Ferrari Enzo My Dream Car
The race track has always been the testing ground for the advanced technological research that later went into Ferrari's road cars. The very first Ferrari, built in 1947, was a 12-cylinder racing car. From that first 12-cylinder, 126 more were born, destined for both track and road. The Enzo Ferrari is not only the marque's latest V12, it is also a pinnacle of excellence drawing on the experience of victories in the last four years of the Formula 1 World Championship, thus endowed with the very latest automotive technology.
Company founder Enzo Ferrari always felt that design of the road cars should stem from the racers. Therefore, it was entirely logical that the company's latest creation should bear his name. The Enzo, built in a limited run of 399, is an outstanding expression of the concept of extreme sportiness, developed for road use, yet epitomizing the most advanced concepts of Formula 1 racing technology
Ferrari set out to develop the Enzo as an integrated system designed for extreme performance, in which even the limits of the performance achievable by the driver were enhanced, thanks to a man-machine interface typical of Formula 1.
Never before has style been derived so directly from function as in this model. Pininfarina wanted to create an uncompromising car that would break away from the approach used for the GTO, F40 and F50 that preceded it, to develop a new formal language that looked to the future. The engineers tried to create visual links with the world of Formula 1, to which the Enzo owes its technology, while highlighting its compactness and lightness. The result is a complex, sculpted form.
The use of advanced composite materials for the bodywork, with parts made of sandwich panels of carbon fibre and Nomex, allowed the designer to structure the bodyshell while keeping the weight to a minimum, and creating "extreme" stylistic forms.
The front, with its two air intakes for the radiators and a raised central section, is an interpretation of the Formula 1 front section with a small pointed, raised nose and air-intakes under the spoilers in a gull-wing effect. The sides, also benefit from the use of composites, shaped to optimise air-flow with respect to internal fluid dynamics. The large spoiler has been eliminated from the car's rear section which now boasts small aerodynamic appendages and very efficient ground effects.
Aerodynamics
In developing the Enzo, Ferrari set itself two pure performance targets which would represent a milestone for ultra-fast cars: to increase the grip limit in medium-fast bends by increasing downforce (lateral dynamics,) while maintaining a very high top speed, over 350 km/h (longitudinal dynamics.)
This meant that different aerodynamic configurations with contrasting characteristics had to coexist on the same car. In racing cars, this problem is solved by developing wings and special aerodynamic accessories for each circuit. But in the case of the Enzo, for which the various targets had to coexist in a single aerodynamic configuration, a concept of active, integrated aerodynamics was developed.
The high downforce configuration was obtained with a basic aerodynamic set-up developed on the basis of contemporary concepts for the definition of covered-wheel racing cars combined with the expertise of Ferrari Gestione Sportiva.
The optimal aerodynamic set-up is kept stable by special elastic features of the car's engineering and by active aerodynamic control.
As the speed increases from low-medium to high-very high, the engineering ensures that the car takes on the optimal aerodynamic set-up (maximum downforce obtained with an optimal load distribution) by varying the rigidity on the basis of ground clearance. As the speed climbs even higher, this set-up is maintained by the combined action of the flexible mechanical components and by active control of the spoilers. At very high speeds, the actively controlled spoilers (front and rear fins) limit the maximum vertical load, thus making it possible to keep the car above a set minimum ground clearance. On the Enzo, the aerodynamic load and balance can be modified on the road by means of a pair of flaps positioned in the front slides and a rear spoiler.
Vehicle Control System
The Enzo project is the first example of the complete integration of the vehicle control systems. Engine, gearbox, suspension, ABS/ASR, and aerodynamics all interact to optimise the vehicle's performance and safety. This presupposes an innovative approach to the design of the control system architecture, and to the development and fine-tuning of the subsystems on the car. It was made possible by the collaboration and specialist skills of Gestione Sportiva, and performance of each system was designed to enhance that of the entire car. The target when defining the control strategies of each subsystem was therefore the optimal behaviour of the car. The subsystems that interact are: the engine, gearbox, suspension, aerodynamics, and the ABS/ASR system. The large number of systems made it necessary to use special sensors. Management of the sensors is divided between the various control systems, each of which shares the relevant information with the rest of the system. The way the systems interact depends on the driving modes that the driver can choose from. The Enzo offers several set-ups: Sport, Race, No ASR.
Electrical System
The architecture of the F140 project was designed to minimize the section of the cables that link the utilities positioned on the steering wheel, the steering column, the onboard instruments, and the rest of the car. To achieve this goal, the architecture was based on a high speed communication line which links several different control units which pick up the signals "in the surrounding environment". These signals are transformed into information which can then only be exchanged through the communication line.
Engine
The engine of the Enzo Ferrari (which is known by its project number F140) is a 12-cylinder aspirated unit in a 65° V, a cylinder capacity of 5,998 cc, with a completely new design that draws on experience gained in Formula 1, and has a number of unique technical features. The cylinder head design reveals its Formula 1 origins: the "pentroof-type" combustion chamber, with four valves per cylinder, plus inlet and exhaust ducts designed to maximise the exhaust coefficients and combustion speed.
The cylinder case is built of aluminum with press-fitted sleeves lined with nicasil, with seven main bearings, and sleeve intervals of 104 mm. The con rods are made of titanium, the piston design is new, the crankshaft is lighter and the cylinder heads have four valves with high fluid dynamic efficiency, a new structure to increase rigidity, and a different oil discharge layout.
The timing gear features four overhead camshafts, direct valve control, and hydraulic tappets. It is completely chain-driven, with central transmission on triple gearing. The timing of the inlet and exhaust manifolds is continuously variable, thanks to the intervention of four variable advances activated by the engine control unit throughout the operating range via a high pressure hydraulic system, with the goal of lowering the noise and enhancing versatility.
The lubrication sump is of the F1 wrapround type, incorporating the main bearings and a specific oil recovery circuit to increase efficiency.
The variable geometry inlet manifold is also borrowed from Formula 1, with a system of small telescopic derivation cones, combined on this V12 application, with variable timing gear with a continuously variable advance on the four camshafts and a high pressure control unit.
Electronic engine management is provided on each row of cylinders by a Bosch Motronic ME7 unit which controls the PFI multiple injection system, the drive-by-wire throttle valve, and the single coils on each spark plug. Six knock sensors mounted on the crankcase guarantee knock control.
The performance goals of the new V12 have been met in full, in order to supply a unique blend of very high power, generous torque from low speeds and versatility. In spite of the large capacity of the engine, the applications derived most directly from Ferrari's Formula 1 experience have made it possible to keep the specific power of the engine at an extremely high 110 bhp/litre.
F1 Transmission and Gearbox
In the F140 project, the rear gearbox is coupled directly to the engine by an element that incorporates the engine oil tank, the bevel gear pair, and the self-locking differential. In line with the car's performance targets, the gearbox unit was developed only in a Formula 1 version. Gear changes are entrusted entirely to an electrohydraulic system which activates the gearbox and clutch. Gear change control is managed electronically and activated by paddles positioned behind the steering wheel, modifying engine torque and vehicle dynamics.
The project was designed for extremely sporty performance and adopts triple cone synchronisers on all six speeds. Lubrication is forced, with a large pump and lower oil level to minimise losses due to ventilation/shaking. The architecture with three bearings guarantees optimal gear train coupling even at high torque. The twin plate clutch with aluminium housing and a diameter of 215 mm also speeds up engine dynamics and synchronisation.
The number one goal of the Enzo project was to cut gear change times (down to 150 milliseconds) in the interests of extremely sporty use. The F1 gear levers are made of carbon, with an optimised shape and size, and they have been made symmetrical by transferring the direction indicator controls to the steering wheel spokes. The gear change pushbuttons are mounted on the steering wheel, as are the two different gear change modes, Sport and Race, as well as the reverse gear selector button.
Each of these modes comes with its own integrated software controlling damping and traction control systems (ASR.)
In RACE mode and with ASR disengaged, the Launch Control strategy borrowed from Formula 1 is also available, allowing the driver to start off at top speed in good grip conditions. The driver keeps the brake pedal down while he uses the accelerator pedal to choose the engine speed at which he wishes to set off. When he releases the brake pedal, the clutch closes rapidly while torque control is left to the driver.
The system fine-tuned by Ferrari for its Formula 1 transmission envisages a special multiple telltale at the centre of the main instrument panel which keeps the driver constantly informed about the state of the system and the speed engaged.
Chassis
The chassis was built entirely of carbon fibre and aluminium honeycomb sandwich panels, which made it possible to meet demands for outstanding rigidity, lightness and safety. In order to pass the offset collision tests required by the latest safety standards (56 km/h impact), highly sophisticated CAE methodologies were adopted to optimise the composite structures, to identify the optimal bodyshell structure, and to maximise the contribution of the reinforcement skin, where it is needed to support the basic panelling. The final result already meets the stricter future standards which will raise the collision speed to 60 km/h.
Respect for the styling and access targets (door solution with impact on the roof of the chassis) and the goal of passing 64 km/h offset collision tests with a view to further evolution of the requirements (extremely demanding in structural terms as a result of the 30 % increase in kinetic energy to be dissipated compared to previous collision standards), required complex planning of the tooling and the manufacturing methods.
The use of CAE optimisation methodologies was extended to the engine support frame, and particularly to the distribution of thicknesses in the suspension casting. In line with the work done for the bodyshell, a specific analysis set-up made it possible to identify the best weight-performance trade-off, supplying exact indications for the distribution of casting thicknesses.
Experiments confirmed the validity of the solutions chosen: torsional rigidity proved to be higher than the project target and to correspond to the values calculated, while all the homologation collisions gave a positive result from the start.
These results are all the more significant if we consider that the chassis weight had also been decreased considerably to 92 kg (compared to the 102 kg of the composite chassis of the earlier F50).
Suspension and Wheels
The Enzo has independent front and rear suspension with jointed double wishbones, and antidive-antisquat geometries to limit pitching during the transfer of longitudinal loads. The front uspension, which is push-rod in type with an opposed damper, also incorporates a lift to increase ground clearance during parking maneuvers. The rear suspension was designed to adapt to the chassis, with the engine-gearbox-differential assembly supported elastically, and a rear subframe
.
Combined with this suspension layout, an adaptive set-up was adopted for the Enzo project, based on a system of continuous control of the damping effect. The adoption of this system on the vehicle makes it possible to reconcile handling requirements (i.e. roadholding, minimal variation of the ground load) with the demands of comfort (movement and acceleration of the "shell", vibration transmitted to the driver), without having to adopt passive solutions (standard dampers) as a compromise.
In other words, electronic adaptation of the damping effect makes it possible to use a damper setting that is sufficiently comfortable in the car's basic configuration ("Sport" setting), yet there is also a setting that offers extra control in high performance conditions ("Race" setting).
The system uses the unsprung weights (wheels and suspension) to hold the sprung weight still (body) but it also insulates the shell from impulses transmitted to the wheels by the ground. The system is actually made up of four sensors (accelerometers) on the shell, two vertical wheel sensors, one vehicle speed sensor and a brake switch. The dampers are fitted with an internal proportional valve governed by the control unit, allowing damping to be modified instantly.
The braking torque control strategies (via ABS/ASR) were specially developed on the basis of the installed power and the optimisation of the braking system, and achieved a satisfactorily convenient result in terms of torque and braking pressure.
Although the Enzo project put the emphasis on handling, because of the car's extreme connotations, the adaptive set-up system employed meant that a good level of comfort could be obtained. Where the wheel modules are concerned, single-bolt light aluminium alloy wheels were chosen. The tyres were developed specifically for the Enzo project by Bridgestone and bear the exclusive name "Bridgestone Potenza RE050 Scuderia".
In order to maximise running safety, the car is equipped with a system that measures tyre pressure through special sensors inside the wheel rims, near the inflation valve. These sensors transmit a signal which is picked up by the antennae behind the stone traps on the bodyshell and linked to the control unit of the pressure monitoring system, which transmits the state of the tyre pressure to the instrument panel.
Braking System
The braking system developed for the car by Brembo features brakes made of carbo-ceramic material (CCM) used for the first time on a Ferrari road car, although Ferrari has been using them for many years on its Formula 1 racing cars. This made it possible to achieve outstanding results on the Enzo for all braking performance parameters. The main benefit required of this application was a decrease in unsprung masses, which was made possible by the significant reduction in the weight of the brake discs (12.5 kg less than conventional brakes). In addition to this, the entire braking system was obviously designed for maximum braking effectiveness and efficiency, in terms of prompt braking, stopping distances, and fade resistance. A further benefit of using brake discs in composite material was achieved in terms of improved reliability over time.
Interior
All of the main surfaces are made from unadorned carbon fibre. The functional elements are hooked onto a structural aluminium crossbeam. One of the main goals for the interior of the Enzo was to develop the concept of a facia and steering wheel that could optimise the flow of information and the way controls were activated by the driver, to make the so-called man-machine interface much more efficient.
One element that helped in this direction is the completely new steering wheel, the upper part of which is made of carbon and bevelled so as not to limit external visibility. It contains a series of LEDs which duplicate the telltales and the rev counter, and the lower part has been optimized to make more space for the driver.
Like a Formula 1 steering wheel, it also includes a large number of controls (six) on either side, linked to the main vehicle control functions: vehicle lift, reverse, exclusion/re-engagement ASR, integrated Sport/Race strategy, display configuration.
The control panel is tailor-made for the driver and includes technical features that are easily accessible from the wheel grip, and a compact, mixed analogue-digital instrument panel, in the shape of a reconfigurable graphic screen.
The driver's seat is an essential part of the driving position structure. A new racing seat was developed, made of carbon fibre and designed to give greater rigidity and to make the driving sensation more precise, filtering even the tiniest flexion in the seat system as much as possible. The aim was to give the Enzo driver the greatest possible awareness of the car's behavior.
Seat inclination is adjusted by a double Bowden lever system, and includes a lever control on the seat cushion, the only system of its kind in the field of fast sports car seats. The driver can also adjust the squab-seat combination to obtain a perfect driving posture.
Because the project only envisages a version with the F1 gearbox, there are only two pedals (accelerator and brake) which were optimized functionally and stylistically. There are numerous settings, for a total of 16 different configurations.
Story 2
The name Ferrari brings many images to mind: a Formula One racer darting through the turns at Monte Carlo; vice cops chasing drug smugglers through the streets of Miami; ultra-rich drivers cruising winding roads in their six-figure trophy cars; the prancing stallion on a yellow background. The company itself is all about heritage and prestige. The Ferrari company has been involved with racing for more than 50 years, and has been producing road cars almost as long.
Every few years, the two facets of Ferrari combine, taking the high-tech, high-performance designs of Formula One (F1) and putting them into the ultimate dream car. The results have always been exotic, incredibly fast, and incredibly expensive. The latest Ferrari supercar is the Enzo Ferrari, named after the company's late founder.
 Photo courtesy Ferrari SpA Enzo on display at the Frankfurt Motor Show |
Enzo Ferrari built the company after splitting from Alfa Romeo in 1940, and the car that bears his name is focused purely on performance. Just being rich isn't enough to get yourself behind the wheel of the Enzo: Fewer than 400 were made, and prospective owners had to apply to Ferrari for the privilege of buying one. Oh, and don't say the name wrong: It's Enzo first, Ferrari second.
In this article, we'll learn how the Enzo was designed to emulate a Formula One car, what powers it, how fast it goes, and why it's so difficult to get one.
Let's start with the engine.
Power and Glory
The Enzo Ferrari has the engine in a compartment behind the driver -- the mid-engine design that is almost universal among high-performance supercars.
 Photo courtesy Ferrari SpA The Enzo features a mid-engine design. |
The engine itself, which was designed specifically for this car, is a 366-cubic-inch (6.0 liter), aluminum-block V-12, with four valves per cylinder. It cranks out 660 horsepower at 7,800 RPM, and goes from zero to 100 mph (161 kph) in 6.6 seconds. The top speed is estimated at 217 mph, a speed few owners will ever reach. With a compression ratio of 11.2:1, the Enzo needs some high-octane fuel to run properly -- just another symptom of its F1 heritage. A dry-sump lubrication system keeps everything running smoothly.
 Photo courtesy Ferrari SpA The Enzo features a 6.0-liter, V-12 engine |
Despite stripping away many of the comforts associated with luxury cars (the Enzo has no radio), the Enzo is not the lightest car in the world. Its curb weight of 3,009 pounds (1,365 kg) gives it a power-to-weight ratio of 4.56 pounds per horsepower (or .219 horsepower per pound). Here are the power-to-weight ratios* of some of the top supercars so you can see where the Enzo fits in:
- Chrysler ME Four-Twelve - .295 hp/lb
- McLaren F1 - .251 hp/lb
- Bugatti 16/4 Veyron - .230 hp/lb
- Ferrari Enzo - .219 hp/lb
- 1965 Ford GT40 Mk1 - .213 hp/lb
- Ferrari Koenig 360 Modena - .174 hp/lb
- Lamborghini Countach - .139 hp/lb
- Dodge Viper RT/10 - .131 hp/lb
- Chevrolet Corvette Z06 - .123 hp/lb
- Porsche 911 Turbo - .119 hp/lb
- Ford Mustang Cobra R - .107 hp/lb
- Ferrari Testarossa - .104 hp/lb
The six-speed transmission is considered manual-only -- no automatic transmission is available. However, many enthusiasts argue that in order to be considered manual, a car must have a foot clutch. Since it doesn't have one, these people prefer to call the Enzo’s transmission "sequential," or SM (sequential-manual). The term "semi-automatic" is also used.
Almost all of the controls are on the F1-style steering wheel, including the shifting paddles. A series of LEDs on the wheel lets the driver know when the RPMs are high enough to shift, which can be done without removing a hand from the wheel. Other buttons control the selection of gear modes (Sport or Race mode) and a traction control system that can be deactivated.
 Photo courtesy Ferrari SpA |
All that power gets the Enzo from point A to point B very quickly, but European supercars aren't built to go in a straight line. Next, we'll look at how the Enzo handles.
 Photo courtesy Ferrari SpA |
The prancing stallion - Ferrari's famous emblem of a prancing stallion on a yellow background comes from Enzo Ferrari himself. He explains:
- The horse was painted on the fuselage of the fighter plane flown by Francesco Baracca, a heroic Italian pilot who died on Mount Montello: the Italian ace of aces of the First World War. In 1923 ... I met Count Enrico Baracca, the pilot's father, and subsequently his mother, Countess Paolina. One day she said to me, "Ferrari, why don't you put my son's prancing horse on your cars; it would bring you luck." ... The horse was black and has remained so; I added the canary yellow background because it is the colour of Modena.
Ferrari red - Ferrari's Formula One cars have traditionally been red. This stems from the early days of international racing in Europe. The sport's governing body assigned a color to each nation, and Italy was given red. Today, even road Ferraris seem to come mainly in red, but Ferrari reports that this is a modern phenomenon. In the '60s and '70s, other colors were quite common.
Scuderia Ferrari - This is the name of Ferrari's racing division, and was the name of the original racing club Enzo Ferrari formed in 1929. Scuderia Ferrari is Italian for "Ferrari Stable," though the name is also translated as "Team Ferrari."
Turning Point
By all accounts, the Enzo is stable when cornering, though it is so powerful that it can be difficult to control. The car does have rack-and-pinion power steering, a small nod to driver comfort. The coil-shock units are pushrod actuated, and the shock absorbers can be electronically adjusted from the cockpit into two different positions. The four-wheel independent suspension is further stabilized by front and rear anti-roll bars.
 Photo courtesy Ferrari SpA |
The Enzo meets the road on four Bridgestone Scuderia tires, specially designed and tuned for this car. The front features 245/35ZR-19s, and there are 345/35ZR-19s on the rear, mounted on forged aluminum, single-nut wheels.
 Photo courtesy Ferrari SpA |
Even the brakes are beastly on the Enzo. The Brembo-produced, 15-inch discs slow the car down remarkably quickly. Almost all the drivers who tested the Enzo reported a few embarrassing laps, creeping through the turns after mashing on the brakes to stem the Enzo's mighty horsepower. It turns out a lighter touch is needed. An anti-lock braking system helps control those steep descents in speed.
Now we'll see how Ferrari's engineers translated the pure racing power of an F1 car into a street machine.
One for the Road
The design of the Enzo, from the engine to the body, was intended to create something close to a street-legal Formula One car. That sets the Enzo apart from earlier Ferrari supercars.The chassis is a lightweight, carbon-fiber tub with aluminum honeycomb units to help it pass safety laws. The interior is spartan -- even the dashboard is made of carbon-fiber -- and the pedals are close together like a race car's.
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 Photos courtesy Ferrari SpA |
Only a few concessions to luxury were made, such as air conditioning and leather upholstery on the carbon-fiber seats. If you're sensing a theme, it's because the designers intentionally strove for a purity of "man-machine interface." Hence all the carbon-fiber. Air bags for both the driver and passenger were included, and have been needed. Several Enzos have reportedly already met their maker, reducing the worldwide population to about 395. The air bags helped keep the drivers from meeting a similar fate.
 Photo courtesy Ferrari SpA |
In many ways, it is like a jet fighter. Imagine the shape of an airplane's wing -- it creates lower pressure on the top surface of the wing, helping to produce lift. The body of the Enzo is like an upside-down wing. The shape of the car, from the spoilers to the undercarriage, acts to create downforce, literally sucking the car down onto the road. A Formula One car does the same thing, but in that case, pit crews can adjust the car for each track: Lots of downforce is needed for tracks with tight turns, while too much downforce would cut down on top speeds at a more wide-open course. The Enzo has to do it all with just one configuration. Ferrari's engineers worked hard at this, using active control spoilers that adjust their positions -- and therefore the amount of downforce created -- depending on the speed of the car. At 135 mph, almost a half-ton of downforce is pressing down on the Enzo.
 Photo courtesy Ferrari SpA |
The Enzo is 185.1 inches (470.1 cm) long, 80.1 inches (203.5 cm) wide, and just 45.2 inches (114.8 cm) high. The doors and part of the roof swing up and forward to make it easier to get in and out.
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 Photos courtesy Ferrari SpA |
The car only sits 3.9 inches (9.9 cm) off the ground, but another steering-wheel-mounted button lifts the front suspension a few inches more, so you can avoid scraping the car's chin on lumpy pavement or steep parking lot entrances.
Now, let's examine what it takes to get your hands on one of these limited-edition supercars.
Exclusive and Limited
 Photo courtesy Ferrari SpA |
Part of maintaining Ferrari's prestigious heritage is making sure that not everyone can have one. Only a privileged few can buy a Ferrari, and only the most elite owners and collectors in the world will drive one of these limited-edition production cars. That helps explain why the company can charge a lot for their machines.
And just how much is "a lot"? In the Enzo's case, $652,000.
 Photo courtesy Ferrari SpA |
The money doesn't stop flowing once the Enzo is in your garage, either. According to a 2003 Car and Driver article, replacing the brake pads costs $6,000, and the carbon-ceramic brake rotors go for $24,000. A special oil must be used (or else Ferrari will consider the warranty void) -- the oil costs $60 a quart.
A stack of cash alone will not get you an Enzo -- Ferrari has traditionally made potential buyers apply to buy one of their limited-edition cars, placing various restrictions on what may and may not be done with the car. They enforce these restrictions by threatening to withdraw perks like factory tours and the chance to buy future Ferraris -- a serious threat to the exotic car collectors of the world.
Previous Ferraris were even harder to get than the Enzo. For example, the Ferrari F50 wasn't sold, it was only leased. Ferrari could yank the lease at any time, and one of the stranger restrictions was that journalists were not allowed to use the car for performance testing (Car and Driver, Aug. 2003). The Enzo is far easier to get into by comparison. All approved Enzo buyers had the option of traveling to Italy to have the seat and pedals custom fitted.
Specifications
| Engine | |
| Type: | V12 |
| Displacement cu in (cc): | 365 (5988) |
| Power bhp (kW) at RPM: | 660(485) / 7800 |
| Torque lb-ft (Nm) at RPM: | 484(657) / 5500 |
| Redline at RPM: | 8200 |
| Brakes & Tires | |
| Brakes F/R: | ABS, vented disc/vented disc |
| Tires F-R: | 245/35 ZR19 - 345/35 ZR19 |
| Driveline: | Rear Wheel Drive |
| Exterior Dimensions & Weight | |
| Length × Width × Height in: | 185.1 × 80.1 × 45.2 |
| Weight lb (kg): | 3009 (1366) |
| Performance | |
| Acceleration 0-62 mph s: | 3.65 |
| Top Speed mph (km/h): | 225 (362) |
| Fuel Economy EPA city/highway mpg (l/100 km): | n.a. (23) |
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