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 849 Testarossa Spider
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| Ferrari 849 Testarossa Spider |
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<< Prev Page 2 of 3 Next >>  The main objectives of the 849 Testarossa's aerodynamic design were to optimise thermal performance and increase downforce, drawing inspiration and reference from historical and contemporary racing solutions, such as those seen on the 512 S, the 512 M and the FXX-K. The 849 Testarossa generates a total load of 415 kg at 250 km/h, an increase of 25 kg compared to the SF90 Stradale, while cooling performance improves by 15%.The volume of the bodywork flanks has been optimised to increase the amount of air flowing to the intercoolers by 30%. A channel has been scooped out in the door to feed the lower portion of the intercooler, while the lower surface of the duct is equipped with a blow that allows the boundary layer to be captured. The side air intake trim wraps around the bodywork up to the sill cover and has a profiled shape with an upper auxiliary inlet to maximise the air flow to the radiating masses. The side inlet, in addition to the intercooler, also feeds the rear brake duct and the engine intake. The front underfloor, responsible for 35% of the total downforce, has been completely redesigned: three pairs of cascading vortex generators maximise outwash and intake, guaranteeing a 20% increase in downforce compared to the SF90 Stradale. The excavation upstream of the side louvres and the relative nolder contribute to the extraction of the hot flow from the front compartment and reduce the compression on the front face of the tyre, decreasing drag. The squarer front bumper has integrated bumperettes that help increase the airflow to the front air intakes and generate vorticity useful for extracting the flow from the wheel arch. The splitter (also larger in size) incorporates a flick, inspired by the SF90 XX Stradale, responsible for 10% of the front downforce. The rear adopts a twin-tail architecture inspired by the 512 S, with two wing sections (called twin tail) that exploit the high-energy flow that laps the top of the muscular rear wheelarches to generate 10% of the downforce at the rear. The active rear spoiler, derived from that of the SF90 Stradale and the 296 GTB, is integrated into the bodywork and actioned by a kinematic solution that is 2 kg lighter. It is capable of switching between Low Drag and High Downforce configurations in less than a second. In High Downforce configuration, it helps to generate up to 100 kg of downforce at 250 km/h, working in synergy with the passive elements of the tail. The rear underbody adopts a multi-level diffuser with a suspended lower element and vertical fences that allow the wheel wake to be isolated. A pair of vortex generators with an oversized chord maximizes expansion at the height of the rear axle. The downforce generated by the rear underfloor is aligned with that of the SF90 Stradale, with a 10% reduction in drag. The 50 cv increase in power of the internal combustion engine required a 15% increase in the capacity to dissipate thermal energy. The coolant radiators have been redesigned with asymmetrical geometry, achieving an 18% increase in the radiating surface. The radiator for the hybrid components has been adapted to the new front volume. The side intercooler, borrowed from the F80, has a 19% larger surface area and a reduced inclination to reduce its height in the chassis. The front air intake has been enlarged by 18% to maximize the air flow to the radiating masses. The front brake air intake is integrated into the upper part of the duct separated by a horizontal section. The internal vertical baffles prevent the mixing of flows, contributing to the structural rigidity of the bumper, while the fairing of the parking sensor allows the flow to be channelled towards the brake intake and radiator. The air vents on the wheelarches and underfloor have been repositioned and optimized: a vortex generator favours extraction from the central louvres, while a nolder maximizes the flow from the side louvres. At the rear, three slots on the side trim and a vent on the bumper exploit the depression of the car wake to increase the extraction of air from the engine compartment. The rear wheelarch, inspired by that of the Ferrari Purosangue, contributes to evacuation of high-pressure air in the wheel housing and drag reduction. Two slots on the lower deck near the spoiler and three on the rear bumper provide ventilation for the engine compartment and cooling of the electronics positioned inside the rear bumper. The braking cooling system has been enhanced to cope with the increased braking power (+2% at the front and +15% at the rear): at the front, the air intake integrated into the duct and the dedicated fairing of the oil pipe fixing bracket guarantee a 15% higher flow rate towards the calliper, while a deflector below the lower wishbone, fed by the front diffuser, contributes to the ventilation of the disc. At the rear, the air intake has been integrated into the car’s flank, increasing the flow by 70% to the new brake calliper. The vehicle dynamics of the 849 Testarossa have been developed with the aim of improving absolute performance, its consistency and accessibility, while maintaining a high level of driving pleasure. The project took the SF90 Stradale as a reference, focusing on increasing power, tyre grip and response, the efficiency of the braking system and the evolution of electronic controls through the Ferrari Integrated Vehicle Estimator (FIVE) digital system, to provide even the most demanding drivers with maximum driving thrills. When developing the handling of the 849 Testarossa, Ferrari’s engineers set out, as usual, to define driver feedback using five indicators: lateral and longitudinal acceleration, gearchange, braking and sound. Lateral acceleration was optimised by working on the suspension geometry and management of the electronic vehicle dynamics controls to provide a faster response to steering wheel inputs and improving the mechanical grip of the rear axle. Longitudinal acceleration benefits from a quicker response to the accelerator pedal and the increase in maximum power available. The gearshift strategy has been refined to provide a more progressive feel and reduce actuation times. Braking efficiency has been improved, as has pedal feel and travel, thanks to the introduction of the ABS Evo developed for the SF90 XX Stradale. The sound has been calibrated to accurately replicate accelerator response in terms of quality through the rev range. The FIVE system represents a significant evolution in dynamic controls. It is an estimation system capable of creating a digital twin that replicates the behaviour of the car in real time, based on a simplified mathematical model powered by real measurements (acceleration, 6D sensor). FIVE accurately estimates performance characteristics that cannot be directly measured, such as speed (with a margin of error of less than 1 km/h) and yaw angle (margin of less than 1°) of the vehicle, improving traction control, electronic differential management and e4WD system delivery. These estimates feed into all vehicle dynamics controls, making the response more precise and repeatable. The ABS Evo, for example, uses the FIVE estimates to determine the target slippage of the four wheels and optimise braking distribution. The system is active in all positions of the Manettino and in all grip conditions. The improved speed estimation makes it possible to better exploit the longitudinal force of the tyres, both in straight and combined braking (brake then turn-in) situations, reducing dispersion due to component tolerances or environmental variability. The result is later, harder braking that is more repeatable than the SF90 Stradale, with a level of electronic control efficiency that is higher than in any other Ferrari range car. The braking system has also been completely revised to handle the higher level of performance. There are larger discs and pads all round, while the front discs feature optimised ventilation channels and the new rear callipers have been optimised to improve thermal management and rigidity. The synergy between these components guarantees thermal efficiency, structural strength and consistency of performance even under prolonged use. The 849 Testarossa features a dedicated suspension setup and kinematic angles, optimised for handling on the limit. The increase in lateral performance compared to the SF90 Stradale is 3%, thanks to the new tyres and specific setup, which also brought a 35% reduction in the weight of the road springs. The roll gradient has been reduced by 10%, improving the management of body motion and maximizing aerodynamic benefits and dynamic camber. The shock absorber damping has been optimized through virtual and physical sessions, replicating both road and track driving. The increase in longitudinal acceleration achieved in third gear compared to the SF90 Stradale, which is noticeable from 5,500 rpm onwards, is the combined result of the improved weight to power ratio, the increase in performance of the combustion engine at high revs and the dedicated shaping of the overall power delivery. This improvement was achieved without compromising low-end response. Despite the introduction of components to match the increased performance which would have increased the weight by more than 20 kg, the 849 Testarossa is the same weight as the SF90 Stradale thanks to extensive work on the lightening of the masses. The result is the best power-to-weight ratio ever achieved by a model in the range. The tyres, as per Ferrari tradition, have been co-developed through intense refinement work in collaboration with Michelin, Pirelli and Bridgestone. This co-development has produced specific solutions for the most diverse needs. Available technologies include Michelin Pilot Sport Cup2R (on request), Michelin Pilot Sport Cup2 (Assetto Fiorano), Pirelli PZero R (standard) and Bridgestone Potenza Sport (standard, also in run-flat version). Each solution has been co-designed through joint virtual and physical sessions to ensure optimal performance in various contexts, with a focus on maintaining driving emotions, increasing pure performance and behaviour in medium-grip conditions. The measures adopted are 265/35 R20 at the front and 325/30 R20 at the rear. The driver assistance systems have been integrated to increase comfort and safety, intervening only in emergency situations and in the least invasive way possible, only when the driver needs it. They are fully configurable via the instrument cluster menus, and their features include Adaptive Cruise Control with Stop & Go, Automatic Emergency Braking with Cyclist Detection, Blind Spot Detection, Lane Departure Warning, Lane Keeping Assist, Automatic High Beam, Traffic Sign Recognition, Surround View, Rear Cross Traffic Alert and driver fatigue monitoring. << Prev Page 2 of 3 Next >> |
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