliary systems and is located in front of the V12. The two electric motors are connected to the batteries which can be positioned in the car in line with the available space and final configuration.
The objective of this configuration is to create a sports car that, thanks to the integration with the electric motors, increases power while at the same time reducing emissions. The KERS features new, smaller and lighter electronic components which come close to achieving the declared target of 1 KW per kg of extra weight added by the hybrid system.
Technological transfer from F1 was fundamental to the design, engineering and construction of an innovative electric motor used to optimise the car’s longitudinal and lateral dynamic characteristics, namely torque management, traction control and brake distribution, to the benefit of sportiness and driving pleasure.
The HY-KERS’ electric motor delivers power using one of the gearbox’s two clutches and is mated to one of the two main shafts. The result is instantaneous, continuous power delivery between the electric motor and petrol engine. During braking, the electric motor acts as a generator, using the kinetic energy from the negative torque to recharge the batteries. This crucial task is managed by a dedicated ECU, also F1-derived, which not only controls the electric motor, but also governs the power to the auxiliary systems (power steering, brake servo, air conditioning, onboard systems).
Work on the system has now reached the end of the experimental phase and the development phase will commence in the coming months. With the same nominal power output of a normal ICE, the HY-KERS system will enable Ferrari to reduce emissions by 40 per cent over the combined cycle.
Patent applications reveal that Ferrari is developing a hybrid system that’s far more conventional than what has been speculated. Just last month, Ferrari chief Amedeo Felisa told reporters that the company is working on hybrid technology for its V-12 cars and that a V-6 is a possibility. Notably, a very exciting V-6 was used for the Dino, Ferrari’s first mid-engine sports car. However, a hybrid Fazza isn’t a sure thing yet. At the 2010 Geneva auto show, Ferrari displayed a hybrid 599 concept that was powered by a V-12 engine and a Formula 1–inspired KERS hybrid system. The majority of hybrid gas-electric systems in automobiles recover kinetic energy in some way but KERS (Kinetic Energy Recover System) usually describes a system that uses the vehicle’s brakes to spool up a flywheel.
And in turn, this flywheel holds the energy for a brief period until the driver seeks a short burst of extra power. There’s typically no battery or transistor. Aside from Ferrari, the other companies that experimented with KERS hybrid systems include Porsche and Volvo. Ferrari’s patent seems to use a more conventional, non-KERS hybrid setup. It lists both a battery and a supercapacitor as methods of energy storage. It uses two electric motors. One handles the propulsion duties while the other feeds the ancillary systems such as air conditioning, power steering, etc.
Since it uses a second motor, it means that all of those auxiliary systems don’t take away torque from the internal-combustion engine when accelerating. This results to a system that’s very efficient as it doesn’t have to give up performance. For this patent application, Ferrari filed several diagrams. A few of these show the main electric motor in the engine’s V valley while others have it in the rear of the car with the transaxle. The patent application talks about the system as being placed in a car with a front-mounted, 90-degree engine. This implies that Ferrari is referring to the California since the V-12 cars have a 65-degree engine-bank angle. This plan is flexible though as it’s believed to fit in twelve-cylinder Ferraris too.
Another good video of the new F12 Berlinetta and some other interesting cars from 2012 Geneva Motor Show.
P4/5 Competizione is based on the F430 Scuderia and it comes with the engine and suspension of the F430 GT2 ALMS. The race vehicle developed by the American collector and car enthusiast Jim Glickenhaus.
Article written by Mark Martin; a motorsport writer who works in the marketing department of price comparison company MoneySupermarket and worked on their Nigel Mansell television commercial campaign.
Felipe Massa was under a lot of pressure entering the season after two years of being heavily out performed by team-mate Fernando Alonso.
However, Ferrari stayed loyal to its driver stating that they were sure he would be able to recapture the form that had saw him challenge for the championship against Lewis Hamilton in 2008.
The season so far…
This faith appeared to be misplaced in the opening race of the new season in Australia where Massa was approximately one second per lap slower than Alonso. In the race, things got even worse with Brazilian quickly burning up his tyres and eventually colliding with Bruno Senna while running out of the points. Alonso meanwhile went on to secure a stunning 5th place in the ill handling Ferrari.
Despite media criticisms in Italy and calls for his immediate dismal, Ferrari vowed to work with Massa to eradicate his problems and built a completely new chassis in time for round two in Malaysia.
The qualifying pace seemed slightly better, with the Brazilian getting within four tenths of Alonso; but in reality this can still be considered to be a poor performance in a sport where millions of pounds are spent by the teams to find an extra one tenth of second per lap from their cars.
However, race day in Malaysia was a complete disaster as Massa tailed home in 15th position having struggled for pace throughout the day. Team-mate Alonso meanwhile streaked to victory, as Ferrari’s young protégé Sergio Perez putting in a stunning performance in the Sauber to take a superb 2nd place.
The rumours that Perez would replace Massa, which had been present ever since the Mexican tested for Ferrari late last year, suddenly intensified and Massa’s position looked even more vulnerable.
Massa is still in the car as we head onto round three, but for how much longer can he hold on?
Why so slow?
Massa was one of the star performers of the 2008 season, embarrassing his highly rated world champion team mate Kimi Raikkonen and taking the championship fight to Lewis Hamilton. He entered the final race of the year seven points behind Lewis Hamilton meaning that he needed to win and have Lewis Hamilton finish lower than 5th in order to be crowned the new world champion.
The Brazilian crossed the line to win the race as Hamilton started the final lap down in 6th position. However, at the final corner Hamilton passed Toyota’s Timo Glock and took the 5th place he needed in order to secure the championship; finishing just one point ahead of Massa.
Despite the disappointment, hopes were high for 2009. However, the Ferrari F60 was not a good car. Massa still managed to get some good results from it and generally outperform Raikkonen again until he suffered head injuries in a freak accident during qualifying for the Hungarian Grand Prix when a piece of Barrichello’s Brawn hit him on the head.
Despite initially being in a coma, Massa made a miraculous recovery and was back testing for the team before the end of the year. However, Alonso had been signed for 2010 and his much more flamboyant character immediately made him popular with the Ferrari team who had missed its long term leader Michael Schumacher.
Massa started 2010 strongly, but before long the strain of Alonso presence began to show. Things came to a head at the German grand prix where Massa took the lead at the start and was on-course for his first victory since his accident almost 12 months before. That was until he was allegedly asked to move over for Alonso who was better placed in the championship fight. From then on, Massa’s morale visibly dropped and he has not shown any signs of race winning form.
Many people have hypothesised that it is Massa’s head injury that is behind his dip in form, but Professor Sid Watkins predicted that it would take two years for Massa to recover fully. However, two and a half years later and Massa form is worse than ever. It is very likely that it is in fact the over powering presence and formidable speed of Fernando Alonso that is the primary cause of Massa reduction in confidence, speed and hence performance.
What next in the Massa saga?
Felipe Massa’s Ferrari contract is due to expire with Ferrari at the end of the season. The chances of this being renewed are almost nil; with the real question being whether or not he will be retained until the end of this season.
Of course Sergio Perez is the obvious candidate to replace Massa at the team, especially given his ever improving performances for the underdog Sauber team. Robert Kubica is continually linked to the team after coming close to a contract with them prior to his rally accident. However, would Ferrari really be willing to take a risk on another driver recovering from injury as they did with Massa. Kubica remember hasn’t driven in an F1 race since November 2010.
So what will become of Massa? A return to Sauber in place of Perez (the team for which he made his debut in 2002) would be a possibility; particularly in light of the Ferrari connections. But why would the Swiss team be willing to take a risk on the possibility of Massa returning to form? Particularly given the number of high quality drivers available at the moment and the Swiss teams need for drivers who can bring sponsors.
Perhaps the most likely scenario is that we will see Massa follow the lead of his compatriot Rubens Barrichello and move over to the American Indycar series. Either way, Massa’s best years look well and truly behind him and that victory in the final race of 2008 when he came so close to the championship may well turn out to have been his last.
NOVITEC ROSSO Edizione 747: Ciao Scuderia!
747 Bi-Compressor Horsepower, 738 Nm, 0 – 300 km/h in 22.9 Seconds, a Top Speed of 351 km/h and a Spectacular Color Combination
It takes its name from its rated power output of 747 horsepower: To mark the farewell of the Ferrari 430 Scuderia, NOVITEC ROSSO presents the Edizione 747. The world’s leading tuner of the super cars from Maranello turns the lightweight model into one of the most powerful super sports cars of our time. And with its matte yellow and grey paintjob it is also one of the most spectacular-looking cars of our time. At the heart of this special model lies the new NOVITEC ROSSO 747 Bi-Compressor engine that boosts power output of the V8 that normally produces 510 hp / 375 kW by 237 hp / 174 kW. Driving performance improves accordingly: With a sprint time for 0 – 100 km/h of less than 3.4 seconds, 9.4 seconds to 200 km/h and just 22.9 seconds to 300 km/h the NOVITEC ROSSO model is the most powerful and quickest Scuderia in the world. Just as impressive is the top speed of 351 km/h.
If you don’t go forward, you go backwards. The NOVITEC ROSSO specialists have developed a new evolutionary stage of the NOVITEC ROSSO Bi-Compressor version of the four-valve eight-cylinder engine to commemorate the end of the production run of the Ferrari 430 model series.
The Edizione 747 specification is the ultimate high-end version and is limited exclusively to the Berlinetta model of the Ferrari 430 Scuderia. The layout of the engine conversion corresponds to all NOVITEC ROSSO Bi-Compressor conversions for the mid-engine sports car. Each cylinder bank is fitted with an intercooler and a cogged-belt-driven high-performance supercharger with a maximum boost pressure increased for this version to 0.53 bar. The intercooling system features its own dedicated water circuit. The radiator of the system is located behind a special centrally placed air duct in the front apron.
For an optimized supply of cooling air to the engine bay the specialists have developed a special underbody with integrated air deflector. The precompressed air is routed to the combustion chambers using a custom-tailored heat-insulated intake manifold with larger cross sections. Eight high-flow injectors ensure adequate fuel supply for the compressor conversion.
The NOVITEC ROSSO engine management system perfectly synchs all high-performance components and also increases redline speed by 200 rpm.
To guarantee perfect durability even under high ambient temperatures the conversion also includes more effective radiators for water and oil.
The result of this labor is a unique symbiosis of superior power and excellent running smoothness. With a rated power output of 747 hp / 549 kW at 8,500 rpm the NOVITEC ROSSO Edizione 747 Bi-Compressor engine surpasses its naturally aspirated brethren by 237 hp / 174 kW. The increase in torque from standard 470 Nm to 738 Nm at 6,300 rpm represents an enormous plus in low-speed power.
Driving performance is in an automotive class of its own: A sprint time of less than 3.4 seconds for 0 – 100 km/h is just as unique as the sprint time of 9.4 seconds to 200 km/h. After 22.9 seconds the NOVITEC ROSSO Edizione 747 already reaches the 300-km/h mark. Upon customer request the two-seater can be equipped with longer gear ratios for a top speed of 351 km/h.
In addition the NOVITEC ROSSO Edizione 747 is also the perfect eye catcher: The two-tone special matte yellow and grey paintjob emphasizes the sporty shape of the body and lends the Scuderia pedigreed racing looks. To complement these looks NOVITEC ROSSO installs black taillights, side markers and reflectors.
The racing theme dominates also the engine’s appearance: All carbon-fiber engine components come with a matte finish.
This color scheme continues on the NOVITEC ROSSO tire/wheel combination custom-tailored for the Scuderia. The diameter of the wheels surpasses the production wheels by one inch. The three-piece 20-inch NF3 double-spoke wheels in sizes 8.5Jx20 in front and 12Jx20 on the rear axle are fitted with Michelin Pilot Cup sport tires in sizes 245/30 ZR 20 in front and 315/25 ZR 20 in back.
Another measure to achieve even more agile and direct handling is the installation of NOVITEC ROSSO sport springs, which lower the ride height of the Ferrari by some 30 millimeters.
To lend the Scuderia better suitability for everyday use despite the lowering NOVITEC ROSSO offers an innovative hydraulic lift system for the front axle. At the push of a button in the cockpit the front is raised by 40 millimeters. It allows drivers to safely navigate parking ramps, low curbs and speed bumps. After safely passing over the obstacle, another push of the button reverts the suspension to its original position. If the button is not pushed the front end reverts to its original position automatically once the car reaches a speed of 80 km/h.
NOVITEC ROSSO also adds sporty and exclusive highlights to the interior of the Edizione 747. The Supersport steering wheel features a combination of leather and carbon-fiber and offers perfect grip. Its flattened bottom also makes entering and exiting the vehicle easier. To complement the steering wheel NOVITEC ROSSO offers carbon-fiber shift paddles. They are longer than their production counterparts and make manual shifting of the F1-SuperFast2 transmission even easier.
In addition, upon customer request NOVITEC ROSSO equips the coupe with a two-tone interior perfectly matched to the exterior colors.
Some drag racing with Ferrari 458 Italia going against some mighty tuned beasts like ZR1, GT-R and RS6.
