The Ferrari 599 GTB Fiorano was designed with several specific objectives in mind: to increase driving pleasure, to guarantee performance (courtesy of technology transfers from the F1 single-seaters), and to ensure comfort, ergonomics and safety. The new Ferrari 599 GTB Fiorano sprints from 0 to 100 km/h in 3.7 seconds and has a top speed in excess of 330 km/h. The car takes its name from the Fiorano circuit Ferrari uses to hone the performance of its track and road cars. ‘GTB’ stands for Gran Turismo Berlinetta, after the most famous Ferrari berlinettas ever built, and ’599′ is the displacement of the V12 engine divided by 10.Read more
With the Ferrari 599 GTB Fiorano, Pininfarina designers wanted to explore wholly innovative lines. As ever, this was not an isolated process, but took place alongside optimisation of the car’s exterior aerodynamics, which were designed to deliver cutting-edge down-force figures. The cabin too was given an original aerodynamic design. The wraparound rear window is hugged by two flying buttresses, which channel air towards the nolder, adding a highly original (yet functional) twist. When it came to the rear of the car, it seemed time to depart from the now signature circular quad rear lights and low-fixed licence plate.
The Ferrari 599 GTB Fiorano is a strikingly sculptural car, its surfaces beautifully honed and modelled by Ferrari’s designers and engineers. The design is so supple, in fact, that every angle brings something new to light. All of the freedom allowed in designing an extreme sports car was used here and the result is endlessly surprising. A balance has been struck in the interior between the car’s sporty vocation and the intimacy that only skilled hand-crafting and detailed personalisation can achieve.Read more
The passenger areas of the car are trimmed in sumptuous leather while the driver area and controls boasts more high-tech detailing in carbonfibre and aluminium. In addition to the steering wheel and manettino, the central rev counter with a choice of red or yellow background and solid aluminium passenger controls, the new 599 GTB Fiorano also boasts attractive new styling cues including a central grip to provide extra purchase for the passenger and new adaptive racing seats featuring carbonfibre side rests.
Four areas are covered by this programme: Racing and Track, Exteriors and Colours,Interior and Materials, Equipment and Travel. The Racing options include CCM (Carbon Ceramic Material) brakes, four-point harnesses and a cockpit roll-bar while the Interior and Materials options include a new Enzo Ferrari-inspired carbon-fibre steering wheel with LED rev display which can be specified along with a special carbon-fibre trim kit for the door panels, instrument panel, gear stick surround and sill kick panels. Scuderia Ferrari shields, Daytona-style seats with perforated inserts, a satellite navigation system with display on instrument panel and much, much more besides are also available as part of the personalisation programme.
The Pininfarina designers had one clear but ambitious goal in designing the Ferrari 599 GTB Fiorano. They wanted to clothe it in innovative lines that would still have all of the trademarks of Ferrari’s sportiest and most high performance models. As ever, this process was not a standalone one but took place hand in hand with the optimisation of the car’s exterior aerodynamics which were designed to deliver cutting-edge downforce figures. The car’s design was developed around front-sloping lines which give it a thoroughly dynamic stance from the side.Read more
The surfaces are wonderfully sculptural and muscular too. The striking front air intake is flanked by two purposeful air outlets. The bonnet is characterised by a bulge that provides a styling cue T as to the potent V12 housed below, beside it two diffusers for warm air lighten the lines too. The air vent on the front wheelarch continues through to the door panel, delineating the rising swage line and the muscular surface treatment. The rear wheelarch volumes protrude slightly from the sides like muscles rippling under an athlete’s skin. The air intakes for the fuel tank and gearbox cooling systems create a certain symmetry with the front air diffuser.
The design of the wheel rims, with weight-saving double spokes, are a nod to the famous Ferrari berlinettas of the past too. The cabin too was given an innovative aerodynamic design. The wraparound rear window is hugged by two flying buttresses which channel the air towards the nolder, adding a highly original yet functional twist.
When it came to the rear of the car,it seemed time to depart from the now signature circular quad rear lights and low-down licence plate. The Ferrari 599 GTB Fiorano has large singular LED rear lights set into the tail and although the licence plate is still on the bumper, it has been shifted to the upper part of it. The diffuser on the rear bumper was subject to lengthy aerodynamic development, and integrates with the fairing around the exhaust tailpipes. However, the Ferrari 599 GTB Fiorano is a strikingly sculptural car, its surfaces beautifully honed and modelled by Ferrari’s designers and engineers. The design is so supple, in fact, that every angle brings something new to light. All of the freedom allowed in designing an extreme sports car was used here and the result is endlessly surprising.
One of the unique strengths of the current Ferrari range is the F1-type gearbox. This was taken a step further in the design of the Ferrari 599 GTB Fiorano resulting in the astonishing F1-SuperFast. The new gearbox’s name encompasses the two key concepts behind its design: the fact that it is derived from the ultra-competitive world of Formula 1 and the faster-than-ever gear shifting times it delivers. In fact, it is one of the Ferrari 599 GTB Fiorano’s most innovative and exclusive features and is yet another world first on a roadgoing car.Read more
In traditional automatic gearboxes, the various operations involved in gear shifting are performed sequentially as follows: lifting off and declutching; disengaging, selecting and engaging the gear; letting the clutch out as power is fed back in. It follows therefore that the gear changing time should be calculated according to the time necessary to complete the three gear changing operations in sequence – the so-called acceleration gap – rather just as the time it takes to engage the gear. However, in a significant leap forward, the F1-SuperFast’s absolutely innovative integrated engine and gearbox management programme allows the combined disengaging/engaging of the gears partly in parallel with letting the clutch in and out. The result is that overall gear-shift times are cut to 100 ms in high performance and super-high performance situations. This important achievement (a first for a production car) comes courtesy of the fact that the elastic energy within the transmission components is used to speed up gear chang times What happens in practice is that engaging and disengaging of the gears occurs slightly ahead of the clutch being let out or in when the speed of rotation of the input shaft approaches that of the output shaft. Because of the F1-SuperFast’s structure, actually engaging the gear is completed in a breathtaking 40 ms.
The F1-SuperFast intervenes as a function of engine rev speed and the position of the accelerator pedal. The sportier the driving conditions, the faster the gear changing. The result is absolutely exceptional driving pleasure at all times. In fact, even day-to-day driving is smooth and comfortable as the gear changing strategy is controlled by the new generation Sofast3. The “acceleration gap” delivered by the 575M Maranello’s F1 gearbox was 250 ms, a figure that was slashed to just 150 ms courtesy of the Sofast3 in the F430.
Now, however, the Ferrari 599 GTB Fiorano boasts an acceleration gap that approaches that delivered by the Prancing Horse’s Formula 1 single-seaters. Nonetheless, the F1-SuperFast also allows the driver to select the Automatic Mode button for even more comfortable driving. However, whenever the driver wants to really give vent to the high performance character of the car, typically out on the track, he can simply select Launch Control (not available in North America) which offers smoother starts from standstill. The F1 gearbox is controlled by the driver using the now traditional steering wheel-mounted Ferrari paddles (UP on the right to go up through the gears and DOWN on the left to go down). The reverse and other secondary gearbox commands are set in a new central tunnelmounted panel. Alternately, owners may choose to have a manual gearbox with the classic Ferrari “gate” and aluminium gear stick knob. The Ferrari 599 GTB Fiorano boasts a transaxle layout with new twin-disc clutch in unit with the engine, steel driveshaft and rear-mounted transaxle gearbox with aluminium casing. Although the twin-plate clutch was debuted on the 8-cylinder berlinettas, this is the first time it has been used on a Ferrari 12-cylinder berlinetta.
It not only reduces external bulk (clutch casing from 300 mm to 250 mm), but also disc diameters (from 272 mm to 215 mm) and weight (from 10 kg to 9 kg), producing the following benefits:
The steel tube housing the driveshaft was designed both to cut weight and to improve the rigidity of the engine unit. With an external diameter of 125 mm and a wall thickness of 4 mm, the resulting resonance frequency is 42 Hz (25 Hz in the 575M Maranello) for a quieter ride.
This is a six-speed (plus reverse) gearbox with triple-cone synchronisers on first and second gears and double-cone synchronisers on the others. The gear ratios and specifically the final drive ratio, were designed to work with the new 20″/35 rear wheels to optimise gearing to deliver the breathtaking acceleration and top speeds of a genuine Ferrari thoroughbred sports car. To cope with the performance guaranteed by the new F1-SuperFast gearshift software, the gear selector forks have been redesigned and are now in pressed steel (C43) instead of cast iron, while the fork rods are manufactured using new microcasting techniques. Apart from making them more durable, this also lightens the entire system. This is a limited-slip differential specially calibrated to reduce slip in different measures depending on whether the car is accelerating (25%) or on lift-off (45%), and to optimise both traction and stability whatever the use.
In yet another first for a road car, the Ferrari 599 GTB Fiorano comes equipped with the F1-Trac traction control system which previously only Ferrari’s F1 drivers enjoyed. However, Ferrari’s track experience is now such that this system has been adapted for industrial production. Because it is so much faster and more precise than a traditional system, the F1-Trac will give even less expert drivers the confidence to really make the most of their car’s potential and stability.Read more
The result is exhilarating fun behind the wheel and exceptional handling in complete safety. The F1-Trac optimises traction by modulating power delivery to help maintain the desired vehicle trajectory. The system uses predictive software to estimate the optimal grip by continually monitoring the speed of both the front and rear wheels. In short, there is a vehicle dynamics model stored in the control system and the F1-Trac compares the information collected from the wheels to this, adjusting its reactions to suit and optimising traction by modulating power delivery. The result is a 20% increase in average longitudinal acceleration coming out of bends.
The F1-Trac kicks when the manettino is set at SPORT or RACE while the traditional ASR traction control system reduces engine power and exerts a braking action when the manettino is I at the ICE or WET settings to ensure maximum safety in low grip conditions. This means that the driver can maintain the desired trajectory without having to do any sharp steering, a fact that works to the benefit of both car stability and maximum performance. Maximum traction can be achieved without impinging on safety in all driving and grip conditions. The system intervenes smoothly and comfortably without ever disturbing the driver. This is why it was deemed to be the best F1-inspired system for this particular model’s profile. The F1-Trac also shaved an impressive 1.5 seconds off the Fiorano lap time clocked by a car fitted with the traditional ASR system.
Like all of the other systems affecting overall vehicle dynamics, the F1-Trac is integrated with the manettino, which was first introduced on the Ferrari 8-cylinder cars and allows the driver to efficiently control the various driving functions. The manettino can also be used to intervene on the electronic systems governing damping control, stability and traction control, F1 gearbox and the engine. The drive setting selected is also indicated on the screen at all times. There are five settings in all arranged according to the increasing level of sportiness.
The damping action exerted by a car’s suspension plays a key role in guaranteeing fun driving and easy handling across the board. The Ferrari 599 GTB Fiorano’s SCM Magnetorheological Suspension system, however, is exceptionally efficient even by the Prancing Horse’s renowned standards.Read more
Its suspension damping is controlled by an ultra-high performance system developed in collaboration with Delphi and this is the very first time this kind of set-up has been used on a Ferrari road car. The semi-active system has a maximum response time of just 10 ms – four times faster than a traditional oleodynamic one. During this T short time it not only reads and reacts to the road surface but also to the inputs from four sensors on the suspension wishbones which monitor the wheels and consequently the movement of the car body. The movement of each individual wheel is controlled by a damper which contains a fluid the viscosity of which is modified by applying an electronically controlled magnetic field. In traditional electronic damping systems, the fluid’s mechanical characteristics don’t change and the damping is achieved by intervening on electronically actuated valves.
In the SCM system, however, the valves are fixed and this reduces the number of moving mechanical parts and thus noise, resulting in a quieter in-cabin experience. The dampers are worked by intervening directly on the rheological (flow) characteristics of the fluid itself. The system adapts almost instantly as a result and courtesy of the adoption of an electronic control system which processes the signals in a maximum of 1 ms, 10 times faster than a traditional system. This comes courtesy of the fact that the Ferrari 599 GTB Fiorano incorporates an electronic control system with a higher processing frequency (1000 Hz). Speeding up the response time also allows the same damping curve to be used both when the tyres are compressed and extended and thus to exert the same stress in both types of condition.
What this actually means is that greater force can be applied when moving from maximum extension to maximum compression (or vice versa), resulting in greater tyre control. With respect to the system used on the 575M Maranello, the average variation in vertical movement on undulating roads is cut by up to 30% while the average vibration damping time after hitting a pothole is slashed by as much as 30% and vertical acceleration transmitted to the steering wheel and seat by road bumps drops by up to 10%.
The Ferrari 599 GTB Fiorano’s engine is a 65° V12 with a 5999 cm3 displacement that delivers a specific power output of 103 hp/litre. Its architecture was derived directly from the Enzo’s. A further development of the same engine, this time for track-only use, was used on the recent Ferrari FXX also. The basic architecture of the Enzo engine was retained (block, cylinder heads, sump and combustion chamber geometries) while new components and subassemblies were designed to yield high engine revs, significantly reduce weight and optimise its distribution,and yield a more compact power unit.Read more
The result is that the new engine is mounted in the mid-front position and delivers enhanced performance and reduced fuel consumption whilst complying with the very latest emission standards. The engine, known in-house as the F140C, has a completely different structure from the one that powered the previous generation of Ferrari 12-cylinder berlinettas, the 550 and 575M Maranello. It delivers absolutely stunning driving pleasure thanks to incredibly smooth power delivery and the wonderful signature engine sound.
The maximum engine speed – 8400 rpm (+900 rpm on the 575M Maranello, an increase of 12%) – is one of the highest achieved by a car of this displacement and in fact is comparable only to that of the Enzo. In other words, it sets a whole new benchmark in terms of sportiness and driving pleasure. The engine’s specific power output of 103 hp/litre (13 hp/litre more than that of the 575M, +14%), is the highest achieved by a naturally aspirated engine of this displacement and provides further proof of the fluid dynamic efficiency of the unit. The latter is guaranteed under all conditions by chain-driven distribution and twin overhead camshafts per cylinder bank with hydraulic tappets and continuously variable timing on both inlet and exhaust cams to optimise torque delivery. The inlet tracts were also optimised too. Exceptionally smooth power delivery right across the range up to 620 hp at 7600 rpm (+105 hp or +20% on the 575M) guarantees easy handling and vehicle control at all times.
Engine sound is one of the most distinctive features of any Ferrari model and, naturally enough, development work on the 599 GTB Fiorano also centred on honing the quality of in-car sound which not only enhances driving pleasure but makes for a quieter ride inside the cabin itself. The quality of sound is down to the sound frequencies which reach the driver.Read more
The sound becomes more pleasurable when certain engine frequencies are enhanced whilst reducing mechanical resonance, particularly when accelerating hard. Work was done on the body and transmission too as part of this “design to sound” approach. The most characteristic acoustic components of a 12-cylinder engine are the third and sixth harmonics. The former gives the sound a more robust tone while the latter guarantees a pleasant timbre. The combination of different components produces the signature Ferrari sound. The air filter housing is fed by a tube connected to an intake in the front bumpers to transmit the intake sound into the cabin while the exhaust silencer’s volumes and geometry were optimized too. There is also variable geometry management with By-Pass valves to generate resonance in line with the intake frequencies and reduce the exhaust back pressure to the engine to maximise power delivery at higher revs.
Mechanical engine vibration, on the other hand, was reduced by a special damping system incorporated into the intake plenums which absorbs higher vibration amplitudes. To reduce driveline vibrations which can give rise to “gear rattle”, a damper was fitted to the driveshaft behind the clutch. During development of the external elements of the bodywork, the designers not only took into consideration aesthetic and aerodynamic requirements but also worked to reduce wind noise around the bonnet and wheel arches as well as optimising sound insulation in the areas concerned.
The Pininfarina designers had one clear but ambitious goal in designing the Ferrari 599 GTB Fiorano. They wanted to clothe it in innovative lines that would still have all of the trademarks of Ferrari’s sportiest and most high performance models. As ever, this process was not a standalone one but took place hand in hand with the optimisation of the car’s exterior aerodynamics which were designed to deliver cutting-edge downforce figures. The car’s design was developed around front-sloping lines which give it a thoroughly dynamic stance from the sideRead more
Its front is dominated by the volumes of the mud guards which extend as far as the bumpers so that it seems that the central section, bonnet and air intakes are set into them. The surfaces are wonderfully sculptural and muscular too. The striking front air intake is flanked by two purposeful air outlets. The bonnet is characterised by a bulge that provides a styling cue T as to the potent V12 housed below, beside it two diffusers for warm air lighten the lines too. The air vent on the front wheelarch continues through to the door panel, delineating the rising swage line and the muscular surface treatment. The rear wheelarch volumes protrude slightly from the sides like muscles rippling under an athlete’s skin. The air intakes for the fuel tank and gearbox cooling systems create a certain symmetry with the front air diffuser.
The design of the wheel rims, with weight-saving double spokes, are a nod to the famous The cabin too was given an innovative aerodynamic design. The wraparound rear window is hugged by two flying buttresses which channel the air towards the nolder, adding a highly original yet functional twist. When it came to the rear of the car, it seemed time to depart from the now signature circular quad rear lights and low-down licence plate. The Ferrari 599 GTB Fiorano has large singular LED rear lights set into the tail and although the licence plate is still on the bumper, it has been shifted to the upper part of it. The diffuser on the rear bumper was subject to lengthy aerodynamic development, and integrates with the fairing around the exhaust tailpipes. However, the Ferrari 599 GTB Fiorano is a strikingly sculptural car, its surfaces beautifully honed and modelled by Ferrari’s designers and engineers. The design is so supple, in fact, that every angle brings something new to light.
All of the freedom allowed in designing an extreme sports car was used here and the result is endlessly surprising. During the styling process, various test sessions were held to verify the aerodynamic efficiency of the forms developed. Unsurprisingly, the Ferrari 599 GTB Fiorano was found to be the most aerodynamically efficient 12-cylinder front-engined sports car ever built by the Prancing Horse company. Lengthy testing in the wind tunnel and other simulations at Ferrari has yielded stunning results in terms of both downforce and drag. Thanks to the optimisation of the car ‘s flat underbody and the rear diffuser, the aerodynamic rear blends in beautifully with the rest of the design and the suction created under the car is now far superior to the lift generated by the upper part of the bodywork.
A small nolder on the top of the rear windscreen also separates the air flow and contributes to reducing lift over the car ‘s upper surface and thus increasing downforce. The result is an aerodynamic load (Cz= 0.190) of 70 kg at 200 km/h, 160 kg at 300 km/h and 190 kg at top speed. This is distributed between the front and rear axles in the same way as the car weight is. Lengthy research into internal air flows and into keeping the car’s wake as smal as possible have resulted in a drag coefficient (Cd) of just 0.336.
|Overall length||183.7 in|
|Overall width||77.2 in|
|Front track||66.5 in|
|Rear track||63.7 in|
|Dry weight||3482 lb*|
|Kerb weight||3722 lb*|
|Boot (trunk) capacity||11.3 cu ft|
|Fuel tank capacity||27.7 US gal (23.1 UK gal)|
|Weight distribution||47%/53% front/rear|
|Front||13.9 x 1.3 in|
|Rear||12.9 x 1.1 in|
|Bore/stroke||3.62 x 2.96 in|
|Unit displacement||30.51 cu in|
|Total displacement||366.08 cu in|
|Maximum power||456 kW (620 CV) at 7600 rpm|
|Maximum torque||608 Nm (448 lbft) at 5600 rpm|
|Maximum revs per minute||8400 rpm (with limiter)|
|Specific output||103 CV/I|
|Transmission and gearbox||Manual or F1; 6-gears+Reverse|
|Electronic controls||Tyres pressure and Temperature|
|Electronic controls||Monitoring System TPTMS|
|Electronic controls||Control for Stability and Traction with F1-Trac|
|Suspension||damping control SCM|
|Maximum speed||over 205 mph|
|0-100 km/h (0-62 mph)||3.7 s|
|0-200 km/h (0-124 mph)||11 s|
|Combined||17.9 l/100 km|
|*||European market version manual gearbox|
The first Ferrari has been sold in Beijing in 1993, when the first Chinese customer decided to get the car he had dreamt of since he was a child when he saw the picture of a Ferrari.