Automobiles Review

Tag: Ferrari

  • Ferrari Roma Spider Tailor Made

    Ferrari presents a unique version of the Roma Spider created by the Tailor Made department: the car will be on display at the Enzo Ferrari Museum in Modena as of today as part of the ‘Ferrari One of a Kind’ exhibition, dedicated to the exclusive world of personalisation for the Maranello-based manufacturer.

    The aim of this Roma Spider in particular is to highlight innovative component production techniques, enabled through the use of special, refined supplies. Standing out among these is work on the fabric in the central panel of the seats with manual stitching that adopts leather from the interior and applies thread obtained from recycled tyres.

    On this car, Ferrari has launched work with lasers on aluminium body components for the shield on the front wing, as well as the option of personalising the bonnet design with a compass rose and the geographical coordinates of Maranello. Aluminium recycled during the production phase in the Ferrari foundry is also used to create some components of the twin-turbo V8 engine, reducing the volume of waste to a minimum.

    Other noteworthy features include the use of chrome-free nappa leather and wood of controlled origin on the tonneau cover and rear floor, as well as components made from sand, on the centre console, recycling the sand removed from casts in the Maranello foundry.

    Collaboration with Montblanc was also of considerable importance, with Ferrari’s partner creating a special edition of the celebrated Meisterstück for the occasion. This iconic writing instrument now sports the same Oro Mida colour specifically chosen by the Maranello Styling Centre to characterise the Ferrari Roma Spider Tailor Made. This unique item is also enhanced with a nib made of hand-worked Au750 solid gold and platinum-coated with a special compass motif, and cap and sections also coated in platinum.

    In keeping with the concept of journeying as a thread running through the whole project, the writing instrument is accompanied by a logbook with a cover featuring reused leather in the same colour found in the interior of the Ferrari Roma Spider: Rosso Bologna and Pelle Metalizzata Oro Mida. Impressed on the cover are the coordinates of Maranello, the same as the ones on the body of the logbook and which recall the compass rose engraved on the bonnet, an indissoluble connection between the writing instrument and the car.

    This Ferrari Roma Spider represented an unparalleled opportunity for research and development on materials and processing to further extend the wealth of personalisation options offered by the Tailor Made department. So it is that the car becomes part of the special ‘One of a Kind’ exhibition installed at the Enzo Ferrari Museum in Modena, which offers visitors a specific immersive experience of the personalisation programmes to which Ferrari clients have access: together with the interactive wall enabling a physical experience of materials, fabrics, colours and the vast range of options that the Ferrari Styling Centre provides for clients, the installation is now enhanced with the particular materials chosen for the Ferrari Roma Spider Tailor Made to make it unique. The car will stay on display at the Enzo Ferrari Museum in Modena until February 2025.

    FERRARI ROMA SPIDER – TECHNICAL SPECIFICATIONS

    ENGINE
    Type  V8 – 90° – twin turbo
    Total displacement    3855 cc
    Bore and stroke   86.5 mm x 82 mm
    Max. power output*  456 kW (620 cv) at 5750–7500 rpm
    Max. torque   760 Nm at 3000-5750 rpm
    Max. revs   7500 rpm
    Compression ratio  9.45:1
    Specific power output  161 cv/l

    DIMENSIONS AND WEIGHT
    Length     4656 mm
    Width      1974 mm
    Height    1306 mm
    Wheelbase   2670 mm
    Front track    1652 mm
    Rear track      1679 mm
    Dry weight**   1556 kg
    Dry/power ratio    2.5 kg/cv
    Weight distribution    48% front / 52% rear
    Fuel tank capacity    80 litres
    Boot capacity     255 litres

    TYRES AND WHEELS
    Front       245/35 ZR 20 J8.0
    Rear      285/35 ZR 20 J10.0

    BRAKES
    Front     390 x 34 mm
    Rear     360 x 32 mm

    TRANSMISSION AND GEARBOX
    8-speed F1 DCT

    ELECTRONIC CONTROLS
    EPS, VDC, ABS with EBD, F1-TCS, E-Diff3, SSC 6.0, FDE, SCM-E Frs

    PERFORMANCE
    Max. speed      > 320 km/h
    0–100 km/h     3.4 s
    0–200 km/h     9.7 s
    100-0 km/h     32.0 m
    200-0 km/h    130.0 m

    FUEL CONSUMPTION
    11.4 l/100 km – Combined WLTC cycle

    CO2 EMISSIONS
    258 g/km2 – Combined WLTC cycle

    * With 98 RON fuel
    ** With optional lightweight content

     

     

  • Ferrari 12Cilindri

    There has been a single leitmotif that has been thrilling Prancing Horse enthusiasts since 1947: the naturally-aspirated, mid-front-mounted V12, the very first Ferrari engine to roar its way through the factory gates in Maranello. Unveiled today to public and media against the spectacular backdrop of Miami Beach in celebration of the 70th anniversary of Ferrari’s arrival on the American market, the Ferrari 12Cilindri is the natural evolution of the company’s uncompromising powertrain philosophy, which over the decades has continued to develop without ever straying from its original DNA and the marque’s core values.

    The Ferrari 12Cilindri is inspired by the legendary Grand Tourers of the 1950s and ‘60s, embodying the front-mounted Ferrari V12 two-seater mission with its effortless combination of elegance, versatility, and performance. The car represents the latest evolution in this bloodline and continues that unique legacy, elevating it towards new standards in performance, comfort, and design. Its silhouette exudes sportiness and class: simple yet harmonious lines feature an integrated active aerodynamic device to guarantee peerless performance, a front-hinged bonnet that exalts the view of the engine bay, and the two twin tailpipes that have become a signature of Ferrari’s 12-cylinder cars.

    The Ferrari 12Cilindri’s engine is the latest development of the iconic V12 that laid the foundations for the Maranello legend, in this version unleashing 830 cv and with maximum revs rising to a heady 9500 rpm. The impressive power curve ensures 80% of total torque is already available at just 2500 rpm, resulting in instantaneous pick-up for maximum accelerator response and a feeling of never-ending power all the way to the red line.

    The Ferrari 12Cilindri’s cockpit guarantees superb comfort for both driver and passenger, even on long journeys: its feeling of airiness and space is heightened still further by a glass roof, prestigious materials and a central display in addition to one for the driver and a third ahead of the passenger.

    The Ferrari 12Cilindri is aimed at driving enthusiasts, but also at those who demand new standards of performance, comfort and design: long-standing Ferraristi, loyal to the unique emotions that only the Ferrari V12 can deliver, as well as new clients dreaming of combining comfort and Italian design with exhilarating driving pleasure. The Ferrari 12Cilindri is designed for connoisseurs with a very clear vision of what Ferrari’s DNA has always been, truly making it a car for the few.

    POWERTRAIN

    The F140HD engine equipping the Ferrari 12Cilindri is the new version of the iconic naturally-aspirated Ferrari V12, the purest expression of Ferrari’s soul: its peerless performance, powerful soundtrack and exclusivity make it the worthy heir to the legendary berlinetta sports cars that wrote some of the most glittering chapters in the marque’s history. The engine can unleash up to 830 cv while its max revs have been increased to 9500 rpm by adopting challenging and innovative solutions.

    The engine features modified components and software, some of which were already adopted on the special series 812 Competizione, ensuring it tops its category in terms of performance. To allow the V12 to rev so high, the engineers worked to reduce the weight and inertia of the engine’s components, adopting titanium con rods, which guarantee a saving of 40% in rotating mass compared to steel with the same mechanical resistance. A different aluminium alloy was used for the pistons, making them lighter than on previous applications. Further weight reduction was gained by the adoption of a rebalanced crankshaft which is 3% lighter.

    The valvetrain with sliding finger followers is derived from Ferrari’s unparalleled experience in Formula 1 and was developed specifically for the V12 with the aim of reducing mass and availing of more high-performance valve profiles. The sliding finger follower, which is steel with a Diamond-Like-Carbon (DLC) coating, transmits the action of the cam to the valve using a hydraulic tappet as the pivot for its movement. The use of DLC reduces the coefficient of friction at critical points, significantly improving the mechanical efficiency of the engine.

    Most of the modifications focused on optimising torque delivery in all operating conditions. The result is an engine with exhilaratingly smooth, seamless response, that delivers peak power at the red line.

    The manifold and the plenum layout is now very compact: shortening the length of the tracts and optimising the cam profiles allows power to be unleashed at high revs, while the torque curve is optimised at all engine speeds by a system of variable geometry inlet tracts which enables the length of the intake tract to be continuously varied to maximise the dynamic charge in the cylinder.

    For the very first time on a naturally-aspirated engine, an innovative software strategy was developed that can modify the maximum torque available as a function of the gear selected. This gives the driver the feeling of smooth, progressive pick-up as the transmission ratio increases, another vital factor in making the driving exhilaration delivered by the Ferrari 12Cilindri truly unique.

    A crescendo of never-ending acceleration and power delivery has been a signature of all Ferrari V12s. Now innovative Aspirated Torque Shaping (ATS) has allowed the Maranello engineers to sculpt the torque curve in third and fourth gears using sophisticated electronic control that improves perception of the torque without impinging on acceleration, all to the benefit of driving pleasure. The introduction of new gear ratios furthermore keeps acceleration levels high and allowed the engineers to define a new torque curve shape for an aspirated engine.

    Optimising the engine’s mechanical efficiency and that of the lubrication circuit is critical to delivering blistering performance and low fuel consumption. The calibration of the variable displacement oil pump allows the oil to circulate throughout the entire engine and then be recovered along with the vapours from the sump. A solenoid valve, controlled by the engine ECU in a closed loop, is used to control the pump’s displacement in terms of engine revs and pressure, delivering only the amount of oil required and thereby simultaneously saving a significant amount of energy. The new configuration of the oil tank and pump’s hydraulic circuit reduces losses to a minimum and optimises functionality in all operating conditions.

    The gasoline direct injection system (GDI at 350 bar) comprises two petrol pumps and four rails with pressure sensors that provide feedback to the pressure control system. The electronic injectors can also control up to three injections per engine cycle. The ignition system is constantly monitored by the engine control unit which has a single and a multi-spark function. The ECU also controls combustion in the chamber to ensure that the engine is always working in peak thermodynamic efficiency conditions, using a sophisticated strategy that recognises the octane rating of the fuel in the tank to avoid knocking.

    The new exhaust system, developed to allow the car to comply with the latest emissions requirements (EU6E, China6B and BIN50), introduces a ceramic catalytic converter coupled with a particulate filter. This is the most advanced emissions-reduction technology available and involved lengthy calibration of the software strategies.

    Sound is pivotal to marrying the comfort, luxury and exhilarating driving emotions typical of a Ferrari V12: to this end, every element of the intake and exhaust lines were optimised. Equal-length exhaust tracts, the 6-in-1 manifold for every cylinder bank and the innovative design of the central sections has resulted in Ferrari’s typical V12 howl that comprises all of the noble combustion orders. The perfect integration and calibration of high and low frequencies coming from the intake and exhaust systems respectively also influence the engine’s timbre. The shape of the ducts and the internal fluidynamics of the silencer baffles have been designed to reduce backpressure to a minimum thereby improving power delivery. The geometry of the forms and curves of the exhaust system was also perfected to guarantee the very purest notes of the signature Ferrari sound all the way to the limiter.

    To guarantee that the soundtrack in the cabin is perfectly balanced, the intake tract was modified: modifying the position of the resonators also changed the pressure waves resulting in a richer range, particularly in terms of the middle frequencies. The result is a cleaner, more full sound in the cabin in all driving conditions, but especially in sportier situations.

    The Ferrari 12Cilindri sports the 8-speed DCT (Dual Clutch Transmission) that received such an unanimously rapturous welcome on other cars in the range, starting with the SF90 Stradale. Thanks in part to larger tyres on 21” rims, this solution delivers 5% shorter gear ratios in the lower gears and a 12% increase in torque at the wheels compared to previous V12 applications, all to the benefit of longitudinal performance under acceleration and gear shifting times (30% faster than the previous V12 berlinetta applications).

    Performance under acceleration through the gears has been significantly improved and the introduction of the 8th gear improves range in motorway driving. The eight-speed DCT thus both improves efficiency and is more engaging in all gears.

    DESIGN
    EXTERIOR

    With the Ferrari 12Cilindri, Flavio Manzoni and the Ferrari Styling Centre design team set out to radically transform the stylistic codes of Ferrari’s previous mid-front-engined V12s. The car in fact marks a clear departure from the sculptural language that characterised the 812 Competizione, for example, instead favouring a more sophisticated language that still retains the necessary formal design rigour to achieve a sense of stylistic unity.

    Clean lines dominate the car’s geometry, underscoring the volumes that make up a seamlessly interconnected whole. The ultra-clean flanks sweep back along the entire car from a dihedral section. Although retaining a signature Ferrari sensuality, the wings have been sculpted with extreme geometric precision: all the lines are the result of intersections between the volumes and a more functional approach to form has been taken that echews nostalgia. The muscular rear wing is imposing, yet also perfectly controlled geometrically. On the front wing, that muscular tension extends slightly, coming to rest along the flank and further accentuating the car’s monolithic aesthetic.

    The sculpted bonnet is extremely sleek and incorporates the front wings. Removing the cut lines from the wings gives a smooth, uninterrupted surface to the muscularity of the design, lending the entire bonnet a sense of ultra-clean fluidity, interrupted only by two vents to cool the engine bay. One of the objectives of the Ferrari 12Cilindri was to explore design languages only tangentially related to the car world. The front has thus lost certain signature elements, such as the elongated form of the headlights and the traditional grille shape, in favour of geometries and intersections innate to the car’s design. The headlights are integrated into a single wraparound band from which the DRLs emerge like blades.

    A similar approach has been taken with the rear architecture: once again, rigour is the order of the day with the shape obtained by the subtraction of volume. Consistent with the front of the car the taillights are set into a blade that traverses the entire, concave rear section and also provides what is possibly the Ferrari 12Cilindri’s real signature theme, demonstrating once again how cleverly the Ferrari Styling Centre’s designers are able to meld technical and functional demands with beauty.

    Instead of adopting a rear spoiler, the designers have used two active flaps integrated with the rear screen, creating a signature delta theme. The overall perception is of a seamless whole, creating the idea of a very high-tech form. The development of this concept allowed the designers to treat the Ferrari 12Cilindri’s cabin in a new way, tracing the frame of the surface in body colour to echo the rear screen theme and integrate organically with the rest of the cabin which itself is characterised by a black screen effect.

    The tail section ends in a very clean, monolithic volume in body colour as well. The lower section – in black or carbon fibre – is characterised by the prominent diffuser keels over which the body almost seems to float. This area also includes the sensors and two twin tailpipes. The latter, comprising four elements altogether, also have a completely new shape, with a metal surround to reduce the perception of their size and create a more compact look.

    COCKPIT

    The design of the Ferrari 12Cilindri’s interior sees it split into three different levels: the first, dominated by the upper part of the dash, continues around to blend into the door panel trim. Next is the central area while the third includes the footwells and seats. Each level is clearly defined, heightening the dual-cockpit effect through the colour and material combinations. These are used to create either an elegant or sporty look for the seats and other features. Ferrari’s signature luxury and performance are flanked on the Ferrari 12Cilindri by a focus on environmental sustainability: extensive use has been made of sustainable materials such as Alcantara© containing 65% recycled polyester.

    The interior style takes its inspiration from the Prancing Horse’s dual-cockpit architecture. In recent years, that layout was used for the Ferrari Roma and Roma Spider as well as the Ferrari Purosangue. The Ferrari 12Cilindri’s cabin has an almost-symmetrical structure comprising two modules for driver and passenger and offering an astonishing standard of comfort and involvement in the driving experience.

    The dashboard extends horizontally, a fact underscored by a clear separation between the trimmed volumes in the upper section and the technical functions in the lower section. The upper section features two distinct binnacles dedicated to the driver and passenger instrumentation and to the climate control vents. A deftly elegant colour and material change draws the eye to the two volumes separated by the body of the dash, which seem almost to float, further enhancing the feeling of lightness in this area.

    The panels of the central tunnel extend outward from the dashboard geometries as if they were almost an extension of the latter. The trimmed area features a large sculptural gash emphasised by contrasting materials. The armrest is in the trimmed area of the tunnel and extends into the medallion area, revealing contrasting metallic edging that creates an elegant intersection between the volumes. The side section of the tunnel itself has been scooped out, again recreating that floating feeling. It is trimmed with luxury materials and also features a Y-shaped metal element into which the iconic gate shift has been set.

    On the Ferrari 12Cilindri, the quality of life on board was one of the main drivers for the development of the bespoke interior’s features. A new a new generously-sized tinted glass roof has been incorporated, which significantly improves the airiness of the cabin and thus the feeling of space on board, ensuring optimum thermal efficiency in both summer and winter. In terms of design, the darkened glass roof is perfectly integrated into the upper part of the cabin, giving it an elegant and refined appearance and creating continuity between the windscreen and the rear screen.

    The Ferrari 12Cilindri introduces a new Human Machine Interface (HMI) comprising three displays that raise the Ferrari V12 berlnietta onboard experience to new heights. All of the main functions can be controlled from the central 10.25” touchscreen capacitive display within reach of both driver and passenger. This is flanked by a 15.6” driver display showing all of the driving and vehicle dynamics information. Lastly the passenger is always completely involved in the driving experience thanks to an 8.8” display that ensures they feel like a genuine co-driver.

    The car sports the capacitive steering wheel seen on all of the latest models in the range featuring the indented buttons for ease of use. This means that command activations are more precise, instant and intuitive even in sporty driving conditions. The Ferrari 12Cilindri comes with Apple CarPlay® and Android Auto®-based mobile connectivity systems as standard, both easily controlled from the new central display. A wireless charging mat on the central tunnel (as standard) makes phone charging simple too.

    Available as an optional on the Ferrari 12Cilindri is the high-end audio system developed in collaboration with Burmester®, comprising 15 loudspeakers and unleashing a massive 1600 W for a genuinely unprecedented in-car experience at any volume and any speed. The high frequencies are crystal clear and sparkling, thanks to Ring Tweeter technology which minimises distortion. The powerful dual coil subwoofer guarantees a wonderfully full, rich sound which, thanks to Ultraflat Headliners, is all part of a 360-degree listening experience.

    AERODYNAMICS

    The main objective of the Ferrari 12Cilindri’s aerodynamics was to produce a sober, elegant car without compromising on performance. The 25 nm nolder on the boot lid and the active aero are the two signature elements of the tail section. The former guarantees the recompression required to maintain the car’s aero efficiency when drag is minimal while the flaps permit two different configurations, Low Drag (LD) and High Downforce (HD) respectively.

    In the low drag position, the flaps are flush with the bodywork so that the air runs over it uninterupted, making them invisible to the flow. This configuration is retained until a speed of 60 km when downforce is not very relevant to the performance of the car, something that is also the case over 300 km/h. In between these two speeds, however, downforce plays a central role and the spoilers’ movement depends on the car’s longitudinal and lateral acceleration. In high downforce configuration, the Ferrari 12Cilindri generates maximum downforce and guarantees that the car is aerodynamically balanced.

    The underbody is designed to maximise efficient vertical load generation, also by managing the airflow out of the central radiators. The plan form and profile of the louvres in the central opening of the underbody minimise the impact of the hot air which is not highly energised. Two louvres have been created in the low-pressure area behind the front wheels which, by reducing overpressure inside the engine compartment, increase the efficiency of the radiating masses, lowering drag and increasing downforce generation.

    As was the case with the 812 Competizione, downforce on the front underbody is generated by three pairs of vortex generators optimised in the wind tunnel. The front underbody also contributes to brake cooling by delivering a flow of lower-temperature air from the front splitter.

    The central underbody was designed to correctly channel air flows to retain the available energy all the way to the rear diffuser. To that end, the transmission tunnel opening was reduced to balance the amount of air that would flow inside it. A raised section ahead of the rear wheel shields the tyres and deflects the flow towards the rear.

    The rear underbody sports a pair of vortex generators which are used to produce efficient downforce and channel the flows towards the extractor. In line with Ferrari’s philosophy of transferring innovations from the racing world to the road-going sports cars, the engineers designed an air inlet near the outer edge of the rear fence to provide ventilation for the silencer’s electronics.

    COOLING LAYOUT

    The heat dissipation requirements of the engine and ancillaries demanded a redesign of the car’s entire cooling system which resulted in front underbody evacuation being optimised, with no fewer than seven openings in the front bumper. In particular, the space between the longitudinal elements of the chassis houses the engine coolant radiator and air-con circuit condenser, which are fed by the central opening, while the oil radiator has been split into two separate elements, lying ahead of the front wheels. The two side air intakes are divided in two: the outer part is designed to cool the engine oil radiator while the inner one cools the brakes.

    A generous brake cooling duct is fed by two openings, one between the radiator intakes and the other on the lower part of the front splitter. The entire system is integral to the oil radiator intake to optimise the routing of the front brake intakes. The side intakes are framed by an L-shaped element designed to maximise the amount of air entering the opening whilst simultaneously correctly channelling the flow along the car’s flanks.

    The air in the engine bay exits through two vents on the bonnet which reduce overpressure, improving cooling efficiency. Thanks to the latter, there are fewer openings on the underbody, thereby maximising efficient downforce generation. On the wing behind the front wheels there is also a vent for the air from the wheelarch which minimises overpressure on the underbody caused by the cooling duct for the brakes and front diffusers.

    VEHICLE DYNAMICS AND CHASSIS

    The Ferrari 12Cilindri boasts the very state of the art in front-engined berlinetta dynamic controls. The introduction of brake-by-wire allowed the latest innovations from the range to be adopted, including ABS Evo that debuted on the 296 GTB and the 6D sensor that guarantees optimal precision to the Virtual Short Wheelbase (PCV) 3.0 and Side Slip Control (SSC) 8.0 systems, together with reduced braking distances and a more accurate repeatability of braking. The Aspirated Torque Shaping, an entirely new control logic, also emphasises even further the smoothly linear power delivery from the legendary naturally-aspirated engine, thanks to electronic control.

    The SSC 8.0, a new evolution of the famous Ferrari control unit, allows the systems to talk to each other using a shared language that calculates the optimal operating mode for each one in order to maximise the car’s overall performance. The SSC 8.0 integrates the Ferrari 12Cilindri’s controllers and creates natural synergy with the new ABS Evo.

    The SSC 8.0 is Ferrari’s proprietary system and has been optimised to further improve estimation accuracy and learning speed (+10% compared to previous applications), as well as control on very low grip surfaces. Grip estimation is flanked by the contribution of the grip recognition logic: by using the information from the EPS CPU and the side-slip angle estimated by the SSC 8.0, the Ferrari 12Cilindri can estimate the tyre-road grip level even when steering. Thanks to this approach, the grip can also be estimated in normal use conditions and not just on the limit, making it faster for the system to learn real grip levels.

    The Ferrari 12Cilindri features the four-wheel independent steering (4WS) that debuted on the special series 812 Competizione, which manages the movement of every wheel independently to improve yaw management in cornering and responsiveness during rapid direction changes. The rear-wheel steering has innovative mechanical characteristics that significantly improve precision of control of the position of each single actuator, giving faster axle response time and consequently improved responsiveness through corners. Optimum handling is also ensured thanks to a near-ideal weight distribution – 48.4% front and 51.6% rear and the car’s responsiveness also benefits from the 20-mm reduction in the wheelbase compared to the 812 Superfast.

    TYRES

    The Ferrari 12Cilindri can be fitted with Michelin Pilot Sport S5 or Goodyear Eagle F1 Supersport tyres, both of which were developed in a new size for the Maranello company: 275/35ZR21 at the front and 315/35ZR21 at the rear. Development benefited from physical and virtual sessions, the latter carried out through simulator testing to reduce the number of physical prototypes and, consequently, development times and cycles.

    Performance has been optimised thanks to the adoption of the latest technologies in terms of compounds, tread design concepts and casing characteristics. Extensive testing has led to improved performance, dry grip levels and balance, stability on the limit and stability in the wet, as well as improved comfort and noise characteristics both internally and externally, including a 10% reduction in rolling resistance compared to the previous Ferrari front-engined V12 berlinetta applications.

    CHASSIS

    The Ferrari 12Cilindri’s all-aluminium chassis, featuring a 20-mm reduction in wheelbase compared to the 812 Superfast’s, is completely new: specific attention was focused on the geometry of cast components such as the shock towers and A and C pillars, to improve torsional rigidity whilst simultaneously reducing weight

    The greenhouse topping the new chassis guarantees superb NVH and safety performance in addition to clean load lines which allowed stiffness to be improved without increasing weight compared to previous Ferrari 12-cylinder applications. The result was an increase of 15% in torsional rigidity compared to the 812 Superfast which ensures more predictable dynamic behaviour, with consequent benefits for suspension precision. Lastly, thanks to more extensive use of castings, the number of extruded components requiring assembly has been significantly reduced, making the assembly process more efficient.

    For the first time on a Ferrari production car, a secondary alloy with 100% recycled material has been used to make the shock towers of the gearbox subframe: its introduction allows a reduction in carbon dioxide emissions of 146 kg of CO2 for every car produced. Thanks to an extensive development phase, it was possible to guarantee that the mechanical characteristics are the same as non-recycled alloy, exploiting the slight differences in chemical composition. For the validation of this new alloy, extensive testing was undertaken to assess the static and dynamic behaviour of the components and ensure excellent results in fatigue and crash tests.

    7-YEAR MAINTENANCE

    Ferrari’s unparalleled quality standards and increasing focus on client service underpin the extended seven-year maintenance programme offered with Ferrari 12Cilindri. Available across the entire Ferrari range, the programme covers all regular maintenance for the first seven years of the car’s life. This scheduled maintenance is an exclusive service that allows clients the certainty that their car is being kept at peak performance and safety over the years. This very special service is also available to owners buying pre-owned Ferraris.

    Regular maintenance (at intervals of either 20,000 km or once a year with no mileage restrictions), original spares and meticulous checks by staff trained directly at the Ferrari Training Centre in Maranello using the most modern diagnostic tools are just some of the advantages of the Genuine Maintenance Programme. The service is available on all markets worldwide and from all Dealerships in the Official Dealership network.

    Ferrari 12Cilindri – TECHNICAL SPECIFICATIONS
    POWERTRAIN

    Type V12 – 65° – Dry sump
    Overall displacement 6496 cm3
    Bore and stroke 94 mm x 78 mm
    Max. power output* 830 cv @ 9250 rpm
    Max. torque 678 Nm @ 7250 rpm
    Max. revs 9500 rpm
    Compression ratio 13.5:1
    Specific power output 128 cv/l

    WEIGHTS AND DIMENSIONS

    Length 4733 mm
    Width 2176 mm
    Height 1292 mm
    Wheelbase 2700 mm
    Front track 1686 mm
    Rear track 1645 mm
    Dry weight 1560 kg
    Dry weight-power ratio 1.88 kg/cv
    Weight distribution 48.4% front / 51.6% rear
    Fuel tank capacity 92 litres
    Boot size 270 litres

    TYRES AND WHEELS

    Front 275/35 R21 J10.0
    Rear 315/35 R21 J11.5

    BRAKES

    Front 398 x 223 x 38 mm
    Rear 360 x 233 x 32 mm


    TRANSMISSION AND GEARBOX
    8-speed DCT

    ELECTRONIC CONTROLS
    SSC 8.0: TC, eDiff, SCM, PCV 3.0, FDE 2.0, EPS, ABS-Evo in all Manettino positions, 6D sensor, performance ABS/ABD

    PERFORMANCE

    Max. speed > 340 km/h
    0-100 km/h 2.9 s
    0-200 km/h <7.9 s
    100-0 km/h 31.4 m
    200-0 km/h 122.0 m

  • NOVITEC Ferrari 296 GTB hybrid sports car

    The new 296 GTB is the latest example of how consistently Ferrari implements the technology transfer from its current Formula 1 racecars to the production of state-of-the-art hybrid high-performance sports cars. This includes not only the newly designed twin-turbo V6 engine, but also the MGU-K electric generator and motor positioned right behind it.

    As the world’s leading refinement specialist for the super powerful cars from Maranello, NOVITEC naturally also offers tailor-made designs for the Ferrari 296 GTB that make the two-seater even more dynamic and striking.
    A NOVITEC high-performance exhaust system, available in various variants, sports catalysts and turbo inlets with optimized airflow ensure that the internal combustion engine can breathe better. This increases the system output of the sports car by 38 horsepower to 638 kW / 868 hp. Further performance upgrades for the Ferrari 296 series are under development.

    The NOVITEC design studio is already diligently working on sportily styled aerodynamic-enhancement components for the mid-engine sports car. Tailor-made NOVITEC hi-tech wheels including the particularly exclusive variant featuring diameters of 21 and 22 inches have already been created in cooperation with Vossen.

    The available NOVITEC sports springs make the handling even more agile. For customizing the cockpit, NOVITEC offers exclusive interior design options fashioned with the greatest love of detail in a vast range of colors.

    High-performance exhaust systems for the world’s most exclusive automobiles are a particular specialty of NOVITEC. Precise exhaust routing, innovative skillful solutions and materials as well as outstanding build quality are at the very top of the developers’ specifications.

    This was of course also true for the design of the NOVITEC exhaust system for the 296 GTB hybrid sports car.The exhaust systems for the V6 are available made from stainless steel or from INCONEL, the hi-tech alloy also used in Formula 1 racing. To optimize the temperatures in the engine bay, all systems are wrapped in high-temperature insulation. In connection with the INCONEL version, this effect can be further amplified with 999 fine gold plating, which makes the exhaust look as special as it is besides.

    To further optimize the exhaust flow, the NOVITEC engineers additionally developed custom turbo inlets and tailor-made 100-cell metal catalysts. All in all, the NOVITEC modifications to the exhaust side produce an increase in peak power by 28 kW / 38 hp. This is accompanied by a thrilling exhaust note, which the version with actively controlled butterfly valves allows the driver in the cockpit to adjust individually from an electrifying, racy to a full-blooded racing sound.

    Various tailpipes with a diameter of 102 millimeters are available to showcase the NOVITEC exhaust system visually. They come with or without carbon embellisher und are optionally available with particularly stylish 999 fine gold plating. NOVITEC also offers a mesh insert for the perfect integration of the exhaust pipes into the rear end, which in addition helps to discharge more heated air from the engine bay.

    While the NOVITEC aerodynamic-enhancement range of naked carbon components is still under development, various hi-tech wheels for upgrading the looks are already available. These wheels were developed in cooperation with Vossen, America’s leading manufacturer of cutting-edge forged wheels.

    The NOVITEC NF 10 wheels are produced from hi-tech blanks using state-of-the-art machining technology. They make perfect use of the available space under the wheel arches of the 296 GTB. For these photos, the variant painted high-gloss black with hub covers in centerlock look was selected from a range of 72 colors and various surface finishes.

    The NF 10 alloys feature five delicate twin spokes extending all the way to the outermost edge and are some of the lightest wheels of their kind in this king-sized range. The attached photos show the two-seater fitted with a combination of size 9.5Jx21 wheels at the front with 255/30 ZR 21 tires and rims of size 11.5Jx22 with 335/25 R 22 tires on the rear axle. The different diameters on both axles place even greater emphasis on the wedge shape of the Ferrari.

    The NOVITEC sports springs appropriately lower the vehicle’s ride height by 35 millimeters. This measure has a positive impact not only on the looks, but also on the handling thanks to the lowered center of mass. To make it easier to navigate entrances, exits and ramps in parking garages, a NOVITEC front lift system is available for the 296 GTB as well. It hydraulically raises the nose of the vehicle by about 40 millimeters at the touch of a button.

    The German automotive refinement specialist offers exclusivity throughout the interior with first-class appointments in virtually any desired color.

  • Ferrari Roma Spider

    The Ferrari Roma Spider, the latest model from the Maranello marque, was presented to clients today at an exclusive event at the El Badi Palace in Marrakesh. This timelessly elegant, high-performance car is a contemporary take on the chic, pleasure-seeking Italian lifestyle of the 1950s and 60s. This spider carries over the proportions, volumes and specifications of the Ferrari Roma’s hugely successful V8 2+ concept, but what makes it so striking is the adoption of a soft top, a solution making a welcome return to the Prancing Horse range on a front-engined car 54 years after the 1969 365 GTS4.

    There’s a novel and modern take on the soft-top design that underlines the Ferrari Roma Spider’s exuberant character, with extensive personalisation options that include sophisticated, bespoke fabrics and contrasting stitching. On a functional level, the soft top deploys in just 13.5 seconds and can be actioned at up to 60 km/h. The fact that it is so compact also yields a larger boot and boosts the car’s versatility. A new, patented wind deflector integrated into the backrest of the rear bench can be deployed by a button on the central tunnel, guaranteeing exceptional in-car occupant comfort without taking up any space in the car.

    The Ferrari Roma Spider retains the Ferrari Roma’s excellent dynamic characteristics: it boasts a best-in-class weight/power ratio thanks not only to its soft top, but also to its all-aluminium chassis and 620 cv V8 from the engine family that was heralded as the International Engine of the Year on four consecutive occasions. The engine is coupled with Ferrari’s universally-acclaimed 8-speed DCT known for its incredibly fast shift times as well as excellent standards of comfort and mechanical efficiency.

    The Ferrari Roma Spider is not just rewardingly easy to drive, it is also extremely dynamic and responsive: this makes it the perfect companion on out-of-town weekends and longer journeys alike. Always, of course, with the exhilarating Ferrari V8 soundtrack playing in the background. A number of features are designed to make this car superbly versatile, including a category-topping boot size which includes a hatch via the rear seat backrests to allow larger items to be carried, and standard wireless connectivity by Android Auto® and Apple CarPlay® Wi-Fi. Not forgetting, of course, 18-way-adjustable heated ergonomic seats that are also available with an optional neck warmer for colder days.

    STYLE

    Designed by the Ferrari Styling Centre headed by Flavio Manzoni, the Ferrari Roma Spider aims to move the “La Nuova Dolce Vita” concept beyond city limits for elegant, carefree driving ‘en plein air’. This 2+ spider boasts a sophisticated fabric soft top, which is designed not just to maintain, but to enhance the flawless proportions of the coupé on which it is based without modifying that car’s elegantly flowing silhouette.

    Redesigning the coupé’s tapering, fastback roofline meant modifying the rear screen to incorporate it into the soft top so that it can fold below the tonneau cover when open. On the Ferrari Roma Spider, the original styling theme has become a body-colour band running across the base of the roof that divides the carbon-fibre active spoiler from the roof and rear screen, creating a seamlessly integrated tonneau cover. When the soft top is lowered, the active spoiler visually connects with the rear bench and head rests.

    Unlike the more usual basic fabrics seen on most convertibles, a new material has been used for the Ferrari Roma Spider’s soft-top, giving it a sophisticated air. Special fabric weaves were selected and developed in colour combinations that highlight the car’s twin souls, one more elegant and the other sportier. The bespoke finish with two-tone weave draws on a palette of four colours highlighting the refined, haute couture nature of the fabric. The optional technical fabric developed specifically for this car gives it a sporty yet very sophisticated allure with an innovative weave creating an extremely striking iridescent red finish that further enhances the roof’s 3D surface.

    EXTERIOR

    The stylistic approach taken for the Ferrari Roma Spider’s exterior centres around a clean design and absolute symbiosis between its various elements. Its harmonious proportions and pure, elegant volumes are very much in line with Ferrari’s front-engined GT tradition. That said, the designers have created a modern take on those classic proportions, giving the car a sophisticated, contemporary stylishness.

    The long front bonnet underscores the spare silhouette of the flanks, lending a sense of sleekness to the entire body and a dynamic look. The sober, spare front of the car looks as if it were sculpted from single block of metal, creating an overhanging, sharknose effect.

    The bonnet and sinuous wings flow into one another yet also effortlessly harmonise with Ferrari’s traditional styling cues. The designers sought to preserve the minimalist elegance of the car’s forms by removing any vents or superfluous decorative features. In fact, the launch configuration does not even include the Scuderia Ferrari side shields, reflecting the approach taken with the road cars of the 1950s.

    Engine cooling is guaranteed by the perforated surfaces, only where strictly necessary, creating a new interpretation of the grille concept: this distinctive solution is finished in the same colour as the bodywork, rendering it seamless with the styling. The edges of the front grille flow into two linear, full-LED headlights which lend the front of the car a distinctive character all of its own. They are traversed by a horizontal DRL strip that hints at the structure beneath the car’s skin, an element that brings a sense of tension to the entire circumference of the car.

    The fastback cabin volume is compact and set back, ending in a subtle nolder beneath which the designers have created a modern take on the signature Ferrari tail. The Ferrari Roma Spider’s long rear overhang, which is a characteristic of the Ferraris of the 1950s and 60s, has been re-proportioned here, resulting in a low, compact volume which hugs the rear axle. The wraparound tail of the car is characterised by the purity and modernity of the transom styling. Technological advances made it possible to reduce the dimensions of the tail light assembly, resulting in a minimalist and iconic design. The rear is completed by a compact aerodynamic diffuser that incorporates the fence and exhaust tailpipes.

    CABIN

    For the Ferrari Roma Spider’s cabin, the Ferrari Styling Centre designers took the same approach to volumes and forms introduced on the Ferrari Roma. Two separate spaces, one each for driver and passenger, were created in an evolution of the dual cockpit concept, which has its roots deep in the marque’s history with cars from the 1970s. The innovative look of this dual cockpit was achieved by extending the philosophy applied to the dash to the entire cabin. Hence, the vision of two modules that wrap around driver and passenger and that extend and integrate with the two rear seats.

    The Ferrari Roma Spider’s cabin has an almost symmetrical layout which produces a more organic distribution of both spaces and functional elements. The result is that the passenger will feel very involved in the driving experience – almost like a co-driver, in fact. The forms have been crafted to create a sculptural volume in which there is a sense of textural continuity between all the various cabin elements.

    Created by paring back the volumes and underscored by piping along their edges, the two cockpits are cocooned in a wraparound volume and extend from the dashboard all the way back to the rear seats, organically incorporating the dash, doors, rear bench and tunnel. Thus, the cabin is not designed as a collection of separate sub-assemblies, but defined by elements that develop organically.

    The technology adopted is derived from the Ferrari Roma: the digital instrument cluster is integrated with the volumes around it and protected by an anti-glare binnacle which extends out naturally from the dash. The passenger has an optional display that allows them to share the driving information. An 8.4” central display set between the two cockpits and partly floating between the dashboard and tunnel incorporates the other infotainment and climate control functions.

    The F1 gearbox controls have been set into a modern metal plate which references the iconic gear lever gate. In the Ferrari Roma Spider, this is in the centre of the tunnel and inclined to make it easier for the driver to reach and see.

    The steering wheel’s HMI is a further honed and refined version of that seen on the Ferrari Roma with touch controls on its spokes. The left-hand spoke has indents corresponding to the touch controls to ensure the driver can feel which one to use. The track pad on the right-hand spoke has been improved – there is now an indent that makes it easier to swipe. These solutions help the driver know where the controls are, in line with the “Eyes on the road, hands on the wheel” philosophy Ferrari has been adopting for quite some time. The Engine Start button is now also backlit in red to underscore the thrill of the moment the iconic Ferrari twin-turbo springs to life.

    POWERTRAIN

    The Ferrari Roma Spider is powered by an engine belonging to the V8 turbo family named “International Engine of the Year” for four consecutive years and also voted “Best Engine of the Last 20 Years” in 2018. The 3,855 cc power unit can punch out 620 cv at 7,500 rpm, the equivalent of 161 cv/l, which it combines with the flexibility of low-end pick-up, thanks to 80% of the torque being available at just 1900 rpm.

    The Ferrari Roma Spider also sees the introduction of an important evolution of the oil pump which reduces time-to-pressure in cold starts by 70%, as well as increasing the flow rate at medium revs. The same modification has also been introduced on the Ferrari Roma, demonstrating the company’s commitment to continual research and development.

    Like all Ferraris in the range, the Ferrari Roma Spider delivers instantaneous throttle response. This is the direct result of the adoption of specific solutions, such as a flat-plane crankshaft, which is more compact in size with lower rotating masses to improve fluid-dynamics; compact turbines which have a lower moment of inertia; twin-scroll technology that directs the exhaust gases from each cylinder through separate scrolls and increases the pressure of the exhaust pulses for maximum power; and a single-piece, cast exhaust manifold with equal length pipes to optimise pressure waves in the turbine and reduce losses.

    The Ferrari Roma Spider boasts Variable Boost Management, a control software developed by Ferrari that adjusts torque delivery to suit the gear selected, delivering increasingly powerful pick-up as revs rise, whilst optimising fuel consumption. As the car goes up through the gears, the amount of torque delivered by the engine increases, continuing all the way up to 760 Nm in 7th and 8th gear. This allowed the use of longer gear ratios in the higher gears, which helps keep fuel consumption and emissions down, while adopting a steeper torque curve through the rev range in the lower gears for a feeling of smooth, consistent pick-up.

    The gearbox is based on a dual-clutch oil bath architecture and is derived from the 8-speed gearbox first introduced on the SF90 Stradale. The main modifications made with respect to the latter are longer gear ratios and the introduction of a reverse gear. The new layout and component integration thus optimised the gearbox’s size and its installation in the car.

    With eight gears and optimum transmission efficiency, fuel consumption in urban and motorway contexts has been reduced without compromising on performance. In fact, there is a noticeable improvement even in sporty driving. The main technical features that have guaranteed this result are the use of low-viscosity oil and a dry sump configuration to minimise fluid-dynamic efficiency losses (oil splashing) in addition to the use of a specially-designed differential (with the input pinion axis not offset to reduce slip speed.

    The clutch module is 20% smaller than the previous 7-speed, but delivers 35% more torque, with up to a maximum 1,200 Nm of dynamic torque transmitted when gear shifting. The transmission software strategy has been evolved thanks to a more powerful ECU and better integration with the engine management software. Particular attention was also lavished on the strategies designed to reduce fuel consumption and emissions, particularly when the Start&Stop function is in use.

    Every single Ferrari engine has its own particular soundtrack that makes it unique and, of course, the Ferrari Roma Spider is no exception to that rule. In addition to the flat-plane crankshaft, which synchronises engine firing, and equal-length exhaust headers, which equalise the sound, the spider adopted the Ferrari Roma’s entire exhaust line that eliminated the two rear silencers in favour of new geometry for the by-pass valves. The continuous and progressive by-pass valve control underscores the engine sound and performance depending on the driving situation.

    AERODYNAMICS

    The adoption of a fabric soft top and its indirect impact on the car’s bodywork geometries provided the starting point for the aero development. To retain the Ferrari Roma’s low drag, combined with the possibility of generating efficient downforce, the line of the roof and its curvature over the frontal section were subjected to in-depth numerical analysis and guided by the work of the Aerodynamic Department to ensure the project target was reached.

    The modifications to the Ferrari Roma Spider’s bodywork also required new mobile spoiler geometry. In fact, the design of the latter has been meticulously honed to reflect the car’s styling and new roof line. Similar to the Ferrari Roma, this element is designed to extend and retract in a calibrated way specific to the spider as a function of the car’s speed, and the longitudinal and transverse acceleration acting on the body. This guarantees three different spoiler positions, specifically calibrated for top-down driving.

    The result is that the Ferrari Roma Spider has downforce in handling situations and at high speeds comparable with the Ferrari Roma, ensuring the car is always aerodynamically balanced and able to deliver the same driving exhilaration. Huge attention was lavished on aerodynamic comfort on board with the top down, with particular focus on minimising both turbulence and wind noise in the cabin.

    The solutions selected were driven by the need to simplify the transition from top-up to top-down driving, by introducing automatic movements for the surfaces tasked with creating an aerodynamic ‘bubble’ effect over the cockpit for comfort. The first was the addition of a 5mm nolder on the new windscreen header rail in the area of the flow separation. The second was the development of an automatic patented wind deflector that can be deployed by the driver without any need to stop the car. If the client wants to deploy the wind deflector, they simply press a button on the tunnel and the backrest of the rear seats (in the absence of rear passengers) will rotate into position behind the front occupants’ heads.

    In this configuration, the air flow that would normally be drawn into the cabin from the rear of the car is deflected, creating an area of relatively still air around the occupants and reducing still further the turbulence around the heads of taller drivers by around 30% compared to previous 2+ spider applications. The deployable wind stop’s permeability was optimised by a transverse aperture at its centre which, thanks to its calibrated angle, acts as a real aerodynamic duct, while its shape in the plan view is tapered at the sides. These two geometric characteristics combine to deflect the most highly energised flow entering the cabin well away from the occupants.

    The duct at the centre of the wind stop ensures that part of the flow entering the cabin is deflected downwards towards the rear seat, forcing it to mix with a slower flow. This means it loses most of its energy, effectively reducing turbulence in the cabin. The result is an extension of the bubble around the occupants and particularly their heads, guaranteeing unparalleled en plein air comfort. The shape, angle and permeability of the deployable wind stop are all crucial to achieving this objective, and were developed thanks to a combination of CFD simulation and many wind tunnel sessions.

    There is no doubt that the most visually striking downforce generation feature is the active spoiler at the rear of the car’s upper body. A mobile spoiler is cleverly concealed in the rear lid, not interfering in the least the car’s line. However, thanks to a special mechanism, it can deploy into three different positions (Low drag – LD, Medium Downforce – MD, High Downforce – HD).

    In low speed situations, when downforce has only a modest impact on the car’s performance, the spoiler goes into low drag position. This configuration is maintained until the car hits a speed of 100 km/h. At speeds of over 300 km/h, the spoiler is in MD mode. This choice was made because in these conditions, the preference is for a better balanced car, in part because of the minimal impact on drag. In speed ranges in which downforce plays a pivotal role in performance, the spoiler is in MD position and its movement to the HD position depends on the car’s longitudinal and lateral acceleration. The threshold value is variable and linked to the Manettino position.

    In medium downforce mode (MD), the mobile element is at a 150-degree angle to the rear screen. In this configuration, it can generate around 30% of maximum downforce with an increase in drag of under 1%. In high-performance handling or braking situations, the mobile element automatically moves to HD configuration, generating maximum downforce and readying the car to provide the driving thrills that all Ferraris deliver. When deployed to its maximum height (HD), the mobile element creates a 135 degree angle with the surface of the rear screen, thus generating around 95 kg of downforce at 250 km/h, yet increasing drag by a mere 4%.

    The increase in front downforce is due for the most part to a pair of vortex generators, which have been optimised for this particular model. They create a ground effect by introducing concentrated and coherent vortices into the area whilst simultaneously managing the wake from the front wheels with the ultimate aim of guaranteeing very efficient downforce generation.

    VEHICLE DYNAMICS

    The goal of the Ferrari Roma Spider’s vehicle dynamics development was to deliver superior driving thrills and handling precision on a par with the Ferrari Roma, thanks to the Side Slip Control concept which uses an algorithm developed by Ferrari that provides an instantaneous estimate of side slip to all the various on-board control systems. This data is then used to coordinate and implement interventions in a rapid, timely and accurate manner.

    The Side Slip Control System (SSC), version 6.0 of which is used here, integrates all the car’s vehicle dynamics systems, most notably the Ferrari Dynamic Enhancer, active solely in the Manettino’s ‘Race’ position. The FDE is a lateral dynamics control system that rapidly adjusts the hydraulic brake pressure at the callipers on all four wheels consistent with the dynamic situation requiring control. It is designed to make the evolution of the car’s lateral dynamics more predictable through and exiting corners, ensuring the driver’s control of the steering wheel and throttle are simpler and more intuitive. The system flanks the traditional Electronic Stability Control system.

    Like the Ferrari Roma, the Ferrari Roma Spider’s Manettino has five positions to make its handling and traction performance even more accessible with the introduction of the Race position. Supported by the introduction of the Ferrari Dynamic Enhancer, this position is designed to boost fun behind the wheel.

    CHASSIS AND BODYWORK

    The Ferrari Roma Spider’s chassis is derived from the Ferrari Roma, but features new components, with the rear section inspired by the solution used on the Ferrari Portofino M. The sill, a fundamentally important structural element, was developed specifically for the Ferrari Roma Spider, as were some elements required to install the soft top, and the A-pillar/windscreen surround.

    The bodyshell retains the fundamental elements of the Ferrari Roma’s design: the modifications made focused mainly on the rear and on harmonising the Ferrari Roma Spider’s lines so that they retain their elegance with the top down. Exceptional torsional rigidity and beam stiffness figures for the bodyshell and chassis have been achieved despite an increase in weight of just 84 kg for a weight/power ratio of 2.5 kg/cv, which remains at the very top of the high-performance 2+ spider category. This impressive result also ensures that the Ferrari Roma Spider benefits from the same excellent handling and performance as the Ferrari Roma.

    This increase was due in part to two factors. Firstly, the addition of the unique integrated wind deflector, which significantly improves occupant comfort. Secondly, the addition of headrests for the rear seats that visually integrate into the tonneau cover design.

    The automatic fabric soft top guarantees occupant comfort on a par with the retractable hard top system equipping the other spider models in the range. The large rear glass screen is fully integrated into the soft-top geometry. The five-layer fabric dampens wind and road noise, making it quiet even at high speeds. During development, special attention was also paid to reducing the ballooning effect typical of soft tops. The technical solutions adopted by Ferrari’s engineers have thus guaranteed class-leading performance in these areas.

    The soft-top mechanism was designed to be light yet resilient: it pushes technical performance limits to new heights thanks to a Z-shaped movement that folds the soft top away in a mere 13.5 seconds and up to a maximum speed of 60 km/h. When stowed, the roof occupies a height of just 220mm, which is the lowest in the category, and that, in turn, ensures a roomy boot (a class-leading 255 litres with the top up).

    The gas springs used to extend the wind deflector were meticulously designed and developed to deliver controlled, smooth action at all stages of movement and in all conditions. The wind deflector can be opened at up to 170 km/h. The chance of opening the mechanism is automatically speed-limited to ensure that it can be deployed in safety. Once in place, the wind deflector can be used at any speed in open configuration.

    The wind deflector retains all the features unique to a real backrest: the surface the rear occupants rest on is padded for comfort, while it is shaped to open even when the front seats are pushed back. The central duct compensates for the air pressure acting either side, improving the efficiency of its movement. The system’s kinematic points are the result of an in-depth study of the entire back seat and boot area, optimising their position in relation to movement and weight.

    7 YEARS MAINTENANCE

    Ferrari’s unparalleled quality standards and intense focus on client service underpin the extended seven-year maintenance programme offered with the Ferrari Roma Spider. Available across the entire range, it covers all regular maintenance for the first seven years of the car’s life. This scheduled maintenance programme for Ferraris is an exclusive service that gives clients the certainty that their car is being kept at peak performance and safety over the years. This very special service is also available to owners of pre-owned Ferraris.

    Regular maintenance (at intervals of either 20,000 km, or once a year with no mileage restrictions), original spares and meticulous checks by staff trained directly at the Ferrari Training Centre in Maranello using the most modern diagnostic tools are just some of the advantages of the Genuine Maintenance Programme. The service is available on all markets worldwide and from all Dealerships on the Official Dealership Network.

    The Genuine Maintenance programme further extends the vast range of after-sales services offered by Ferrari to meet the needs of clients wishing to preserve the performance and excellence that are the signatures of all cars built in Maranello.

     

    FERRARI ROMA SPIDER – TECHNICAL SPECIFICATIONS

    ENGINE

    Type V8 – 90° – twin turbo
    Total displacement 3855 cc
    Bore and stroke 86.5 mm x 82 mm
    Max. power output* 456 kW (620 cv) at 5750–7500 rpm
    Max. torque 760 Nm at 3000-5750 rpm
    Max. revs 7500 rpm
    Compression ratio 9.45:1
    Specific power output 161 cv/l


    DIMENSIONS AND WEIGHTS

    Length 4656 mm
    Width 1974 mm
    Height 1306 mm
    Wheelbase 2670 mm
    Front track 1652 mm
    Rear track 1679 mm
    Dry weight** 1556 kg
    Dry weight/power ratio 2.5 kg/cv
    Weight distribution 48% ant. / 52% post
    Fuel tank capacity 80 l
    Boot capacity 255 l


    TYRES AND WHEELS

    Front 245/35 ZR 20 J8.0
    Rear 285/35 ZR 20 J10.0


    BRAKES

    Front 390 x 34 mm
    Rear 360 x 32 mm


    TRANSMISSION AND GEARBOX
    8-speed F1 DCT

    ELECTRONIC CONTROLS
    EPS, VDC, ABS with EBD, F1-TCS, E-Diff3, SSC 6.0, FDE, SCM-E Frs

    PERFORMANCE

    Max. Speed  > 320 km/h
    0-100 km/h  3.4 s
    0-200 km/h  9.7 s
    100-0 km/h 32 m
    200-0 km/h  130 m


    FUEL CONSUMPTION
    Under homologation

    CO2 EMISSIONS
    Under homologation

    * With 98 RON fuel
    ** With optional lightweight content

  • Ferrari Vision Gran Turismo Concept

    The Ferrari Vision Gran Turismo, a closed-wheel single-seater, is the first Ferrari concept car created specifically for the virtual motor sport world. The car’s design has its roots firmly in Maranello’s unparalleled racing tradition, with the number 75 on its flanks reflecting that noble heritage. The launch of the Ferrari Vision Gran Turismo in fact brings the 75th anniversary celebrations of when the marque’s first-ever racing car, the 125 S, exited the iconic factory gates in 1947, to an official close.

    To mark that occasion, this model not only signifies an important step for Ferrari in the virtual environment, where it will inspire new generations of passionate drivers and enthusiasts, but also redefines the company’s stylistic language. It represents a futuristic design manifesto for Ferrari’s road and racing cars, embodying the maximum expression of formal beauty and innovation, and providing a stimulus for both the engineers and drivers (real and virtual) of tomorrow.

    The Ferrari Vision Gran Turismo’s design was penned by the Ferrari Centro Stile under the direction of Flavio Manzoni, and takes its inspiration directly from legendary 1960s and 70s’ Ferrari Sports Prototypes, which enjoyed huge success in endurance races such as the 24 Hours of Le Mans (won by the Prancing Horse a total of nine times), and the 24 Hours of Daytona. Featuring dramatic proportions and futuristic lines, the car succeeds in its stylistic mission by effortlessly embodying the DNA of masterpieces such as the 330 P3 and 512 S, simultaneously paying homage to the Prancing Horse’s glorious racing history and affording a tantalising glimpse of the future evolution of closed-wheel racing cars.

    The design of the Ferrari Vision Gran Turismo was conceived around the idea of a speed form with very geometric, sharp, angular lines that nevertheless underlie a very organic shape. This contrast has a disruptive effect, as the plasticity of the external and internal surfaces binds with the geometric precision of the lines, creating a car with an immediately recognisable character, the architecture of which centres around an advanced aerodynamic concept based on two imposing side channels. This solution has been patented by Ferrari and directs the airflow from the front underbody, around the cockpit and over the striking side pods. This solution generates extremely efficient aerodynamic downforce thanks to the variation in momentum and the suction created by the central part of the underbody. The rear aerodynamics were developed using concepts inspired by the Ferrari 499P, particularly in terms of the diffuser and the rear biplane wing. Lastly, the front S-Duct and the integrated air vents on the wheelarches further boost aerodynamic efficiency and high-speed stability.

    The Ferrari Vision Gran Turismo sports the same 120-degree 3-litre turbo V6 architecture adopted on the 296 GTB, 296 GTS and 296 GT3 that also powers the new 499P. However, in this installation, there were no technical regulation constraints to comply with, so it was further honed to unleash genuinely extreme performance. In this particular configuration, the engine is tuned to deliver a massive 1030 cv at 9000 rpm, with an additional 240 kW (326 cv) available from three electric motors, one on the rear axle and one on each of the front wheels. Ferrari worked with Gran Turismo to ensure that the exhilarating engine sound of this innovative powertrain is faithfully reproduced to give SIM racers an even more realistic racing experience.

    The bodyshell of the Ferrari Vision Gran Turismo appears as if suspended over the flat, carbon-fibre underbody which incorporates all the car’s technical components, thus giving purity to the shape. The chassis is designed to emphasise the car’s lateral dynamics in on-the-limit handling. The powertrain layout guarantees an optimal front-rear weight balance and an extremely low centre of gravity to the benefit of the AWD. The elasto-kinematic suspension set-up was developed around the performance characteristics of the tyres used in Gran Turismo™ together with the car’s aerodynamic balance, the aim being to guarantee superlative performance on both torturously winding city circuits and traditional endurance race tracks.

    The suspension is designed to maintain the tyre contact patch to ensure maximum traction, thereby allowing the Ferrari Vision Gran Turismo to deliver 1100 Nm of rear torque from the combined ICE and MGU-K to the road. The result? Peerless performance. Cutting-edge electronic vehicle controls endow the car with the unrivalled cornering agility and handling balance that Ferrari’s road and racing cars have long been renowned for. The in-game experience is thus designed to faithfully replicate Ferrari’s in-car driving thrills, conveying an accurate feeling of the limits achievable and enhancing the car’s performance.

    The car also boasts hybrid technology that benefits from the unique expertise in electric boost and energy recovery strategies Ferrari has developed in Formula 1. Constantly balancing the state of charge of the battery allows the driver to make full use of the combined power available from the ICE and electric motors, so that maximum performance is available both during qualifying laps as well as over consecutive racing laps.

    The interior design is an extension of the exterior, with a purist, minimalist approach delivering optimal functionality and driver ergonomics. The dashboard lines are clean and spare and, just like the see-through engine cover framing the hybrid V6 powertrain, incorporate transparent high-tech materials to reveal the mechanical components of the sophisticated modern steering wheel. The HMI is designed for immediacy and ease of use so that the driver can always concentrate fully on the road ahead.

    Unveiled during the Gran Turismo World Finals in Monte-Carlo, the Ferrari Vision Gran Turismo will become available to all users of GT7 from the 23rd of December 2022. However, starting right after the unveiling on the 27th of November at 19:00 CET, GT7 users will be able to take part in a viewers’ campaign quiz through the game, with the winning participant receiving the Ferrari Vision Gran Turismo as a gift on the 15th of December. On the same date, the full-scale design study will make its first public appearance at the Ferrari Museum in Maranello, where it will be displayed alongside the current exhibition dedicated to the marque’s exclusive one-off models until March 2023.

    TECHNICAL SPECIFICATIONS

    POWERTRAIN

    Type V6 – 120°, twin turbo, all-wheel drive
    Total displacement 3000 cc
    Max. ICE power output 1030 cv @ 9000 rpm
    Max. ICE torque 900 Nm at 5500 rpm
    Max. power output hybrid system 240 kW (326 cv)

    WEIGHT

    Dry weight 1250 kg
    Weight distribution 43.5% front / 56.5% rear

    TRANSMISSION AND GEARBOX

    F1 dual-clutch gearbox, eight speed

    PERFORMANCE

    Maximum speed
    0-100 km/h
    0-200 km/h
    Fiorano lap time    		 > 350 km/h
    < 2.0 s
    < 5.0 s
    < 1 ’10”

  • Ferrari 330 GTC

    Leading Ferrari specialist Bell Sport & Classic is proud to reveal full details of the benchmark-setting restoration of a 1966 Ferrari 330 GTC, which secured a convincing victory at the 2022 Salon Privé Concours d’Elégance in September against world-class opposition.

    The concours award and the car’s Ferrari Classiche Certificate stand testament to the intensive three-year-long restoration and rebuild at Bell Sport & Classic’s Hertfordshire headquarters. Led by the company’s expert team, who together have many decades of experience in Ferrari restoration, every component on the 330 GTC has either been restored, overhauled or reverse engineered, with the very latest restoration and engineering techniques employed.

    Like all Bell Sport & Classic’s restorations, a beyond obsessive approach was applied through an unmatched blend of experience and expertise, creating a car that is in every facet better than when it left the factory – and what is quite probably the finest Ferrari 330 GTC in existence.

    The gentleman’s Ferrari

    “Unveiled at the 1966 Geneva Motor Show the 330 GTC took its chassis from the 275 GTB Berlinetta and its 300hp four-litre V12 engine from the 330 2+2 Coupé. Cloaked in an achingly elegant Pininfarina body, it made an immediate impact and was very much a car for the more discerning driver. It’s the kind of Ferrari that you could imagine Enzo using as a daily driver,” explains Tim Kearns, Bell Sport & Classic’s Managing Director.

    “Maranello built 600 examples between 1966 and late 1968 and this example was built during the initial year of production,” adds Bell Sport & Classic’s Head of Acquisition & Sales, Peter Smith. “It first came to us six years ago having clearly had a good amount of use, the car initially sold into Switzerland had spent time in the US and was eventually found in Venezuela. Although the engine wasn’t running and it had been repainted blue, literally every nut and bolt was original, so it was a good example to start with – but we knew we could make it as close to perfect as possible.”

    Two weeks were spent methodically removing all the Ferrari’s interior components before the restoration team, led by Elliot East, turned to the exterior trim and began carefully stripping parts, including the brightwork, bumpers, headlights, and glass. Only after that stage was completed was attention turned to the drivetrain and suspension components.

    Restored to factory-fresh specification

    Bell Sport & Classic’s exacting approach means that the same effort is lavished on every element of the car – whether visible or not. The 330’s heavily kerbed and severely corroded original 14-inch cast magnesium wheels were restored and elevated to gleaming concours-winning condition; this same approach is applied throughout the car – even to components that will remain hidden from view, deep in the fabric of the machine.

    As Matt Wilton, who oversaw the project and has a lifetime of experience at the highest level of Classic Ferrari Restoration, explains: “Several of the imperfections were relatively minor, and would most likely never be seen by a customer, but for a Bell Sport & Classic restoration, everything matters. Yes, it’s highly time-consuming, but it gives our customers complete confidence that a car they receive from us is perfect in every detail.”

    A month was dedicated to stripping the suspension down, and the components sandblasted, before undergoing repainting and replating as required. The original shock absorbers, suspension arms and springs were all refurbished and retained.

    “The steering arm and every little bracket that had been nickel-plated originally, were replated,” continues Matt Wilton. “Other components, such as the anti-roll bar drop link, were restored to their original satin nickel finish. Absolutely everything on this car is in the same condition, or better, as the day it left the factory.”

    Walnut shells for that delicate touch

    The process that would eventually ensure an exquisite exterior finish utterly devoid of even the slightest blemish began more than two years before painting was scheduled, and involved blasting the car’s body, not by sand, but by crushed walnut shells.

    “One of the disadvantages of using sandblasting on the delicate areas of the larger panels is that it can put heat into the steel and cause it to distort. However, that doesn’t happen with walnut-blasting,” continues Elliot East. “It’s a technique that’s always best for the potentially more fragile areas.”

    When the car arrived at Bell Sport & Classic it was a pale blue and had clearly been painted several times over its life.  As part of the team’s restoration research process, the original factory build sheets were sourced confirmed that 330 GTC Chassis No. 9069 left Maranello a beautiful and unusual pale green.  Before the body was painted and the Ferrari returned to its stunning original light green metallic Verde Chiaro Metallizato, the team undertook a complete dry build. While this process of reassembling and then stripping back down again before painting takes time, it’s integral to every restoration project undertaken by Bell Sport & Classic.

    And again, despite the team’s accumulated decades of experience restoring historic Ferrari models, it ensures that nothing is taken for granted or left to chance. At this point, the bodywork is fully re-assembled, with components such as the glass, chrome wear, doors and all exterior fixtures fully incorporated. Every stage of the process is precisely measured, and triple checked. This painstaking attention to detail is critical to mitigating the effect of the additional thickness of the primer and paint.

    “If you have too much paint on the window frames, it could prevent the glass from fitting, or if there is too much in the guttering on the roof, it could prevent the door seal from fitting properly. We’re only talking points of a millimetre, but often that’s all it takes to make the difference,” explains Elliot East.

    No detail too small

    As typified by the GTC’s chassis, Bell Sport and Classic poured as much time and effort into perfecting the paint finish on the details that can’t be seen. Even the quality of the paint finish inside the small circular demister vent in the C-pillar matches the outstanding finish of the paint on the body, a rare achievement on this model, a real ‘tell’ for those in the know.

    “As soon as we unveiled the car at Salon Privé, that was one of the areas that the judges and aficionados who really know this model went to straight away,” smiles Matt Wilton.

    “And it was the same with the satin black paint inside the wheel arches and engine bay. It took three attempts before we were certain we got exactly the correct and original degree of shine and tonality.”

    Even after the concours judges had peered into the C-pillar air vents, crawled underneath, and lifted the boot carpet, Bell Sport & Classic’s impeccable craftsmanship still stood up to the strictest scrutiny.

    Again, the pursuit of perfection continued to areas that aren’t even visible. “Despite having been painted black at some stage – as most have been – when the car was new, its twin fibreglass-coated fuel-tanks were painted a pale turquoise blue,” explains Elliot East. “It’s not an easy colour to match, and some might argue that it’s not that important as the carpet hides the tanks. But it’s important to us. And that’s why the fuel tanks are once again finished in period-perfect turquoise after we found and original area of paint inside one of the necks and colour matched it.”

    V12 beating heart

    Each phase of the strip-down, refurbishment, reassembly, and testing, of the 330 GTC’s Colombo V12 engine was completed at Bell Sport & Classic’s in-house engine workshop, under the lead of Attilio Romano, a former member of the Ferrari factory technical team in Maranello, who ran H.R. Owen’s Ferrari technical department for 22 years.

    It’s an obsessive approach, but it ensures perfection, with every single component, down to the smallest stud, stripped, vapour-blasted, refurbished and replated as required, regardless of time and expense. Once the V12 was reassembled, two days were spent on dyno-testing, assiduously checking for the most minor issues, such as potential minute oil leaks.

    Then, after the car was rebuilt and the engine placed back in situ, it was subjected to 500 miles of road testing. “We restore cars, not just to be sat on a concours lawn, but driven and enjoyed by their owners,” adds Peter Smith, himself an experienced racer and part of the project’s dynamic sign-off process. The fully rebuilt engine produces 300hp at 7000 rpm – precisely the same as in period.

    The gearbox was exposed to the same in-depth strip-down and rebuild process as the engine. And while every effort was made to maintain optimum originality, certain new parts were required to ensure a sublimely smooth driving experience. These included the selector forks, synchroniser hubs and synchroniser rings.

    In many ways, the four-pot calliper braking system proved the most challenging aspect of the drivetrain, as Elliot East explains. “We weren’t happy with the existing brake servo, which was challenging because finding an original replacement part in good condition was just about impossible.  But it’s like trying to ease off a seized nut – we never give up. And as we have contacts with parts suppliers and Ferrari enthusiasts all over the globe, we finally sourced an original.”

    Creating a sublime interior

    Back in 1966, the 330 GTC left Maranello sporting a gorgeous black leather interior, but more than half a century of use had taken a very heavy toll upon it. Restoring the cabin of a historic Ferrari to its former glory represents a significant challenge that not many can truly perfect.

    Bell Sport & Classic entrusted the restoration of the car’s cabin to O’Rourke Coachtrimmers and Suppliers. Based in Rudgwick in West Sussex, the company has decades of experience in restoring Ferrari cabins to concours-winning, period-perfect condition. O’Rourke Coachtrimmers and Suppliers has built its world-leading reputation not just on the quality of its craftsmanship, but also by applying the same forensic approach and research-driven authenticity that Bell Sport & Classic exercises itself.

    So, when the customer wished to change the colour of the leather, it was a straightforward task for O’Rourke Coachtrimmers and Suppliers to outline the range of options offered by the factory more than half a century ago. As a result, the car’s new owner was able to select the precise Ferrari Conolly VM 218 fawn leather colour, which was matched with period-correct detailing, including the colour and weave of the carpets and the headlining, right down to the vinyl on the binding of the carpets, with all material sourced from Italy.

    Fortunately, the car’s original seat frames were in good condition and retained, although new foam inserts were fitted to ensure optimum comfort and support. New webbing was used for the belts, but all the fittings and buckles are original and have been restored, including the iconic Irvin badges.

    The Ferrari’s wooden veneer dashboard was in relatively good condition, apart from the fact that it had a mysterious hole in it. “All the original dials and controls were present and correct and accounted for, so the hole had presumably accommodated an additional aftermarket feature that had been fitted at some point and then removed again,” deduced Elliot East. Once again, vast reserves of skill, experience and patience were required to perfect this element of the restoration, with dozens of different wood stains tried and revised before the correct match was found.

    At some point in the car’s history, a 1980s radio cassette had been fitted to the centre console.  Bell Sport & Classic removed the unit and fitted an original Beck Europa radio, of the precise type the car would have left the factory with. Restored and uprated by vintage car radio specialists, Chrome London, the period radio is equipped with modern internals and Bluetooth compatibility.

    Beauty that is much more than skin-deep

    “With this Ferrari 330 GTC, we have created a car that looks perfect from first glance right down to the details you will never see,” adds Peter Smith. “We believe passionately that beauty is so much more than skin-deep. That’s why, if you took this car apart, every component would look new, even though it is fifty-six years old. Versus the more famous V12 Ferrari of the period, the 330 GTC hides its light under a relative bushel, but it is such a wonderful combination of style and performance that this is one Ferrari unlikely to remain underrated for much longer.” 

    Bell Sport & Classic Managing Director, Tim Kearns concludes: “It’s a fundamental part of our philosophy that we just don’t build a car to get maximum points from the judges in a concours, it’s got to drive beautifully, too. The 330 GTC was the only car in its class to take part in the Salon Privé tour in the lead up to the event. It was driven enthusiastically and enjoyed on the wonderful roads of the Cotswolds over two days, before arriving at Blenheim Palace, parking up on the Concours judging lawn, and then taking the top Ferrari prize. 

    “Every car we restore, while flawless visually, has got to perform at the highest possible level ­– it’s got to be a true driver’s car. And it has got to be capable of being used every day of the week even if it isn’t. We are confident that Bell Sport & Classic sets the standard for the restoration of historic Ferrari models. The plaudits this 330 GTC has achieved validate the beyond obsessional approach of our exceptionally talented, knowledgeable, and passionate team. It builds on the success of our other recent Ferrari restoration projects – which have been met with universal acclaim for their pursuit of perfection – and further underlines our objective to continually raise the bar. This is exactly what Bell Sport & Classic does. Watch this space for our next project.”

  • NOVITEC Ferrari SF90 Spider

    A system output of 816 kW / 1,109 hp, zero to 100 km/h in just 2.4 seconds, efficient aerodynamics and spectacular looks: With its sophisticated refinement range for the Ferrari SF90 Spider, NOVITEC once more underpins its status as the world’s leading automotive refinement specialist for the great sports cars from Maranello.

    NOVITEC rose to the challenge of enabling a modern super sports car with plug-in hybrid drive to deliver even better performance on the road. The engine specialists developed special maps for the electronic management system of the four-liter, twin-turbo combustion engine. In addition, they created a high-performance exhaust system with metal catalysts. This combination realizes an output increase of 80 kW / 109 hp.

    In conjunction with the three electric motors, the result is a massive system output of 816 kW / 1,109 hp. Consequently, the drop-top two-seater accelerates from rest to 100 km/h in a mere 2.4 seconds and reaches a top speed of more than 340 km/h.

    In concert with the 21-inch alloys developed together with Vossen, the NOVITEC carbon upgrade for the bodywork gives the mid-engined sports car even more spectacular looks.

    A sports car famously can never have an excess of power and thus NOVITEC also developed a performance upgrade for the Ferrari SF90 Spider with plug-in hybrid drive. The work focused on the V8 with two turbochargers. New maps for injection, ignition and the electronic boost pressure control were developed in complex testing. They are introduced into the engine management system of the two-seater by a NOVITEC N-TRONIC module for each cylinder bank.

    The developers identified further potential in the exhaust system. The production catalysts can be replaced with custom-developed 100-cell metal components, which optimize emission control. They ensure enhanced performance, as does the meticulously tuned NOVITEC high-performance exhaust system. High-temperature insulation lowers the temperatures in the engine bay, which likewise contributes to improved engine performance. The versions with 999 fine gold plating dissipate the heat particularly efficiently and are of course also very attractive to look at.

    During the design and tuning of the system, the focus naturally also was on a thrilling exhaust note. Owners of an SF90 can choose between variants with and without electronic sound management by means of actively controlled butterfly valves. To give the rear appearance a further upgrade as well, NOVITEC also offers 112mm tailpipes with carbon embellishers.

    The combination of all NOVITEC high-performance components bumps peak output of the combustion engine by 80 kW / 109 hp and peak torque by 118 Nm. The three electric motors plus the tuned combustion engine’s 654 kW / 889 hp at 7,300 rpm add up to a system output of 816 kW / 1,109 hp.

    As a result, the NOVITEC-tuned hybrid sports car accelerates from zero to 100 km/h in a mere 2.4 seconds and reaches 200 km/h in just 6.5 seconds. The top speed increases to more than 340 km/h.

    At these speeds, the aerodynamics play a crucial role. That is why the NOVITEC designers went into the wind tunnel to develop spoilers that further optimize the handling stability. All parts are made from naked carbon, which lends the Ferrari full-blooded racing looks to boot.

    The central NOVITEC spoiler and the detachable side sections on the front fascia produce additional downforce at high speeds. The carbon flaps, which route the airflow past the front wheel arches, add the streamlining finishing touches. The ducktail spoiler and the diffuser at the rear ensure outstanding aerodynamic balance.

    Carbon fiber from the NOVITEC Manufaktur hand-finish production shop adds further spectacular highlights to the SF90 Spider. The front hood can be upgraded visually with two surrounds for the lower air outlet and a cover for the windshield. The NOVITEC Race fenders and their air outlets in the top give the sports car undiluted racing looks and vent the air heated by the front brakes faster from the wheel wells.

    NOVITEC also modifies the side view extensively. This includes carbon rocker panels, covers for the side mirrors and trim on the windows. The NOVITEC air deflection elements aft of the doors optimize the supply of fresh air to the engine.

    The NOVITEC designers’ love of detail is rounded off by tailor-made naked-carbon elements for the engine bay and its hood, and by the trim for the luggage compartment in the nose of the vehicle.

    NOVITEC also offers exclusive alloy wheels for the Ferrari SF90 Spider. The company secured the services of American high-end manufacturer Vossen as the supplier. Vossen produces these wheels using state-of-the-art forging and machining technology. The NOVITEC NF10 wheels compel on account of their five delicate twin-spokes and the hub cover in centerlock look. The wheels of sizes 9.5Jx21 with tires of size 255/30 ZR 21 on the front axle and 12Jx21 and 325/25 ZR 21 at the rear make perfect use of the available space under the wheel arches. Alternatively, the NOVITEC range for the SF90 Spider also features other exclusive wheels with diameters of 20 and 21 inches.

    NOVITEC sports springs can fine-tune the looks and driving dynamics further. They lower the ride height of the hybrid Ferrari by 30 millimeters at the front and by 25 millimeters at the rear axle. This not only benefits the looks, but also makes the handling even more agile due to the lowered center of gravity. A front lift system is also part of the NOVITEC range. It raises the front of the car by 40 millimeters at the touch of a button in the cockpit in order to be able to navigate obstacles or ramps in parking garages more easily.

    NOVITEC customizes the interior appointments of any Ferrari SF90 as the customer desires as well. To this end, NOVITEC offers leather and Alcantara in virtually any color, which it transforms into interiors in a multitude of designs.

  • Ferrari SP51

    The latest addition to the Prancing Horse’s One-Off series, the Ferrari SP51, was unveiled today and joins the most exclusive group in Maranello’s range: unique, absolutely bespoke cars crafted to the specifications of a client, making them the very pinnacle of Ferrari’s customisation scope and range.

    Designed by the Flavio Manzoni-headed Ferrari Styling Centre, the SP51 is a front-engined V12 spider based on the 812 GTS platform from which it inherits its layout, chassis and engine. At first sight, the stunning new car’s most striking characteristic is its total absence of a roof, making it an authentic roadster in every respect, accentuating both its sporty character and ability to captivate both visually and in terms of en plein air driving exhilaration.

    Unsurprisingly, the SP51’s aerodynamics required meticulous honing in a process involving CFD simulations, wind tunnel and dynamic testing to guarantee not just the ultimate in comfort in the cabin, but also the same standard of acoustic comfort and wind feel as the car that inspired it.

    The SP51’s styling is both powerful and harmonious, thanks to its seamlessly muscular, undulating surfaces. Its forms are modern, sinuous and sensual at once, in great part as a result of the extensive use of bare carbon-fibre both on the exterior and in the cabin. The trim on the bonnet is particularly striking as it dynamically frames the two air vents.

    Another of the SP51’s most captivating features is its new Rosso Passionale three-layer paintwork – the colour was developed specifically for the car and gives it an elegant yet imposing character that also exudes authority. This impression is further enhanced by the blue and white livery inspired by a legendary 1955 Ferrari 410 S which not only runs the length of the car, but is also referenced in the interior.

    At the front, specially-designed headlights give the SP51 an instantly recognisable and forceful identity all of its own. Also noteworthy are the wheels, which are specific to the car and have carbon-fibre wing profiles on each of the spokes which also feature a sophisticated tone-on-tone diamond-cut finish on the forward-facing section.

    The rear of the car is dominated by an arched theme with the taillights inset below the spoiler. Immediately behind the cabin are two flying buttresses that are visually softened by two deep carbon-fibre scoops. Between these two elements stretches a transverse, carbon-fibre wing, the profile of which folds over the buttresses. The resulting effect is vaguely reminiscent of a Targa-type car in which the flying bridge elegantly conceals the anti-roll hoop, a nod to the solution adopted on Ferrari’s early-1960s Sports Prototypes.

    That said, the very pinnacle of the meticulous honing process, in which the client was involved every step of the way, has to be the cabin where dizzying new heights of craftsmanship and creativity have been reached.  Its personalisation pivoted around two clever ideas: the decision to use the same Rosso Passionale colour custom-created for the exterior as the main colour for the Alcantara® trim, and the effective idea of extending the lengthwise exterior livery into the cabin. Its white and blue stripe, in fact, both appear on the central tunnel and the fascia between the two seats on the firewall, as well as on the steering wheel stitching, creating a sense of seamless continuity between exterior and interior in which the car’s roadster architecture played a vital role.

    The special finish for the door panels, the lower section of the dashboard and the sides of the seats, comprising a blue Kvadrat® insert with white cross-stitching, also picks up the livery. Glossy carbon-fibre trim has been extensively used throughout the interior where it pairs very harmoniously with the Nero Momo Opaco elements. This stylishly elegant and authoritative look is further enhanced by several white embroidered details (including the Prancing Horse and car logo, also found on the lower rim of the steering wheel).

    The Ferrari One-Off, SP51, was designed for a longstanding Taiwan-based client who is also one of our leading collectors. It is a successful roadster take on Maranello’s first front-engined V12 spider in 50 years. Its bold styling captivates at first sight. However, it brilliantly retains the signature elegance of its inspiration, the 812 GTS, whilst pushing the boundaries by offering a whole new way of enjoying en plein air driving.

    SPECIAL PROJECTS

    The Special Projects programme is aimed at creating unique Ferraris (the so-called “One-Offs”) characterised by an exclusive design crafted according to the requirements of the client, who thus becomes the owner of a one-of-a-kind model. Each project originates from an idea put forward by the client and is developed with a team of designers from Ferrari’s Styling Centre; having defined the car’s proportion and forms, detailed design blueprints and a styling buck are produced before starting the manufacturing process of the new One-Off. The entire process takes around two years on average, during which time the client is closely involved in assessing the design and verification phases. The result? A unique Ferrari sporting the Prancing Horse logo and engineered to the same levels of excellence that characterise all of Maranello’s cars.

  • Ferrari Purosangue

    After years of anticipation by the international automotive fraternity, Ferrari today unveiled the Purosangue, the first ever four-door, four-seater car in the Prancing Horse’s 75-year history, in the magnificently atmospheric surroundings of the Teatro del Silenzio in Lajatico (Pisa).

    Since the marque’s earliest years, 2+2 cars (i.e. with two front and two smaller back seats) have played a significant role in its strategy. Many Ferraris have made combining benchmark performance with first class comfort one of the pillars of their success. Now, in the culmination of 75 years of leading-edge research, Ferrari has created a car that is unique on the world stage: not only do performance, driving pleasure and comfort coexist in perfect harmony, but it is also a peerless encapsulation of the Prancing Horse’s iconic DNA. This is the reason why the name Purosangue, Italian for ‘thoroughbred’, was chosen.

    To enable the company to achieve the ambitious goals set for this project and create a car worthy of a place in its range, a completely different layout and innovative proportions compared to modern GT archetypes (so-called crossovers and SUVs) were adopted. The average modern GT’s engine is mounted forwards in the car, almost straddling the front axle with the gearbox coupled directly to it; this results in less than optimal weight distribution that delivers driving dynamics and driving pleasure well short of the standards of excellence to which Prancing Horse clients and enthusiasts have become accustomed.

    The Purosangue, on the other hand, has a mid-front-mounted engine with the gearbox at the rear to create a sporty transaxle layout. The Power Transfer Unit (PTU) is coupled in front of the engine to provide a unique 4×4 transmission. This delivers exactly the 49:51% weight distribution that Maranello’s engineers deem optimal for a mid-front-engined sports car.

    The Purosangue stands head and shoulders above the rest of the market thanks to its performance and comfort. It is the only car with these proportions to sport a mid-front-mounted, naturally-aspirated V12. Maranello’s most iconic engine debuts in this brand new configuration to ensure the car unleashes more power than any other in the segment (725 cv) whilst guaranteeing the most enthralling Ferrari engine soundtrack. Furthermore, it can deliver 80% torque even at low revs for unique driving pleasure at all times.

    The Purosangue’s aero development focused on making the bodywork, underbody and rear diffuser as efficient as possible. New solutions include synergy between the front bumper and wheelarch trim which generates an air curtain that aerodynamically seals the front wheels, preventing turbulent transverse air flows being generated.

    Ferrari has also given the Purosangue the very latest iterations of the vehicle dynamic control systems introduced on its most powerful and exclusive sports cars, including independent four-wheel steering and ABS ‘evo’ with the 6-way Chassis Dynamic Sensor (6w-CDS). Making its world debut is the new Ferrari active suspension system. This very effectively controls body roll in corners as well as the tyre contact patch over high-frequency bumps to deliver the same performance and handling response as in one of the marque’s sports cars.

    The all-new chassis has a carbon-fibre roof as standard to keep weight down and lower the centre of gravity. Redesigning the bodyshell from scratch also meant the designers could incorporate rear-hinged back doors (welcome doors) to make ingress and egress easier while keeping the car as compact as possible. The cabin has four generous heated electric seats that will comfortably accommodate four adults. The boot is the largest ever seen on a Ferrari and the rear seats fold to increase the luggage space. Naturally enough, the Purosangue has a more commanding driving position than other Ferraris, but the configuration is the same as on every other Ferrari. As a result, the driving position is still intimate and close to the floor to provide greater connection to the car’s dynamic capabilities.

    The Purosangue offers class-leading performance figures (from 0 to 100 km/h in 3.3 s and from 0 to 200 in 10.6 s); the driving position and the heady, naturally-aspirated V12 soundtrack deliver an entirely new yet also entirely Ferrari driving experience. The fact that a vast array of comfort-focused content is provided as standard, such as the Burmester© audio system, and that the many optional extras including the brand-new Alcantara® upholstery, derived from certified recycled polyester, make the Purosangue the most complete four-door, four-seater in the segment.

    POWERTRAIN

    The Purosangue’s engine (code-named F140IA) maintains the architecture that made the Prancing Horse’s most recent 12-cylinders so successful i.e. a 65° angle between its cylinder banks, a 6.5-litre capacity, dry sump and high-pressure direct injection. It was designed, however, to produce the highest amount of torque at low revs possible without losing the feeling of linear, never-ending power typical of Ferrari’s naturally-aspirated V12s. 80% of the maximum torque is on tap at just 2100 rpm and it peaks at 716 Nm at 6250 rpm. Maximum power of 725 cv is reached at 7750 rpm and throttle response is characteristic of a real sports car.

    Intake, timing and exhaust systems have been completely redesigned, while the cylinder heads are derived from the 812 Competizione. Huge attention was lavished on improving mechanical and combustion efficiency, employing Formula 1-inspired calibration concepts. The result is that the most powerful engine ever developed by Ferrari for a four-seater car is also the most powerful in its segment, as well as the only one capable of delivering that instantly recognisable Ferrari V12 soundtrack.

    To guarantee maximum mechanical efficiency, the rotating masses have been redesigned. The nitrided steel crankshaft was modified to lengthen the stroke and the internal oil passageways have been redesigned to improve oil flow to the big-end bearings. Lower bearing clearance tolerances improve consumption. The coolant and oil pump assembly was also redesigned focussing on the scavenge section to reduce friction and mass thanks to the adoption of smaller diameter rotors and optimising the inlets and outlets as well as the rotor seals.

    The valve train timing is all new, while the new finishing process for the camshafts has considerably reduced the surface roughness and the friction coefficient between the lobes, the shafts themselves and the hydraulic tappets.

    To optimise the torque curve and ensure a continual increase across the rev range, the geometry of the intake ducts and plenums was revised. The geometry of the exhaust system was also optimised to increase permeability reduce back pressure. There are specific pistons with a redesigned crown to increase combustion efficiency.

    The engine’s direct injection system comprises two high-pressure fuel pumps (350 bar) that deliver petrol to the injectors in the combustion chambers. The ignition system, comprising 12 coils and spark plugs, is constantly monitored by the ECU which has an ion-sensing system that measures ionising currents to control ignition timing. It has a single- and a multi-spark function to make the combustion as efficient as possible at all revs. The ECU also controls combustion in the chamber to ensure that the engine is always working at peak thermodynamic efficiency, thanks to a sophisticated strategy that recognises the octane rating (RON) of the fuel in the tank and adjusting the advance to suit. The engine strategy includes a new patented function derived from Ferrari’s Formula expertise that optimises the torque during transient acceleration manoeuvres in the low and mid-range.

    The F140IA’s soundtrack is a superb example of integration between the glorious symphony created by the engine’s combustion sequence and Ferrari’s ability to control the acoustics in the cabin. The equal-length exhaust manifolds are tuned to guarantee the 12 cylinders are in perfect harmony. The new plenum with optimised intake duct accompanies the V12’s high notes with the body of the medium frequencies. The two progressive silencers, the response of which is now included in the Manettino settings, cater for in-town and performance driving. The resulting soundtrack is typical Ferrari, with that unmistakable V12 harmonics that are present, yet subtle, until the driver accelerates hard: as the engine approaches the 8250 rpm red-line, there’s an enthralling crescendo that reaches its pinnacle at the kind of high revs only Ferrari’s engines can deliver.

    The layout of the 8-speed, oil-bath dual-clutch transmission was optimised through the adoption of a dry sump and a significantly more compact clutch assembly, shaving 15 mm off the installed height in the car which, in turn, lowers the centre of gravity by the same amount. The new clutch’s performance is 35% higher, transmitting up to 1200 Nm in dynamic torque during gear shifts. Thanks to new-generation actuation hydraulics, clutch fill times are now faster so that total gear shift times have been reduced compared to the previous 7-speed DCT. New gear ratios mean that the spacings are shorter and very progressive, and a longer top ratio is geared for greater economy in motorway driving. Down shifts have been calibrated to optimise smooth shifting with a specific focus on driving pleasure and emphasising the sound of the new V12 engine.

    CHASSIS AND BODY

    The Purosangue’s chassis is completely new and was designed from scratch with the aim of producing a structure of uncompromising rigidity. The lower chassis structure is made entirely from high-strength aluminium alloy and draws on Ferrari’s enormous experience in the optimal use of these light alloys. Together with the structural elements of the upper body, it makes up a spaceframe chassis comprised of closed-section extrusions connected by castings into which load-bearing aluminium sheet metal elements are integrated.

    The chassis is thus lighter than Ferrari’s previous four-seaters’ despite being larger. Improved torsional rigidity (+30%) and beam stiffness (+25%) figures are both fundamental in improving NVH characteristics and thus comfort by smoothly and silently absorbing asperities in road surfaces as well as providing an exceptional feeling of structural integrity.

    The extensive use of hollow castings with thin walls – made using internal cores – helped optimise the structure, maximising performance and guaranteeing improved continuity in the stress lines which, in turn, guarantees all-important occupant safety requirements. Furthermore, this particular technology improves assembly quality thanks to more precise integration, fewer components and the consequent reduction in weld lines.

    The bodyshell is made from materials ranging from aluminium to carbon-fibre, with the introduction of high-strength steel in important areas and flanking the mechanical joins with structural adhesive. Combining these different materials guaranteed maximum strength where required and also light weight in areas not subject to stress.

    High-strength steel is used for the anti-intrusion bars, the reinforcements on the main nodes and the B-pillar. Our meticulous attention to detail at the design stage also resulted in the use of different materials within individual components. One example is the single rear door hinge: the fixed part is an aluminium casting while the mobile part is constructed from hot-stamped steel.

    The single-shell carbon-fibre roof with integrated soundproofing is completely new and delivers rigidity levels on a par with a glass roof while weighing 20% less than an aluminium roof with soundproofing. From an ergonomic perspective, we focused on offering as much ingress space as possible whilst still keeping the wheelbase compact. To do this, we opted for traditional opening for the front doors with a 63-degree opening (five degrees wider than on our other models) – combined with a brand-new electric, rear-hinged back door with a 79-degree opening. Aside from referencing the bonnet opening on the Ferrari Monza SP1/SP2 and other legendary Ferraris from the past, the Purosangue’s front-hinged bonnet also allowed us to craft extreme forms in the A-pillar area. The gooseneck hinge assembly for the bonnet is made from aluminium for solidity and stability when being opened.

    The aluminium rear hatch is electrically activated: two electric Stabilus tailgate lifters allow it to be opened to 73 degrees for easy access to the boot, and to make loading and unloading even the largest of luggage simple. The gooseneck hinge assemblies allowed us to craft unconventional aesthetic forms in the upper spoiler area.

    AERODYNAMICS

    The very different volumes and constraints of the truly unique Purosangue posed a completely new challenge for Ferrari’s aerodynamic department, so a radical rethink of both methods and solutions was demanded. The extremely ambitious drag reduction target, the specific usability and accessibility demands of this particular model, and the need to cool the imposing V12 and ancillaries demanded hundreds of hours in the wind tunnel and thousands of CFD (Computational Fluid Dynamics) simulations. The kind of development work dedicated to the fastest and most powerful sports cars in the range, in fact.

    The primary focus of the Purosangue’s aero design was the car’s centreline section, essential to both the air flow design and to reduce the drag coefficient (Cd), as well as minimising the frontal surface area. The car’s front silhouette was designed to create the most seamless continuity of profile possible between the area of maximum curvature of the bonnet and the windscreen header rail. The rear area of the roof, the rear screen and the spoiler, on the other hand, demanded most work because it is fundamental to managing flow separations and pressure fields.

    The best possible compromise between the need for the smoothest design possible for the roof-rear screen line and the need to reduce the height of the tail itself was achieved by using two elements that complete the aero package for the rear of the car: the suspended spoiler and the nolder on the lip of the boot. While the suspended spoiler helps neutralise the curvature of the roof downstream of the area over the heads of the rear-seat passengers, the nolder, which is barely 7mm high, channels the wake vortices to create a slight recompression at the tail of the car.

    Moving from the centreline section to the rear volume, a scoop can be seen starting at the rear of the roof and extending onto the rear screen which creates two crests, one on each side of it. This solution helps to maintain the headspace required for the rear-seat passengers whilst still correctly separating the flows from the upper part of the roof and those along the greenhouse area.

    Also important to the aero development of the Purosangue was the wake from the wheels: several aero solutions were implemented to tackle this issue, including integrating louvres into the floating wheelarch trim front and rear. The most complex system, however, is at the front where both the bumper and louvre work in synergy to create a powerful air curtain that aerodynamically seals the front wheels, preventing the generation of transverse turbulence. A duct has been created between the front bumper on the outside of the side air intakes and the vertical fin. This duct is calibrated to accelerate the flow towards the blown area in the louvre and create an energised blade of air at an angle to the outer shoulder of the tyre. The outer surface of the louvre then deflects the flow along the flank.

    At the rear of the front wheelarch trim there is a further duct that is profiled to maximise air extraction from inside the wheel housing. The same solution is adopted on the rear wheelarches with a vent in the rear wheelarch trim. Its exterior surface has also been profiled to optimise the management of the rear detachment point of the flow, which runs along the flanks and wheels.

    The suspended wing on the bonnet, just ahead of the A-pillar, dubbed the aerobridge in reference to a similar element introduced on the F12berlinetta, plays a very different role to its namesake. While the latter’s aerobridge deflected the air flow from the bonnet downwards to boost downforce, the one on the Purosangue is designed to reduce drag.

    The air passing under the wing on the bonnet is energised locally to reduce the negative impact of the vortex at the base of the windscreen, and to accelerate the flow to increase the amount of air being evacuated from a vent hidden by the aerobridge, which is part of a complex system of air ducts fed by the intake located over the headlights. This mass of air is channelled towards the front wheelarch. These flows coming from the front of the car are naturally vented through the louvres at the top of the front wheel housing, and then continue on into the engine compartment until they reach the vent under the aerobridge. Similarly, to reduce overpressure inside the rear wheel housing, a vent has been added just beneath the taillights (in an area of natural suction) that leads from a duct inside the rear wheelarch.

    A blown channel from the lower part of the front bumper towards the underbody reduces the areas naturally under compression on the front bumper, maximising the quantity of air being channelled towards the underbody, an element already used on other Ferraris. In this case, however, it is put to a different use: the energised flow channelled along the underbody by the blown area meets the surfaces of the underbody specifically designed to generate suction near the evacuation point of the central radiators on the front underbody. This maximises cooling of the central radiating masses as efficiently as possible and also allowed the design of a much smaller radiator intake. The Purosangue’s higher ground clearance means that the exposed area of the wheels makes a significant contribution to drag: as a result, negative ramps were integrated ahead of the front wheels to maximise the car’s downforce.

    The curves of the body’s surfaces were designed to fair in the front wheels and wishbones, thereby limiting the amount of air entering the wheelarch as much as possible. Pivotal to this effect is a small flap fitted on the lower suspension wishbone. The low pressure areas that occur naturally behind the front wheels were used to create two areas of evacuation that boost the efficiency of radiating masses by reducing overpressure in the engine compartment and reduce drag.

    The rear diffuser design is, once again, the result of in-depth optimisation that focused principally on the synergy between the diffuser itself, the upper body and the rear bumper. The air flow that strikes the diffuser is gradually expanded and controlled. At the end of this expansion, a subtle nolder detaches the flow after slightly recompressing it. This boosts the system’s efficiency, simultaneously maximising hot air extraction from the area around the gearbox and exhaust system compartments.

    The Purosangue doesn’t have a rear windscreen wiper, so the rear screen is cleaned by the air flow along the glass surfaces at the rear. The lower surface of the suspended spoiler is curved to guarantee the air flow is at the right speed and direct it towards the rear screen. There are two pairs of vortex generators at each end of the lower surface of the spoiler, which optimise the uniformity of the scrubbing. These counteract the vorticity naturally caused by the C-pillar, and also work in synergy with the specific shape of the rear screen itself.

    The unconventional location of the headlights made it possible to create two air intakes above and below the DRL. The upper one is used to channel air into the complex blown system which vents underneath the front aerobridge. The lower one, on the other hand, is used to channel air to the brake cooling system. The design of the vertical outside surfaces of both air intakes includes an air-catcher which maximises the quantity of air channelled through them.

    Lower down are the intakes for the radiating masses. Seen from the front, the one on the right is the radiator for the active dampers, which guarantee superb occupant comfort even on very rough surfaces, while the one on the left feeds air into the radiator for the Power Transfer Unit (PTU) circuit, a torque vectoring electronic differential. Lastly, the central intake cools both the condenser for the air conditioning circuit, to guarantee optimally comfortable cabin temperatures, and the iconic, naturally-aspirated V12’s oil and coolant radiators.

    VEHICLE DYNAMICS

    Development of the Purosangue’s dynamic performance focused on creating a car that was completely unprecedented on the world stage: a model offering usability and comfort standards that would position it at the very top of the market as well as delivering signature Ferrari vehicle dynamics and performance on a par with the rest of the range.

    The Purosangue boasts a unique, innovative system that is a world first: Ferrari active suspension technology enabled by Multimatic’s True Active Spool Valve (TASV) System. Compared to other solutions on the market, this new suspension architecture offers numerous advantages by combining electric motor actuation with a high-precision spool valve hydraulic damper into one fully integrated system. The electric motor ensures that body and wheels can be controlled actively with more force authority and at higher frequencies than traditional adaptive or semi-active systems.

    One advantage of Ferrari’s active suspension system is the speed at which the TASV 48-volt motor actuators apply force in the direction of the damper’s stroke. The high-power density, three-phase brushless electric motor was co-developed for this application by Ferrari. The motor uses “slotless” stator winding technology to minimize radial dimensions and maximize power density. From a mechanical point of view, the motor force is transmitted in a novel way via a twin-lead ball screw connected directly to the hydraulic damper piston rod which enables high-frequency response and reduces friction, inertia and package space.

    The active suspension system uses accelerometers and position sensors on each suspension corner and interfaces with the Side Slip Control (SSC) 8.0 and the 6w-CDS sensor. Ferrari’s proprietary control logic, together with the TASV dampers supplied by Multimatic, electronically manages every performance element of the fully active suspension system.

    This technology optimises maximum cornering performance thanks to the variable and continual distribution of roll stiffness and the actively lowered roll centre (reduced by up to 10mm), to the benefit of the side force acting on the tyres and the balance between over and understeer. The high-frequency control regulates both body motion and wheel movement, thus reducing roll and pitch as well as absorbing road surface irregularities.

    As well as the active suspension technology, the Purosangue is equipped with a new generation front semi-virtual, high wishbone suspension where the lower wishbone has two attachment points on the hub carrier. This solution means the virtual lower kingpin attachment point created by the two arms is very close to the wheel centre, thereby drastically reducing the scrub radius, i.e. the distance between the point of intersection of the extension of the kingpin axis and the centre of the tyre contact patch at ground level. This makes the steering wheel less sensitive to road irregularities and braking.

    The Purosangue is equipped with the new ABS ‘evo’ controller co-designed with Bosch® and integrated with the brake-by-wire system that debuted on the 296 GTB. For the Purosangue its function has been further developed to cope with low grip surfaces and in all Manettino settings, thus optimising performance and repeatability in all road conditions. This new controller uses information from the Electronic Stability Control (ESC) to much more precisely estimate the car’s speed in order to determine the slip target for the four wheels under braking. This improved accuracy means that the longitudinal force of the four tyres can be better exploited while more accurate estimation also means that repeatability of the manoeuvre around its target value can be maximised, reducing dispersion due to natural variations caused, for instance, by the condition of the tarmac.

    The EPS-based grip estimation system, originally developed for the 296 GTB, has also been honed for driving in the snow or on other low-grip surfaces. Using the data in the ECU and the slip angle calculated by the SSC 8.0, the logic can calculate the level of grip between the contact patch of the tyre and the road during steering inputs. This provides an accurate estimation even when the car is not being driven on the limit, thus making the self-learning function of grip faster and the grip estimation in all grip conditions more precise.

    On the Purosangue, the 4RM-S system developed for the GTC4Lusso has been further evolved and now inherits the innovations made to the control logic developed for the SF90 Stradale’s 4WD system, coupled with the new independent 4WS seen on the 812 Competizione. Yaw management in cornering when accelerating is therefore optimised by a combination of Torque Vectoring on the front axle, distribution of torque to the rear tyres by the E-Diff and the generation of lateral force by the 4WS. The new electronic management delivers a significant increase in performance in relation to precision of control of the position of each single actuator, faster axle response time and consequent improved precision of the lateral force generated.

    All the above technologies are incorporated in the 8.0 version of the Side Slip Angle Control which feeds a shared language to all the controllers to identify the best way to maximise performance. The SSC 8.0 in fact integrates all the car’s controls (steering, traction and vertical control) active on all four corners of the car and creates a natural synergy with the new ABS evo.

    Particular emphasis has been placed on new objective longitudinal indicators of driving thrills specific to the Purosangue’s performance targets. Alongside traditional constantly increasing acceleration figures and reduced response times, in-gear acceleration when in manual has been honed to emphasise the superb elasticity and pick-up that are most definitely unique to the Purosangue.

    The Purosangue exploits the new 8-speed DCT’s potential from all angles: mechanical, power and control. The ratios are the same as on the SF90 Stradale and 296 GTB. With larger tyres, this solution gives ratios that are shorter than on previous Ferrari 4-seaters to the benefit of more progressive performance under acceleration. The eighth gear is designed for a more relaxed experience in long-distance driving.

    The transmission’s software control benefits both in terms of performance contents (reduction in Up and Down shift times of around 18%) and the “Sailing” function which allows the engine and gearbox to be automatically decoupled to guarantee greater smoothness in driving situations where traction isn’t required (and thus also under braking). The Purosangue’s Manettino strategies were also redesigned to suit the project’s specifications.

    The Purosangue offers an impressive array of driver assistance (ADAS) features as standard, many of which were developed in collaboration with Bosch®, including Adaptive Cruise Control (ACC), Automatic Emergency Brake System (AEB), Auto High Beam (HBA/HBAM), Lane Departure Warning (LDW), Lane Keeping Assist (LKA), Blind Spot Detection (BSD), Rear Cross Traffic Alert (RCTA), Traffic Sign Recognition (TSR), Driver Drowsiness and Attention (DDA), and rear-view parking camera (NSW).

    A function being made available for the first time on a Ferrari is HDC (Hill Descent Control), which helps the driver to maintain and control the car’s speed, shown on the dash, on steep descents. When HDC is activated, it controls the braking system to guarantee that the car’s speed does not exceed that set on the display. It can, however, be manually overridden by using the accelerator pedal.

    STYLING

    The Purosangue has created a new market segment in which the Prancing Horse opens entirely unprecedented new frontiers. Thanks to its unique modern architecture, the Purosangue is a versatile car that melds unparalleled comfort with Ferrari’s signature performance and driving pleasure. Translating Prancing Horse DNA into a car that is not only innovative for Maranello, but the entire automotive world, was a huge but exhilarating challenge for the Ferrari Styling Centre headed by Flavio Manzoni.

    The Purosangue name beautifully describes the car’s architecture. Its sleek, athletic exterior sets it apart from other four-door, four-seater cars on the market, and the mid-front-mounted naturally-aspirated V12 combine with a sublimely comfortable, luxuriously roomy and impeccably appointed cabin. This is not just an incredibly fast, agile car but it also offers the space on board to ensure exceptional comfort for all four occupants.

    EXTERIOR

    The Purosangue’s bodywork has been deftly sculpted and chiselled to create its unique shape. The design features two separate and distinct levels: the lower more technical underbody and the gloriously sinuous, imposing upperbody. This division is underscored by the fact that the upper volume seems to float on the wheelarches.

    Despite the fact that the Purosangue’s volumes are more imposing than Ferrari’s most powerful sports cars, the way the height is treated stylistically creates an impression of overall lightness. At the same time, to give the Purosangue a powerful stance of its own, the Ferrari Styling Centre opted to craft boldly original forms.

    The Purosangue’s form was conceived as a sculpture that showcases and heightens its stunning aerodynamic development. Physical evidence of this lies in various details including, for instance, the pontoon effect of the aerobridge between front and flanks. Every single aero element was seen as an opportunity to further hone that original sculptural look, underscoring the car’s stylistic message. The concept of lightness and compactness was also applied to the roof with its characteristics emphasised by the imposing rear wings which give the car’s silhouette its unique proportions.

    The front of the car flows back seamlessly into the flanks and develops on several levels developing a dynamic, horizontal language. The Purosangue doesn’t have a front grille – this is been replaced by a dihedral suspended on the lower section delivering a more technical aesthetic. Two shells create a suspended disc form with a slot that houses the camera and parking sensors, so that they are integrated seamlessly into the car’s shape. At each side of the bonnet are the DLRs which are set between two pairs of air intakes which meld into the upper part of the flanks, underscoring the styling theme. The result is that the Purosangue’s front styling is dominated by blown aero ducts rather than headlights.

    The upper section of the disc is supported by an element comprising a central area that cools the engine radiator and two side sections that encircle the central splitter. Above the technical radiator grille treatment, the long sculpted bonnet extends, rippling with gently rounded muscles which flow into wing-profile surfaces. These aerobridges create a sense of continuity between bonnet and flanks.

    The aerobridge theme characterises the flanks as the form runs along the side, becoming the main styling theme and creating a dihedral shape which ends in the imposing rear muscle. The wheelarch trim treatment reveals the Purosangue’s second skin beneath the bodywork. The functional and technical elements become a second visual layer and this creates the impression almost of a floating coupé.

    When the front and rear doors are opened together, the interior seems bigger than imagined when they are closed, thanks to the meticulous work lavished on keeping the roof proportions compact.

    The rear muscles dive into the tail where a horizontal cut line incorporates the taillights at its tips. Beneath the latter, two scoops converge into two vents. An imposing diffuser and the large rear wings combine to make the tail look impressively wide with the sporty cabin sitting low over this volume. Its compact dimensions were pivotal to lending the car a sporty bearing without sacrificing occupant space and comfort. The cabin profile is characterised by the slanted windscreen and the A-pillars arches flowing into the rear spoiler beneath which are two very distinctive crests, a theme that carries over onto the rear screen.

    Specific forged wheels were designed for the Purosangue based on the same aero concept as those on the SF90 Stradale, in which radial elements on the outer channel facilitate hot air extraction from the wheelarch. These aero appendages emerge from three-dimensional surfaces and are highlighted with an elegant diamond-cut finish.

    CABIN

    The Purosangue’s cabin demanded absolutely meticulous design of both the space and furnishings as well as careful selection of the materials used to offer unprecedented occupant space and comfort for a Ferrari four-seater. The cabin looks and feels like an extremely elegant, sporty lounge. When the doors are opened, a surprisingly generous amount of space is revealed. Equally surprising is the sophisticated luxury of the interior which exudes a sense of both elegance and modernity. Modern design languages harmoniously combine with Ferrari’s signature GT sports car aesthetic. All of the forms are deliberately compact to optimise both the available space and its ergonomics.

    The driver’s cockpit is inspired by the SF90 Stradale and is almost exactly mirrored on the passenger side. This creates an unparalleled feeling of emotional engagement for the front passenger, aided and abetted by a 10.2” display that provides all the information required to help them participate in the driving experience. The Purosangue features the entirely digital interface already adopted for the rest of the range.

    The Purosangue’s interior architecture is based on the dual cockpit dashboard concept which has been extended and replicated in the back of the car, creating four areas quite distinct in terms of their functionality, volumes, materials and colours. This principle drove the cabin’s composition which develops horizontally and seamlessly between the furnishings, making the space seem larger and keeping the volumes light and dynamic.

    The wraparound forms converge towards the centre embracing the occupants and, through the dialogue between the upholstered volumes and the functional technical areas, underscore the dual cockpit concept both at the front and at the rear. Comfort-related controls are located on a hideaway rotary interface in the central section of the dash, and the rear passengers have access to the same functions via a second rotary interface.

    The tunnel, which has been given a luxury trim, is combined with a Y-shaped structural element dominated by the metal gear-shift gate. Less obvious but equally well-designed elements are the window lifter buttons, the rather elegant double cup holder made of glass and the key compartment combined with the wireless device charging zone. The lower area has small oddments compartments and, thanks its colours and materials, creates a sense of seamless continuity with the floor. The cockpit extension elements, from the iconic shell shape, integrate and highlight the most powerful audio system ever offered by Ferrari. The comfort-focused upholstered areas integrate armrests and door handles.

    For the first time in Ferrari history, the cabin has four separate and independently adjustable seats. The integration of comfort-focused components, the use of variable density foams, and the new suspension system mean that the Purosangue delivers unprecedented occupant comfort and a layout that exudes the sportiness and elegance typical of Ferrari’s design language. The heated backseats can be adjustable and reclined independently. When fully raked forwards, they significantly increase the Purosangue’s luggage capacity.

    Ferrari’s pursuit of luxury did not distract it for a second from its environmental and sustainability responsibilities. Sustainable materials have been used extensively throughout the Purosangue, opening up the possibility for new combinations. In fact, 85% of the launch trim for the car was sustainably produced: the fabric roof-lining is recycled polyester, the carpet is made from polyamide recycled from fishing nets retrieved from the oceans and newly formulated Alcantara®, also derived from recycled polyester. In fact, the Purosangue is the very first car in the world to use this special version of Alcantara® made of 68% of post-consumer recycled polyester. For this version of the material, Alcantara obtained the Recycled Claim Standard (RCS) certification from ICEA, a leading international standard that verifies recycled material and tracks it from the source to the final product.

    Instead of the traditional carpeting or leather used to trim the floor, owners can opt for a high-strength fabric used in military uniforms, because of its exceptional toughness and durability. A new very elegant and contemporary dark brown semi-aniline leather has also been introduced. Lastly, trim sporting the optional new carbon-fibre weave integrating very fine copper wire offers a highly sophisticated take on traditional carbon-fibre.

    The Burmester® 3D High-End Surround Sound System also makes its debut in a Ferrari vehicle as standard equipment. This audio system delivers ultimate performance from low to high frequencies, achieved by innovative technologies. The ribbon tweeter makes its first appearance in any production car, and the subwoofer is housed in its own closed cabinet for ultimate bass clarity, power and speed combined with breathtakingly low frequencies. 3D sound, plus additional pre-sets, offers an immersive, exciting and high-quality sound experience that mirrors the car’s unique character and thus the very essence of the automotive masterpieces produced in Maranello.

    Among the launch colours, Nero Purosangue was developed specifically for this car using pigments that, in certain lighting conditions, create very intense red reflections that beautifully enhance the car’s volumes.

    OPTIONAL EQUIPMENT AND PERSONALISATION

    The Purosangue offers a vast range of optional content and personalisation choices that will allow every owner to strike the perfect balance between comfort and performance. Aside from a huge array of exterior and interior colours, including some specific to the model, further innovative solutions have been introduced that are new to the Ferrari range or indeed the market as a whole.

    In a Ferrari first, owners are being offered the opportunity to personalise the roof of their car: they can opt for a full-length electrochromic glass roof instead of the carbon-fibre version offered as standard. The glass is coated on its lower surface with an electro-sensitive film. When a small electric current is passed through the film, it changes its tint level to either flood the cabin with sunlight or provide shade where necessary.

    The massaging front seats feature 10 air bags that deliver a relaxing, targeted massage with a choice of five different types of massage and three levels of intensity.

    In an absolute first for the Ferrari range, the Purosangue also has an air quality sensor that can check the air outside the car and improve quality in the cabin by smart air recirculation control and use of filters that can prevent particles of up to PM2.5 from entering the car.

    For the first time the car also offers compatibility with Android Auto and Apple CarPlay systems as standard. These substitute the traditional built-in navigation system.

    7-YEAR MAINTENANCE

    Ferrari’s unparalleled quality standards and increasing focus on client service underpin the extended seven-year maintenance programme offered with the Purosangue. Available across the entire range, the latter covers all regular maintenance for the first seven years of the car’s life. This scheduled maintenance programme for Ferraris is an exclusive service that allows clients the certainty that their car is being kept at peak performance and safety over the years. This very special service is also available to owners of pre-owned Ferraris.

    Regular maintenance (at intervals of either 20,000 km or once a year with no mileage restrictions), original spares and meticulous checks by staff trained directly at the Ferrari Training Centre in Maranello using the most modern diagnostic tools are just some of the advantages of the Genuine Maintenance Programme. The service is available on all markets worldwide and from all Dealerships on the Official Dealership Network.

    The Genuine Maintenance programme further extends the wide range of after-sales services offered by Ferrari to meet the needs of clients wishing to preserve the performance and excellence that are the signatures of all cars built in Maranello.

    TECHNICAL SPECIFICATIONS

    POWERTRAIN

    • Type : V12 – 65° – dry sump
    • Overall displacement: 6496 cc
    • Bore and stroke:  94 mm x 78 mm
    • Max. power output*: 725 cv at 7750 rpm
    • Max. torque: 716 Nm at 6250 rpm
    • Max. revs: 8250 rpm
    • Compression ratio: 13.6:1
    • Specific power output: 111 cv/l

    DIMENSIONS AND WEIGHT

    • Length: 4973 mm
    • Width: 2028 mm
    • Height: 1589 mm
    • Wheelbase: 3018 mm
    • Front track: 1737 mm
    • Rear track: 1720 mm
    • Dry weight**: 2033 kg
    • Dry/power ratio: 2.80 kg/cv
    • Weight distribution:  49% front / 51% rear
    • Fuel tank capacity: 100 litres
    • Boot capacity: 473 litres

    TYRES AND WHEELS

    • Front: 255/35 R22 J9.0
    • Rear: 315/30 R23 J11.0

    BRAKES

    • Front: 398 x 38 mm
    • Rear: 380 x 34 mm

    TRANSMISSION AND GEARBOX

    • 8-speed F1 DCT

    ELECTRONIC CONTROLS

    • SSC 8.0: 4RM-S evo, Ferrari active suspension technology, F1-Trac, ABS ‘EVO’ with Grip Estimation 2.0, ECS

    PERFORMANCE

    • Max. speed: > 310 km/h
    • 0-100 km/h: 3.3 s
    • 0-200 km/h: 10.6 s
    • 100-0 km/h: 32.8 m
    • 200-0 km/h: 129 m

    FUEL CONSUMPTION AND CO2 EMISSIONS

    • Under homologation

    * with 98 RON petrol, including 5 cv of dynamic ram
    ** With optional lightweight content

  • NOVITEC Ferrari Portofino M

    The letter “M” stands for “Modificata” and distinguishes the facelift version of the Ferrari Portofino. Naturally, there is now also a broad NOVITEC refinement range for the latest generation of the front-engined sports car.

    It allows making the sporty and elegant appearance of the drop-top 2+2 seater even more thrilling with tailor-made NOVITEC naked-carbon components and hi-tech forged wheels measuring 21 and 22 inches in diameter.
    In addition, there is NOVITEC engine tuning up to a maximum output of 518 kW / 704 hp and a peak torque of 882 Nm. It enables the tuned Portofino M to do away with zero to 100 km/h in just 3.15 seconds and reach a top speed of 325 km/h.
    NOVITEC also fulfills even the most unusual requests of its clientele regarding the cockpit design.
    For decades, the NOVITEC designers have specialized in giving sports cars even more thrilling looks while further optimizing the aerodynamics in the process to boot. They developed tailor-made aerodynamic-enhancement components to give the Portofino M an even more striking appearance, which are produced from naked carbon with high-gloss surface sealant.

  • Ferrari 296 GT3

    The Ferrari 296 GT3 represents the future of the Prancing Horse in GT racing, a sector that has always seen the closest relationship with customers and the greatest transfer of technology and innovative solutions to production cars. The 296 GT3 grew out of the 296 GTB, the latest evolution of the Maranello company’s two-seater mid-rear-engined sports berlinetta concept.

    The Ferrari 296 GT3 is an innovative project, on and off the track, that the Prancing Horse manufacturer decided to develop to continue a winning tradition dating back to 1949 when the 166 MM triumphed in the 24 Hours of Le Mans. This is a new approach in terms of design, car management at all stages of a race weekend, electronics, and even the engine architecture, a 120° turbocharged 6-cylinder. A new concept built to meet the needs of teams, professional drivers and gentlemen drivers, on whom Ferrari has always focused. This car has been meticulously designed in every detail and from every angle, in compliance with the new GT3 regulations.

  • 1,109 horsepower for the Ferrari SF90 Stradale

    2022 NOVITEC Ferrari SF90 Stradale - front view

    Its hybrid drive featuring a four-liter, twin-turbo V8 internal combustion engine and three electric motors make the Ferrari SF90 Stradale a hi-tech super sports car in a class of its own already ex-factory. And thus the perfect basis for NOVITEC, the world’s leading refinement specialist for the sports cars from Maranello, for enhancing the fascination of this mid-engined fireball even further with a sophisticated refinement range.

    This naturally also includes a performance boost for the turbocharged eight-cylinder engine. Modified engine controls and a high-performance exhaust system with metal catalysts deliver an increase in output by 80 kW / 109 hp. In concert with the electric drive, this results in a system output of 816 kW / 1,109 hp.

    With this much power, the all-wheel-drive two-seater catapults itself from zero to 100 km/h in a mere 2.4 seconds and reaches 200 km/h in a scant 6.3 seconds. The top speed increase to over 340 km/h.

    Aerodynamic efficiency and thrilling racing looks distinguish the naked-carbon bodywork components developed by the NOVITEC designers for the SF90 Stradale.

    Another specialty of the German automotive tuner are custom wheels such as the 21-inch hi-tech forged wheels developed in cooperation with US manufacturer Vossen.

    Sports springs and exclusive interior design are further available options in the range.

    The NOVITEC power unit engineers have specialized for decades in making high-performance engines even more powerful. They also brilliantly accomplished their mission on the four-liter, twin-turbo V8 internal combustion engine of the SF90 Stradale’s hybrid drive system. To this end, two plug-and-play NOVITEC N-TRONIC control modules are adapted to the engine electronics. They supply the engine controls with reprogrammed maps for injection and ignition, and raise the electronic boost pressure limitation.

    In order to let the combustion engine breathe more freely and generate an even sportier exhaust note, NOVITEC developed high-performance exhaust systems available in different variants. They come with or without electronic sound management by means of actively controlled butterfly valves in the exhaust and offer a choice of different materials. All of them feature thermal insulation to reduce the temperatures in the engine bay. Variants with 999 fine gold plating are also available for maximum heat dissipation. If desired, this also visually exceptional option is available for the two 112-millimeter stainless tailpipes with carbon embellishers as well and gives the rear end a very special exclusive touch.

    In order to optimize the power delivery even further, NOVITEC additionally offers 100-cell sport catalysts with thermal insulation. What is more: They can also be ordered with gold plating.

    2022 NOVITEC Ferrari SF90 Stradale
    2022 NOVITEC Ferrari SF90 Stradale
    2022 NOVITEC Ferrari SF90 Stradale
    2022 NOVITEC Ferrari SF90 Stradale
    2022 NOVITEC Ferrari SF90 Stradale
    2022 NOVITEC Ferrari SF90 Stradale
    2022 NOVITEC Ferrari SF90 Stradale
    2022 NOVITEC Ferrari SF90 Stradale
    2022 NOVITEC Ferrari SF90 Stradale
    2022 NOVITEC Ferrari SF90 Stradale
    2022 NOVITEC Ferrari SF90 Stradale
    2022 NOVITEC Ferrari SF90 Stradale

    When all NOVITEC high-performance components are installed, the combustion engine produces 80 kW / 109 hp more than in stock configuration and thus develops 654 kW / 889 hp at 7,300 rpm. Peak torque grows from 800 Nm to 918 Nm at 6,100 rpm. In concert with the three unmodified electric motors, this NOVITEC upgrade delivers a system output of 816 kW / 1,109 hp.

    The performance of the all-wheel-drive hybrid athlete is accordingly phenomenal. The two-seater slings itself to 100 km/h in just 2.4 seconds and reaches the 200-km/h mark after a mere 6.3 seconds. The top speed increases to over 340 km/h.

    However, the fascination of the NOVITEC performance boost for the Ferrari SF90 Stradale lies in more than just the further optimized driving performance. Equally fascinating is the even more instant throttle response and the even more powerful in-gear acceleration in any driving situation.

    The bodywork can also be trimmed for racing to match the tremendous driving performance. To this end, NOVITEC went into the wind tunnel to develop naked-carbon components that give the two-seater even more spectacular looks and above all generate even more aerodynamic downforce.

    For the front fascia, the designers sculpted a combination of NOVITEC spoiler and detachable side sections, which in concert with the center section made from that same composite material gives the SF90 an even more distinctive face. In addition, it also ensures even greater handling stability at high speeds. The carbon front flaps at the left and right precisely route the airstream past the front wheel arches. The front hood can also be given a racing-look upgrade with the two tailor-made carbon trim elements for the lower air outlet and the section in front of the windshield.

    In addition, the front fenders can be replaced with special NOVITEC Race specimen. They are made entirely from carbon and thanks to their air outlets above the tires also improve venting of the air in the wheel wells heated by the brakes.

    NOVITEC rocker panels are available to give the two-door car an even sportier appearance from the sides as well. Furthermore, the upper parts of the side mirrors and the triangles at the windows of the two doors can be upgraded with NOVITEC carbon elements.

    The NOVITEC designers shaped special air deflectors for the intakes in the quarter panels, which route the airstream even more precisely into the engine bay. In order to also generate more downforce at the rear axle, NOVITEC designed a large ducktail rear wing made from carbon. The roof spoiler is made from the same material and routes the air purposefully to the rear spoiler. The rear fascia is fitted with a carbon diffuser

    Further sporty and highly sophisticated NOVITEC features are carbon trim elements for the rear hood, the engine bay and the luggage compartment in the front end.

    Of course, the tailor-made hi-tech forged wheels also have a decisive impact on the thrilling NOVITEC look for the Ferrari SF90 Stradale. NOVITEC was able to secure the services of renowned US manufacturer Vossen as development and production partner.

    The vehicle pictured here is fitted with NOVITEC NF10 forged rims with five twin-spokes and stylized centerlock for full-blooded racing looks. The largest possible option is a combination of size 9.5Jx21 wheels at the front and size 12Jx21 rims on the rear axle. NOVITEC chose high-performance tires of sizes 255/30 ZR 21 and 325/25 ZR 21 as the optimal solution.

    The extensive NOVITEC range for the SF90 Stradale also includes further exclusive rims with diameters of 20 and 21 inches.

    The NOVITEC sport springs are available for lowering the ride height of the powerful hybrid sports car by 30 millimeters at the front and by 25 millimeters at the rear axle. They ensure even more spectacular looks and thanks to the lowered center of gravity also contribute to further optimized handling. A front lift system controlled from the cockpit is available as an option as well. It allows raising the front of the bodywork by about 40 millimeters for driving over obstacles. When this function is not active, the SF90 rides lower than with the production suspension.

    NOVITEC also offers individuality in its purest form for the vehicle interior. The cockpit can be refined with leather and Alcantara in any desired color and upholstery design.