A concept car of the Ferrari F70

It’s being hailed as the ultimate, most advanced road car Ferrari has ever made.

Aiming to leave exotic rivals including the Lamborghini Reventon and Bugatti Veyron behind, the ferocious flagship will break from the norm in more than one way. And our stunning illustrations show how such a model could look.

It will not only be quicker and more focused than the Enzo, but smaller, lighter and more fuel efficient too. In addition, the latest rumors suggest a twin-turbo V8 will provide the power. It will be the first use of turbos in a production Ferrari since the 1987 F40, making this the spiritual successor to that definitive supercar.

Internally codenamed the F70, the newcomer will use knowledge gathered from the FXX scheme. This invited customers to buy a pumped-up and stripped-out version of the Enzo for 1.5 million GBP, but allowed them to drive their purchases only on approved track days. Afterwards, they briefed Ferrari on possible improvements.

The philosophy behind this new downsized and lightweight supercar is derived from 2007′s Millechilli concept. Although little more than a fiberglass model, it demonstrated Ferrari’s aim to increase the performance of future models by shedding weight, not by increasing horsepower.

Millechilli means 1,000 kg in Italian. It’s an ambitious target for the F70 kerbweight- a full 365 kg (803 lb) less than the Enzo-but Ferrari is ready to apply every weight-saving measure possible.

Rival McLaren is leading the way in lightweight construction, with an F1-style carbon fiber tub forming the basis of its MP4-12C supercar, so Ferrari wants to regain the initiative in this area.

An overhauled and shrunken tub, carbon fiber body panels-plus carbon-ceramic brakes and a no-frills cabin-should keep weight to a minimum. Ferrari already heads efforts to reduce CO2, having slashed output by 10 percent in 2009. It promises further cuts from its current 387 g/km average by 2012.

But reducing body mass alone won’t be enough to achieve this. To slash CO2 significantly, the engine also needs an advanced design. The Enzo’s V12 will make way for a new direct-injection twin-turbo V8-the same layout as in the legendary F40. Output is likely to be on a par with the Enzo’s 660 bhp, but that lower weight should put performance on another level. Expect a three-second 0-60 mph (0-97 km/h) time and top speed in excess of 230 mph (370 km/h).

A twin-turbo V6 is also under consideration, to replace the 458 Italia and California’s V8s. Yet before either unit is signed off, engineers are keen to eliminate turbo lag. The F40 was famous for the delay between throttle inputs and the arrival of a savage wave of torque. But Ferrari claims it won’t resort to turbos again until it’s perfected the technology to give the instant response for which its naturally aspirated cars are renowned.

One option is electric or hybrid chargers. These use a small electric motor to spool the turbos up to operating speeds much faster than in a normal set-up, where exhaust gas has to be recirculated.

The result is a virtual elimination of turbo lag and a linear power delivery that will be familiar to owners of current Ferraris. Just like the Enzo, the F70 will be strictly limited to a production run of 399 examples, adhering to Ferrari’s philosophy of always building one less car than you think you can sell. But not just anyone will be able to put their name on the waiting list. Buyers will need to be personally invited by Ferrari to pay for the expected $1 million (600,000 GBP) asking price when the car goes on sale in 2012.

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Source: autoexpress.co.uk

Ferrari is the pinnacle of automotive excellence. At the Prancing Horse, a new thoroughbred has been born after months of speculation and spy shots. Maranello has finally revealed the mid-engined V8 replacement for the Ferrari F430.

These are the first official pictures and details of the Ferrari 458 Italia.

The Ferrari 458 Italia draws inspiration from the Enzo and takes a new look influenced by the Mille Chili concept car.

Ferrari has confirmed that the car, codenamed F142 and long rumored to be named the F450, will be called the 458 Italia. The name comes from the powerplant: the “45″ in 458 Italia stands for 4.5 liters of deplacemant and the “8″ stands for eight cylinders. Ferrari claims it has the highest specific output of any normally aspirated car engine.

It certainly has more in common with superbikes than cars; at 127 bhp per liter, the specific output is greater than that of many turbocharged engines.

The high-revving 4498cc V8 has very light internal parts and tiny piston skirts, resulting in low rotation inertia and a 12.5:1 compression ratio. It puts out 562 bhp at 9000 rpm, 500 rpm higher than the 430. That makes it the highest-revving Ferrari road car ever.

It means the 458 Italia will be ferociously fast, and Ferrari claims it will sprint to 62 mph (100 km/h) in under 3.4 sec on its way to a top speed of 202 mph (325 km/h).

While advanced engine electronics and lightweight parts underpin the extra performance, this will be the first mid-engined application of Ferrari’s direct injection fuel system, which appeared first on the front-engined California. It also runs Ferrari’s now traditional flat-plane crankshaft.

The 458′s engine will be one of the most flexible in Ferrari’s history, too, with 398 lb ft of torque arriving at 6000 rpm. While that sounds peaky, it’s only two-thirds of the way through the 458′s rev range, and over 80 percent (318 lb ft) is available from 3250 rpm.

The direct fuel injection has also helped cut CO2 emissions, producing a claimed 320 g/km of CO2, even though it is faster and produces significantly more power than the 483 bhp F430 and the 508 bhp 430 Scuderia.

Ferrari learned a lot developing the seven-speed dual-clutch gearbox for the California and it has had to do even more development to fit the unit into the 458 Italia’s engine bay, under the curvaceous glasshouse.

The dual-clutch unit from the California has been modified with different ratios and now shifts even faster than the 430 Scuderia’s 0.06 sec. The gearbox’s shift style is likely to be slightly more aggressive than the California’s.

The E-Diff differential and the F1-Trac skid control system have long been the flagship carryover technologies from Formula 1, but the 458 Italia takes them even further and adds another piece of F1-derived technology to the brakes.

Instead of using individual ECUs for the E-Diff and F1-Trac, the 458 Italia has one ECU to control both (as well as the ABS system), resulting in streamlined processing and communication. Ferrari claims a 32% increase in acceleration over the F430 (itself no slouch) out of corners.

The brakes feature a new system called ‘prefill.’ When the driver’s foot lifts off the throttle, the pistons in the calipers move the pads towards the discs; that helps to reduce the stopping distance from 62 mph (100 km/h) to just 107.25 ft (32.5 m).

Ferrari has used its experience from designing the 430 Scuderia’s suspension to create the 458 Italia’s double wishbone front set-up and multi-link rear end, all bolted directly to the aluminum chassis. It’s been developed with the help of Michael Schumacher, who was spotted testing the car.

Ferrari has close ties to aluminum specialist Alcoa, which has built a factory near Modena to produce chassis for the firm. The 458 Italia’s frame uses ideas from both the 430 Scuderia and the Mille Chili concept car.

It uses more advanced bonding techniques than the 430 did, along with manufacturing processes more in line with the aero industry.

While the 458 was designed by Pininfarina, the shape has been developed using Ferrari’s F1 wind tunnel. The bases of the black intakes in the front bumper deform at speed, closing up the intakes and reducing drag. These intakes also provide downforce and feed air through the radiators ahead of the front wheels.

The car’s shape makes air curve around the cabin and run over the intergrated tail spoiler. The flat undertray enhances the effects of the rear diffuser to create 308 lb (140 kg) of downforce at 125 mph (201 km/h).

Inside, the 458 Italia will take the opportunity created by the more luxurious California to become the sportiest V8 in the family. Ferrari says the steering wheel and dashboard are “new innovations in production cars”; expect a development of the firm’s wheel-mounted manettino switch.

The 458 will be built alongside the California in a new production facility at Maranello.

The car will be launched at the Frankfurt Motor Show in September and is expected to go on sale next spring. It will be more expensive than the F430, so expect prices to be estimated at $250,000 plus.

What’s your impression of the new Ferrari 458 Italia? You can learn more here: http://www.ferrari.com/English/Pages/Home.aspx.

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ITALIA – Ferrari’s innovative new V8 

The 458 Italia is the latest incarnation of the mid-rear engined berlinetta and will be unveiled at the next Frankfurt Motor Show

Maranello, July 28th 2009 – While it’s true that every Ferrari is innovative by definition, it’s equally true that in the course of the Prancing Horse’s history, certain cars have marked a genuine departure from the current range. This is very much the case with the Ferrari 458 Italia, which is a massive leap forward from the company’s previous mid-rear engined sports cars.

The new model is a synthesis of style, creative flair, passion and cutting-edge technology, characteristics for which Italy as a nation is well-known. For this reason Ferrari chose to add the name of its homeland to the traditional figure representing the displacement and number of cylinders.

The Ferrari 458 Italia is a completely new car from every point of view: engine, design, aerodynamics, handling, instrumentation and ergonomics, just to name a few.

A two-seater berlinetta, the Ferrari 458 Italia, as is now traditional for all Ferrari’s road-going cars, benefits hugely from the company’s Formula 1 experience. This is particularly evident in the speed and precision with which the car responds to driver inputs and in the attention focused on reducing internal friction in the engine for lower fuel consumption than the F430, despite the fact that both overall displacement and power have increased. However, Ferrari’s track experience makes its presence felt in the 458 Italia not only in terms of pure technological transfer but also on a more emotional level, because of the strong emphasis on creating an almost symbiotic relationship between driver and car. The 458 Italia features an innovative driving environment with a new kind of steering wheel and dashboard that is the direct result of racing practice. Once again input from Michael Schumacher – who was involved from the very start of the 458 Italia project – played an invaluable part.

The Ferrari 458 Italia’s Pininfarina design provides further evidence of the complete departure from the past that this new car hails. The Ferrari 458 Italia has a compact, aerodynamic shape, underscoring the concepts of simplicity, efficiency and lightness that inspired the project. As with every Ferrari, the car’s styling has been very heavily influenced by the requirements for aerodynamic efficiency, as can be seen from the downforce of 140 kg at 200km/h generated by the new model. The front features a single opening for the front grille and side air intakes, with aerodynamic sections and profiles designed to direct air to the coolant radiators and the new flat underbody. The nose also sports small aeroelastic winglets which generate downforce and, as speed rises, deform to reduce the section of the radiator inlets and cut drag.

The new 4499 cc V8 is the first Ferrari direct injection engine to be mid-rear mounted. It has a very low piston compression height typical of racing engines which contributed to achieving its compression ratio of 12.5:1. Equipped with the traditional flat-plane crankshaft, the engine delivers 570 CV at 9000 rpm and, with an outstanding power output of 127 CV/litre, sets a new benchmark not only for the whole Ferrari range and the history of company, but also for the entire market segment. Maximum torque is 540 Nm at 6000 rpm, over 80 per cent of which is available from 3250 rpm. Specific torque is a record 120 Nm/litre. However, what is truly extraordinary is the amount of torque available while still maintaining high levels of power at low revs.

The car’s soundtrack is also typical Ferrari, with an exciting, powerful growl emerging from the engine before it channels through to the exhaust’s three rear tailpipes.

The 458 Italia is equipped with the seven-speed dual-clutch transmission which increases performance whilst providing very smooth shifts even at full throttle. The engineers have developed specific, sportier gear ratios to match the power and torque curves of the new V8, guaranteeing high torque even at lower engine speeds and allowing the car to reach its maximum speed in top gear.

This new Ferrari is also a major leap forward when it comes to cutting emissions. Despite the fact that the new engine is significantly more powerful than the V8s that preceded it, the Ferrari 458 Italia produces just 320 g/km of CO2 and fuel consumption is 13.7 l/100 km (combined cycle), the best in the entire segment.

The engineers also focused on weight reduction during the design phase for similar reasons. Consequently, the Ferrari 458 Italia has a dry weight of 1380 kg with a power-to-weight ratio of 2.42 kg/CV. Weight distribution is also optimal with 58 per cent over the rear axle. The result of the engineers’ endeavours can be summed up in to two simple statistics which together perfectly encapsulate the Ferrari 458 Italia’s exceptional performance: 0-100 km/h acceleration in under 3.4 seconds and a maximum speed in excess of 325 km/h.

For the new chassis, once more in aluminium, Maranello’s engineers incorporated various types of advanced alloys along with aerospace industry-derived manufacturing and bonding techniques.

With regard to vehicle dynamics, the Ferrari 458 Italia’s suspension features twin wishbones at the front and a multi-link set-up at the rear tuned for maximum roadholding and superlative handling. Along with a more direct steering ratio, the 458 Italia thus offers extremely rapid turn-in and body control whilst maintaining superior ride comfort.

The integration of the E-Diff and F1-Trac (now controlled by the same ECU) and their respective mappings is even greater, resulting in a 32 per cent increase in longitudinal acceleration out of corners compared to previous models. The evolution of the control logic, with even faster and more accurate calculation of levels of grip, ensures even greater roadholding, better handling and ease of control on the limit.

The same ECU also governs the high-performance ABS, providing even more precise control over the logic threshold and greater efficiency. The brakes also feature a prefill function whereby the pistons in the callipers move the pads into contact with the discs on lift off to minimise delay in the brakes being applied. This combined with the ABS has cut the 100-0 km/h braking distance to a mere 32.5 metres.

The Ferrari 458 Italia’s interior is another area of the car that exalts its sporty personality. The driver is welcomed by a new layout and a revolutionary ergonomic interface where the main controls are all clustered on the steering wheel.

With the Ferrari 458 Italia, Maranello has brought a highly distinctive new car to its 8-cylinder range. The company now offers two models that share a common, race-derived DNA, both exceptionally sporty and fun to drive in true Ferrari tradition, but aimed at two very different kinds of client. While the Ferrari California was created for owners requiring a more versatile sports car with a practical edge, the 458 Italia is designed for owners for whom the priority is uncompromising on-road performance with occasional track day capability, but who still demand a car that is useable in day-to-day driving like all Ferrari’s recent models.

Ferrari 458 Italia – Technical specifications

Dimensions

Length 4527 mm (178.2 in.)

Width 1937 mm (76.3 in.)

Height 1213 mm (47.8 in.)

Wheelbase 2650 mm (104.3 in.)

Dry weight 1380 kg (3042 lbs)*

Weight/power ratio 2,42 kg/CV (7.16 lbs/kW)

Weight distribution fr/r 42%/58%

Engine

Type V8 – 90°

Displacement 4499 cc (274.5 cu in.)

Maximum power 570 CV (425 kW)** @ 9000 rpm

Maximum torque 540 Nm (398 lbs/ft) @ 6000 rpm

Specific power output 127 CV/l

Compression ratio 12.5:1

Tyres

Front 235/35 ZR20 8.5″

Rear 295/35 ZR20 10.5″

Performance

Maximum speed >325 km/h (>202 mph)

0-100 km/h

Fuel consumption + emissions

Fuel consumption*** 13.7 l/100 km

Emissions*** 320 g CO2/km

Gearbox

Dual-clutch, 7-speed F1

Electronics

E-Diff3, F1-Trac, high-performance ABS

* With forged wheels and Racing seats

** Including 5 CV of ram effect

*** Combined cycle (ECE+EUDC)

Source: autocar.co.uk, autoblog.com and examiner.com

Ferrari technical training center pictured for illustrative purposes

Eight undergraduates in the University of Modena and Reggio Emilia, (one of the oldest universities in the world having been founded in 1175), will find a new area of study this year: lightweight Ferrari design. The company’s MilleChili (1000kg) project, which targeted lightweight design and a goal of around 2200 lbs to reduce fuel consumption and emissions, has transformed into a department at the university.

Taking the shape of the lecture room with hardware, software, and even sports car chassis provided by Ferrari, the program will allow undergraduates to participate in weight reduction projects. Not only does the Mille Chili laboratory include professors from the university, but the students have access to some Ferrari engineers as for guides.

The inauguration was held in the presence of the students, the teaching staff and the President of the faculty Professor Guiseppe Cantore, while for Ferrari’s chief product development executive, Amedeo Felisa and Mario Mairano, Head of Human Resources and General Secretariat, were present.

Amedeo Felisa said: “It is a great pleasure to inaugurate this laboratory, which will work on a very important issue for the future. The experience confirms that constant collaboration between private industry and University is a fundamental part, and contributes to growth for both parties: the University has to work with not exclusively theoretical issues, while the industry can confront itself with new ideas.”

On the subject of University and innovation Amedeo Felisa reminded that “Ferrari will finance six scholarships in the area of research by young graduates/undergraduates in Engineering, Physics, Architecture and Human Studies at Italian and international Universities. This shows the attention our Company has for the young to increase the value of creativity and competence.”

Source: printthis.clickability.com, autoblog.com and jalopnik.com