Ferrari LaFerrari 2013

[Pandino]

Domattina c'è già l'imitazione marciante!

Prima o poi...

[poppy84]

L'ho vista stasera a Parigi, alla partenza del Tour Auto.

Era l'esemplare completo, che dire, davanti é stupenda, affilata come un coltello, sembra piu' piccola di quello che é. Le porte, il parabrezza da prototipo ed il padiglione sono mozzafiato. Il posteriore é meno bello, gli scarichi stonano un po'.

In generale l'effetto dal vivo é simile a quello delle foto, contrariamente ad altre auto.

Nell'esemplare esposto pero' le finiture non erano al top. Cablaggi e centraline dappertutto nel vano motore, cofano che strusciava sulle plastiche, carbonio dalla trama incerta. Anche i cerchi non erano convincenti, sembravano finti.

Dal vivo il muso "a freccia" mi ha ricordato la Porsche 906 esposta poco lontano.

[AleMcGir]

From PRC

Fonte: LaFerrari Makes Asian Debut in Shanghai [Live Photos] - autoevolution

[nubironaSW]

Via WCF

Modificato 23 Aprile 2013 da nubironaSW
aggiunta dettaglio tempo

[LucioFire]

Dalla smanacciata che si son dati era un buon tempo (minuti 1:11).... alla faccia dei due giri 'piano' (ma come si fa anche solo a pensare di andare piano, in pista, con un mezzo del genere?)

Forse la paura di fracassarlo???

[desus80]

Presentazione della bestiola a Parigi.

Ampia panoramica degli interni...

[Regazzoni]

Interessante articolo da Automotive News.

The making of LaFerrari

How Ferrari created its fastest, most technologically advanced road car

Automotive News Europe

May 6, 2013 06:01 CET MARANELLO, Italy – Ferrari's limited-edition supercars are special. They appear about once a decade, cost a small fortune (which has never hurt sales) and usually become the benchmark for next-generations supercars at Ferrari -- and the entire industry.

Ferrari Chairman Luca Cordero di Montezemolo says the new LaFerrari is no exception because of features such as the supercar's gasoline-electric hybrid powertrain, its Formula One-inspired carbon fiber cockpit and its a state-of-the-art "active" aerodynamics.

Despite a pre-tax sticker price of 1 million euros, Ferrari sold out its 499-unit run of the supercar before its world debut in March at the Geneva auto show. Montezemolo said the company had more than 700 requests to purchase LaFerrari, which carries a name that the chairman picked despite internal skepticism. "We chose to call this model LaFerrari [italian for the Ferrari] because it is the finest expression of our company's unique, unparalleled engineering and design know-how, including that acquired in Formula One," Montezemolo said.

Automotive News Europe spoke with the men responsible for LaFerrari's engineering and design. What follows is an in-depth look at some of the challenges each man faced to deliver the Ferrari's fastest, most technologically advanced road car.

Go (much) further

"Replacing the Enzo was far from easy," Ferrari Technical Director Roberto Fedeli said. Launched in 2002, the carbon fiber Enzo was powered by a 6.0-liter V-12 engine that delivered 660 hp and accelerated from 0 to 100kph in 3.6 seconds.

"Ten years later, there is no way that we would have allowed ourselves to make just a small step forward from the Enzo," Fedeli said, adding that one of the best parts about developing LaFerrari was the chance to take cutting-edge ideas from the drawing board into the car.

Ferrari knew that whatever replaced the Enzo had to be lighter. The first step toward this goal was a research model unveiled in 2007 called the Millechili (Italian for 1000kg). Ferrari developed the car to test ways to shave 265kg from the 1365kg Enzo.

To do this, Ferrari decided it had to:

1. • Make LaFerrari about 900mm shorter than the Enzo's 4702mm and
   • Downsize the engine to a 3.0-liter twin-turbo, gasoline direct injection V-8 with 550hp from the Enzo's massive 6.0-liter V-12 engine.
   

Although Fedeli and his team supported the engine switch, which would have cut more than 90kg, the company decided that its next-generation supercar had to have a normally aspirated V-12. Period.

Making Fedeli's bid to cut weight even tougher was Ferrari's decision to equip its next supercar with a hybrid powertrain derived from F1's Kinetic Energy Recuperation System (KERS).

"We wanted to use the hybrid technology to boost performances, like in F1, rather than use it just to reduce fuel consumption and emissions," Fedeli said.

When development of Ferrari's HY-KERS system started in 2009, Ferrari predicted the hybrid's parts would add about 200kg because of the electric motors, batteries and wiring. By the time Fedeli were done with LaFerrari, the HY-KERS system was down 50kg to 150kg. The electric motors and control systems weight about 60kg, the batteries 90kg. That was just one of the ways the automaker slashed kilograms to make sure LaFerrari would match the Enzo's 1365kg.

On a diet

Another key to keeping LaFerrari's weight down was having the company's F1 team build the supercar's cockpit using the same grade of materials and the same construction techiques employed for its racecars.The resulting carbon fiber cockpit weighs just 70kg, which is 30kg less than in the Enzo.

Another way Ferrari cut weight in LaFerrari was by eliminating its seat structures, a solution first tried with the Millechili research car. The driver and passenger in a LaFerrari sit on upholstery that is fixed to the carbon fiber cockpit. Instead of moving the seat, the driver adjusts the pedals and steering wheel. This solution also let Ferrari shorten the passenger compartment because there was no need to make room for seats moving further back on rails.

"Between the elimination of traditional seats and a smaller passenger compartment, we saved another 50kg," Fedeli said.

The single-minded focus to cut weight also led Ferrari to use lighter body paint, which saved 7kg, and super-thin carbon fiber body panels, which cut another 10kg.

Power car

In parallel with finding ways to reduce weight, Ferrari engineers were looking to optimize the HY-KERS system, which uses two electric motors developed by Magneti Marelli, one motor powers the wheels while the other powers the car's ancillary systems.

"Every time you accelerate, the electric motor's 120 kilowatts (equivalent to 163 hp) work together with the 800 hp from the 6.3-liter V-12 engine. The result is an acceleration boost never before seen in a road car," Fedeli said.

Ferrari said the high torque levels available at low revolutions from the electric motor allowed the engineers to optimize the internal combustion engine's performance at higher revs. The LaFerrari redlines at 9250rpm. Total torque generated by the engine and the electric motor exceeds 900 newton meters. By comparison, the Ferrari F12 Berlinetta delivers 690 Nm.

0-100kph: less than 3 seconds

While LaFerrari replaces the Enzo, its performance benchmark was the F12 Berlinetta, which debuted last year and raised the bar considerably compared with the Enzo. For instance, the F12 Berlinetta needed just 1 minute and 23 seconds to complete a lap at the Fiorano test track – that is 3 seconds quicker than the Enzo.

With help from the HY-KERS system, LaFerrari's lap time at Fiorano was 1 minute and 20 seconds, making it 3 seconds quicker than the F12 and 5 seconds faster than the Enzo. LaFerrari also needs less than 3 seconds to accelerate from 0 to 100kph, less than 7 second to go for 0-200kph and 15 seconds to go from 0-300kph.

Fedeli said that while performance statistics are important, what he is most proud of is "emotion and feeling" drivers experience behind the wheel of the car.

Taking part in LaFerrari’s unveiling at the Geneva show (from left) Flavio Manzoni, head of Ferrari design; John Elkann, Fiat Group chairman; Luca Cordero di Montezemolo, Ferrari chairman; Amedeo Felisa, Ferrari CEO; Roberto Fedeli, Ferrari technical director; and Sergio Marchionne, Fiat-Chrysler CEO.

Not a plug-in hybrid

Fedeli is quick to point out that LaFerrari is not a plug-in hybrid. The batteries are charged in two ways: during braking and every time the V-12 internal combustion engine produces more torque than required, such as in cornering.

"Rather than cutting off the engine, we store the excess energy in the batteries so that energy can be used to provide a boost the next time the driver accelerates," Fedeli said.

Technically, LaFerrari can travel 15km to 20km in pure electric mode, but Ferrari has limited the top speed in full battery mode to 5kph to discourage drivers from trying to use the supercar as a zero-emissions vehicle. "You can exit the garage in pure battery mode, but that's it. This car is designed for extreme performances," Fedeli said.

Lower CO2

LaFerrari has carbon dioxide emissions to 330 grams per kilometer, down from the Enzo's CO2 output of 545g/km and below the 350g/km of the F12 Berlinetta. The CO2 decrease comes mainly from optimizing LaFerrari's internal combustion engine, Fedeli said.

When establishing LaFerrari's official CO2 figures the automaker actually cheated itself by deciding to undergo the European homologation test cycle without using the supercar's full-electric mode.

Hybrids normally make one test cycle in full electric mode and a second test using the combustion engine. The final CO2 figure is based on the average of the two tests, which Ferrari felt would be misleading to its customers.

"We could have probably gone down to about 220g/km by also going through a test cycle using the energy stored in the batteries, but this would have not been representative of LaFerrari's true performance," Fedeli said.

When driving, the HY-KERS system only disconnects when the car reaches its full speed of about 350kph. At this point, all 800 hp generated by the V-12 goes straight toward powering the wheels. Fedeli said that few LaFerrari buyers will notice this because even on a F1 racetrack such as Monza, the supercar reaches "only" 280kph to 290kph at the end of the main straightaway.

LaFerrari is the first Ferrari production model designed in-house and the first one created by someone besides Pininfarina in 40 years.

Leading Ferrari design is Flavio Manzoni, a talented 47-year-old Italian who took charge of Ferrari's styling department in January 2010 after working three years as creative design director for the Volkswagen, Skoda, Bentley and Bugatti brands. Prior to that Manzoni worked at Lancia, Seat and Fiat.

Design competition

Along with leading the Ferrari design team, Manzoni oversees any work done by Pininfarina. During the creation of LaFerrari, the automaker's in-house team won a tense design competition against Pininfarina for the right to style the supercar. The competition started in October 2010 with 10 1:4 scale models. The next round, which came in April 2011, featured five full-sized styling models used to show different potential shapes for LaFerrari. Three models were from Ferrari's team and two from Pininfarina.

"Ferrari management decided to proceed with two in-house styling models, one internally called Manta, like the fish, the other called Tensostruttura (Italian for tensile structure)," Manzoni said.

In July 2011, the Ferrari styling center built another full-sized styling model that had two different sides that showed different interpretations of the Tensostruttura theme. The aim was to find the best combination of aesthetics and aerodynamic performance.

A seventh full-sized model was built in May 2012. The model underwent minimal design changes, mainly in the rear. In August 2012, LaFerrari's final exterior design was frozen.

Manzoni said that there were two prevailing objectives driving his team throughout the process: "Everything we did on styling was guided by aero-dynamic inputs and by an intense desire to save weight. What was not absolutely necessary simply had to go."

Too often supercars look aerodynamic, but need huge spoilers and tall rear wings to add the necessary downforce to remain stable at high speeds.

LaFerrari features active aerodynamic devices such as diffusers and a guide vane on the front underbody and diffusers and a rear spoiler. These generate downforce when needed without compromising the car's overall drag coefficient. The devices deploy automatically according to a number of different performance parameters that are monitored in real time by the car's dynamic vehicle controls.

"We tried to design a shape that intimately interacts with the aerodynamic fluxes," Manzoni said, "rather than fighting against them."

[Pandino]

FB

[edmd_dant]

http://www.facebook.com/photo.php?fbid=606130909411819&set=a.352330338125212.88734.352328384792074&type=1&relevant_count=1&ref=nf

[Wilhem275]

Quella porta è un'opera d'arte moderna