Time is closing in on the Ferrari 430. The Scuderia and 16M Spider versions will maintain sales at a good level for a year or so. But this fall, the all-new 430 successor, already testing extensively, will be shown. Innovations will include a double-clutch transmission to replace the F1 system, and a direct gasoline injection engine. The V-8 engine will make significantly more than 500 horsepower, though we can't confirm its exact size.
Engineers are happy the car will significantly improve on the performance of the 430, and yet reduce fuel consumption. The car will not feature any sort of kinetic energy recovery system. Officials say that technology won't be commercialized earlier than 2012. The marketing men don't believe Ferrari yet needs to be seen as all that green, and until the system is proven in Formula 1 -- where it has had an inauspicious start --- there's no rush.
The twin-clutch transmission is from the California. It's compact, no heavier than the current F1-type unit and provides both smooth shifts on gentle road running and literally instantaneous ones at the track.
Engineers are happy the car will significantly improve on the performance of the 430, and yet reduce fuel consumption. The car will not feature any sort of kinetic energy recovery system. Officials say that technology won't be commercialized earlier than 2012. The marketing men don't believe Ferrari yet needs to be seen as all that green, and until the system is proven in Formula 1 -- where it has had an inauspicious start --- there's no rush.
The twin-clutch transmission is from the California. It's compact, no heavier than the current F1-type unit and provides both smooth shifts on gentle road running and literally instantaneous ones at the track.
The car's control-arm suspension reflects its race-car-like positioning. The California has a multilink rear end to improve ride comfort. Even so, engineers reckon they can get close to the California's comfort thanks to adaptive damping, while providing significantly more sporting handling. If so, this car is going to be just staggering at the track. To haul it back, carbon composite brakes will be standard.
Aero innovations include ducts to remove air from high-pressure areas such as the wheel arches and exhaust it without turbulence in spiral jets at the rear.
Engineers are also examining a system of enhanced driver information, called "the on-board race engineer." First signs appeared on the 599FXX. Eventually it will keep the driver abreast of warm-up and cool-down information, integrated into the driver aids. The new mid-engine V-8's body will maintain its current overall size, although track width and wheelbase go up a bit. Some exotic composites will be used to cut mass, but aluminum will still predominate in the structure. Conflicting with Ferrari's desire to cut weight are two factors: crash protection and emissions compliance -- which adds to the size and number of engine ancillaries. The car's structure is not carried over from the 430. In fact, it will be manufactured in a different way. Ferrari built a new production line for the California, and the new mid-engine car will be assembled on that line too. The new line makes use of a modular assembly system where major mechanical units are built on subframes rather than bolted into the car piecemeal.
Part of Ferrari's motivation for this change is to make the car easier to dismantle for servicing. In the first three years, a 599 needs 50 hours' scheduled maintenance. The comparable figure for the California, manufactured the new way, is just 11 hours.
Aero innovations include ducts to remove air from high-pressure areas such as the wheel arches and exhaust it without turbulence in spiral jets at the rear.
Engineers are also examining a system of enhanced driver information, called "the on-board race engineer." First signs appeared on the 599FXX. Eventually it will keep the driver abreast of warm-up and cool-down information, integrated into the driver aids. The new mid-engine V-8's body will maintain its current overall size, although track width and wheelbase go up a bit. Some exotic composites will be used to cut mass, but aluminum will still predominate in the structure. Conflicting with Ferrari's desire to cut weight are two factors: crash protection and emissions compliance -- which adds to the size and number of engine ancillaries. The car's structure is not carried over from the 430. In fact, it will be manufactured in a different way. Ferrari built a new production line for the California, and the new mid-engine car will be assembled on that line too. The new line makes use of a modular assembly system where major mechanical units are built on subframes rather than bolted into the car piecemeal.
Part of Ferrari's motivation for this change is to make the car easier to dismantle for servicing. In the first three years, a 599 needs 50 hours' scheduled maintenance. The comparable figure for the California, manufactured the new way, is just 11 hours.
Thanks to: Motor Trend
