i think a change in name for this forum is in order now. the "F60" is the Enzo Ferrari.
here's an article on it with full technical details along with the author's analysis. (translated from Chinese so it could have a few grammerical errors)
Enzo Ferrari - Full Technical Details Finally!!
Great news that AutoZine is again the world’s first English media to report about the official technical details of the Enzo Ferrari supercar. After reading the following paragraphs, you will find many previous rumours and reports from other websites and magazines were completely wrong! for example:
- Enzo weighs 1345kg rather than the reported 1200kg. Not exactly a stripped-out road racer.
- Enzo accelerates from 0-60mph in 3.55 seconds, not the reported 3.2 seconds.
- Enzo’s 6.0 V12 engine pumps out 660 horsepower, more than the reported 650.
- Enzo’s engine does not adopt any so-called "ballistic valve-actuation system experimented by Ferrari F1 cars in the early 90s, which throws the valve stems away from cam lobes at very high speed". No such things or similarly things at all!
- Enzo employs 6-speed F1 gearbox (same as I predicted) rather than the reported 7-speeder.
Here comes the full technical details and my analysis:
Engine
It is known that the "F140" number plate found on the Tokyo show car is actually the project number of the engine. The V12 employs Ferrari’s usual 65° V-angle rather than the more popular 60°. Displacing 5998c.c., with dohc 4-valve per cylinder (like the F1 car, no 5-valve anymore). Compression ratio is a high 11.2:1, which is especially remarkable considering it drinks RON 95 petrol. The combustion chamber is of course oversquared - 92mm bore and 75.2mm stroke - to enhance revability and power. Further with the help of variable valve timing it can rev to 8200rpm, higher than other V12 supercars - Ferrari 575M (7700rpm), Lamborghini Murcielago (7800rpm) and Pagani Zonda C12S (7000rpm). It might not match F50, but note that the new V12 displaces 1300 more c.c. and offers a lot more torque at any rev.
Each of the 4 camshafts has continuous variable cam phasing, in other words, this is Ferrari’s first engine with variable valve timing at both intake and exhaust valves.
There is also a variable geometry intake manifold, which is described by Ferrari as borrowed from Formula 1. The press material said it has "a system of small telescopic pumps activated by hydraulic actuator, that allowed the power and peak torque valves to be maximized." Don’t know what it means, but this could be what Autocar misread as "ballisted valve actuation system".
Combining all these ingredients, the all-new V12 pumps out 660 horsepower at 7800rpm (again, at a rev higher than that of its V12 rivals but not its predecessor F50). Max. torque is 485 lbft, a few pound-foot more than McLaren F1 and Lambo Murcielago but considerably less than the 7.3-litre Zonda and 8.3-litre Viper (oh, why are we bother by the Viper?) Torque seems not a strength of the 6-litre Ferrari V12, although it already produces 138 lbft more than its predecessor. Ditto mid-range torque. The Ferrari delivers 391lbft (80% of max. torque) at 3000rpm, while Murcielago produces a full 400lbft (83% peak torque) at just 2000rpm.
If you look at its specific power, however, you will find the Ferrari V12 biases towards power instead of torque - a thing Enzo Ferrari (the person) would have agreed with. Even though each cylinder displaces as much as 500c.c., it is still able to achieve 110 horsepower per litre of displacement, far higher than Lamborghini (93.7hp/l). It even eclipses McLaren (103.4hp/l) and the smaller F50 (109.2hp/l), both were born in the early 90s with looser emission regulations.
However, in the press material there is no emphasis about how light the new V12 is, just said it is 225kg in the specification table. Therefore I think the rumour "30% lighter than F50’s unit" could be wrong again. It does not make sense to say a 6.0 V12 is as much as 30% lighter than a 4.7 V12 while both are made of essentially the same materials (aluminum head and block, titanium con-rods).
Chassis and Body
No surprise here. The chassis and body are made of aluminum honeycomb structure sandwiched by carbon fiber panels. This is currently the best materials for supercars. The rear suspensions, engine / gearbox / differential unit are all mounted on aluminum frames bolted to the carbon fiber monocoque.
Aerodynamic is especially interesting for this car. You know, Ferrari is the expert in this field via its F1 operation. On the one hand it wants to achieve a top speed at least 350km/h (217mph), which requires low drag. On the other hand it does not want to sacrifice handling, which asks for high downforce. Therefore it adopts a pair of aero flaps at the front slides and a rear spoiler, all are automatic adjustable according to speed to vary the amount of downforce generated front and rear. At 200kph (124mph), the Enzo can generate 344kg of downforce. This rise to an astonishing 775kg at 300kph (186mph), ensuring high-speed stability not found in most other supercars. However, above 300kph the aero flaps and rear spoiler are adjusted to reduce drag, thus at 350kph (217mph) the downforce scales back to 585kg.
Also don’t forget the huge diffusers that generate a lot of downforce. The reason Enzo incorporates F1-style high nose is not just styling gimmick, but the hole underneath the nose channels air towards the pair of rear diffusers which create ground-effect.
There is no drag coefficient revealed, but it must be better than F50, thanks to the lack of huge rear spoiler. My estimation is 0.34.
Suspensions, tyres and brakes
Suspensions are again double wishbones all round (what else could be used?), and again horizontal dampers and springs connecting to wheels by pushrods. Ferrari has been using this racing layout since F40. Just now it incorporates adaptive damping like other Ferrari mainstream models.
Enzo runs on Bridgestone RE050A Scuderia (undoubtedly specially developed for it) with tyre size 245/35ZR19 front and 345/35ZR19 rear.
Brembo has developed a new carbon-ceramic brake for the Enzo. You might have heard that before, although Autocar incorrectly reported it was postponed due to technical difficulties. The composite braking disc is considerably lighter than conventional steel discs (4 pieces save 12.5kg), also far more resistant to heat hence reduced fading. Stopping power is extremely strong, especially the Enzo employs 380mm diameter discs all round, with 6 and 4-pot calipers front and rear respectively. For reference, Lamborghini Murcielago employs just 355mm front and 335mm rear discs although the car is 400kg heavier!
Transmission and electronic aids
575M Maranello has just beaten Enzo as Ferrari’s first V12 car equipped with the sequential-shift F1 gearbox, but Enzo’s version shifts quicker. At the fastest mode it shifts in 150ms, same as 360 F1 and 70ms quicker than 575M. Again, the gearbox is based on a 6-speed manual and added by electrohydraulic clutch. Shift is again activated by paddles mounted at steering column, but now the buttons for selecting different modes (Sport / Race / Reverse) are mounted on steering wheels for faster access.
In fact, the Sport and Race mode also change the characteristic of adaptive damping (of course, harder for Race) and ASR traction control (i.e., less intervention in case of Race). There is another mode - No ASR, which disable traction control completely. If you select Race mode and No ASR mode simultaneously, you can even enjoy the F1-inspired Launch Control. Just press and hold the brake pedal while applying throttle, then release the brake pedal and the computer will engage the twin-plate clutch automatically in the way to optimize launching.
With ABS, ASR, Launch Control, F1 gearbox and adaptive damping, the Enzo Ferrari is hardly a stripped-out supercar.
Weight and Performance
Enzo is quite large by supercar standard. It is longer than the big Lambo Murcielago and nearly as wide, hence far larger than McLaren F1. (see below for comparison among them)
Kerb weight is 1345kg, considerably heavier than expected. Even dry weight is still 1255kg, equals to Zonda but far off from the 1100kg F40 and 1138kg McLaren. This explain why Ferrari claims it need 3.65 seconds for 0-100kph, which roughly equals to 3.55 seconds for 0-60mph. Don’t think of beating McLaren’s record of 3.2 seconds!
Top speed is also unlikely to match the McLaren’s all-time record of 240mph. Although the Ferrari has an advantage of 33hp, its aerodynamic drag is likely to be considerably worse (higher drag coefficient and larger frontal area). Anyway, in real world driving the Ferrari must be superior to handle.
Cockpit
You have already known these: gullwing doors, carbon-fiber racing buckets, just don’t know how the cockpit look. See Enzo Ferrari Gallery for the first official pictures showing its interior. It looks quite good!
Specifications
Model Enzo Ferrari
Layout Mid-engined, Rwd
Size (L / W / H / WB) mm 4702 / 2035 / 1147 / 2650
Engine V12, dohc, 4v/cyl, variable intake,
continous VVT at inlet and exhaust.
Capacity 5998 c.c.
Power 660 hp @7800rpm
Torque 485 lbft @5500rpm
Transmission 6-speed F1 sequential
Suspensions All: double wishbones; adaptive damping.
Tyres F: 245/35 ZR19; R: 345/35 ZR19
Weight Dry weight: 1255 kg
Kerb weight: 1345 kg
Top speed 217mph+ (claimed)
0-60 mph 3.55 sec (claimed)
No. to be produced 349 units
Comparison
McLaren F1 Zonda C12S Murcielago F60
Length (mm) 4288 4345 4580 4702
Width (mm) 1820 1933 2045 2035
Height (mm) 1140 1151 1135 1147
Wheelbase (mm) 2718 2730 2665 2650
Dry weight 1138 kg 1250 kg 1650 kg 1255 kg
Engine V12 by BMW V12 by AMG V12 by Lambo V12 by Ferrari
Displacement 6064 c.c. 7291 c.c. 6192 c.c. 5998 c.c.
Power 627 hp 555 hp 580 hp 660 hp
Torque 479 lbft 553 lbft 479 lbft 485 lbft
Top speed 240 mph 220 mph 205 mph 217mph+
0-60mph 3.2 sec 3.6 sec 3.8 sec 3.55 sec
