Enzo Ferrari and its features

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.

Enzo Ferrari 

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

optimize 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,

andto the development and fine-tuning of the

subsystem-son 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 beexchanged 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 hasa number of unique

technical features. Thecylinder 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

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 oflowering 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

he 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 experiencehave made it possible

to keep the specific power of theengine at an

extremely high 110 bhp/litre.

F1 Transmission and Gearbox

In the F140 project, the rear gearbox is coupled

directly tothe engine by an element that

incorporates the engine oiltank, the bevel

gear pair, and the self-locking differential.

In line with the car's performance targets,

the gearboxunit was developed only in a

Formula 1 version. Gearchanges

are entrusted entirely to an electrohydraulic

system which activates the gearbox and

clutch. Gearchange control is managed

electronically and activatedby 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 guaranteesoptimal

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 gearlevers 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 alsoavailable,

allowing the driver to start off at topspeed

in good grip conditions. The driver keeps

the brake pedal down while he uses the

accelerator pedal tochoose 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 body-shell

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 considerthat the chassis weight

had also been decreased considerably

to 92 kg (compared to the 102 kg of the

composite chassisof the earlier F50).

Suspension and Wheels

The Enzo has independent front and

rear suspensionwith jointed double

wishbones, and antidive-anti-squat 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 theshell 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 speedsensor 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 comfortcould 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 throughspecial 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 thestate 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.