[CHAT] Ferrari F50

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When the first converted and road-legal Porsche 962s appeared in the streets something radically changed in the way cars are build. Yes, we all know there were racers transformed into street cars due to race regulations. But who'd ever think 'bout turning a 400+ km/h fast vehicle into a street machine? Well here is a list for You: from Germany Zimmermann, Koenig Sportscars and Dauer Racing and in the UK Schuppan Racing. Now, Ferrari went one step further: took a Formula 1 racer and built a road-going roadster based on it. The Ferrari F50 was first officially introduced at the 1995 Geneva Motorshow twice. First, there was a press conference at the newly opened Geneva Automuseum and next day, on the first the press day at the Ferrari stand, they held another. This car was one of the biggest showstopper in 1995.
The idea came from the 2nd son of Enzo Ferrari, Piero. After the F40 he wanted to see a Ferrari on a market made from a Formula 1 racer. The starting point was Prost's 1990 641/2 rocket.
It's 3.5 litre engine was very compact, very short so it was not too difficult to fit in the rear without making the wheelbase too long. This five-valve per culinder engine is naturally aspirated engine (the F40 has had a turbo engine).
The body was designed by Pininfarina, who designed the whole current Ferrari range. Cues were taken from the Mythous prototype of 1989. CAD and normal methods were combined and after various proposals the final result emerged.
The final styling model was completed in 1991. Although it looks all but identical to the production car, three important modifications were done: 1. enlargement of the front air intakes, 2. a small spoiler has been placed under the front bumper, 3. addition of two small wings to the A-pillar. The final shape with a Cd factor of 0.372 looks breathtaking. It's everything a Ferrari should be: flowin' lines, wideness and wildness. There are two versions: hood on/off.
There is big road noise due to the fact that F1 technology lies underneath. But then You'll surely know You HAVE F1 technology under Your pants.

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Engine
Configuration 12 cylinders in 65 degree V layout
Bore 85 mm
Stroke 69 mm
Cylinder capacity 23.9 cu in (3916 cc)
Total displacement 286.7 cu in (4700 cc)
Compression ratio 11.3:1
Max. power output 382.5 kW (513 HP SAE, 520 CV CE) at 8500 rpm.
Peak torque 417 Nm (347 lb ft) at 6500 rpm
Specific power 109 HP/litre (SAE)
Ignition Bosch static electronic ignition
Injection Bosch Motronic 2.7 injection
Engine weight 198 kg (436.5 lb)
Performance
Top Speed 325 km/h (202 mph)
Acceleration 0 to 60 mile 3.7 s (0-100 km/h 3.87 s) 1 mile: 30.3 s (0-1000 m 21.7 s)
Dimensions and weights
Max. length 176.4 in (4480 mm)
Max. width 78.2 in (1986 mm)
Max. height 44.1 in (1120 mm)
Wheelbase 101.6 in (2580 mm)
Front track 63.8 in (1620 mm)
Rear track 63.1 in (1602 mm)
Weight unladen 2712 lb (1230 kg)
Tyres Tubeless radial tyres
Front: 245/35 ZR 18
Rear: 335/30 ZR 18
Rubber fuel tank capacity 27.7 US. gal/ 32.1 Imp. gal (105 liter)
Front brake discs 14 in (355 mm)
Rear brake discs 13.2 in (335 mm)
Equipment Air conditioning, Detachable hard-top/ open-top section with roll bats, including trolley and stowage bag, documented photo album showing car in build, choice of pedal box sets - one up to shoe size 7, and one above size 7, tailor-made raing boots with owner's initials.

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The Ferrari F50 was designed to commemorate Ferrari's 50th anniversary in 1996. Only 349 F50s were made in Ferrari's factory near Modeno in northern Italy.

"Our studies showed a market for 350 cars like this," says spokesman Antonio Ghini. "But Ferraris are something cultural, a monument. They must be hard to find, so we will produce one less car than the market." F50 Test Drive

Half the cars had been reserved before the car was introduced. Fifty F50s each were sold in the United States, Germany and Italy, Ferrari's biggest markets. Most of the others were sold in Asia and elsewhere in Europe. It has been said that Mike Tyson was the first person to receive an F50 as an owner in the United States at a purchase price of $850,000.

"We have in 50 years of racing won every kind of victory: Formula One, Le Mans, Dayton, Sebring," President Luca di Montezemolo said in an interview. "In this car we put 50 years of know-how."

But he said the F50 is the first and last car Ferrari will build based on a Formula One engine because of tougher emission standards going into effect in the next few years in the United States and elsewhere.

"It will be impossible to do it again," he said.

The history of the F50 began In 1990, when Ferrari almost experienced the F1 World Championship with Alain Prost driving. It was at this time, Piero Ferrari fathered his plan to take one Ferrari Formula One car and birth a new road supercar ...thus becoming the F50 project.

Driven by customers asking why the company could not build something close to a Formula One car that could be driven on the road, the engineers at Ferrari began looking into the areas of their Grand Prix machine which made it just that. The power in their road engines, they decided, was enough, but it was concluded that it would be possible to bring across much of the technology of Formula One onto a road car.

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On the road, the F50 is very stable, accurate in handling at any speed, and the huge tires and down force generated by the big rear spoiler enable high speed cornering stability. It runs faster than the F40 on race tracks, thanks to a better chassis, but slower at mid-range acceleration than the 425 ft-lb predecessor. Because the F50's engine is so highly tuned, it enables less room for improvement compare with the turbocharged F40. Ferrari used the F40 as their GT racer. But in real world, without modifications, the F50 is far faster than the F40.

The Ferrari F40 (the car's predecessor) had looked as though it was a carbon fibre chassis, but this was not the case. It was simply a tubular frame chassis with carbon parts. Ferrari decided they could do better and set about designing a full carbon fibre monocoque that would give a stiffer chassis. The whole chassis and suspensions are bolted on the engine / transmission like Formula One cars, thus producing an ultra-rigid and simultaneously light structure. Cars twist under load, and a structural designer's job was to create a chassis that will deform to a minimal amount under normal accelerative and cornering loadings. Through using Carbon Fibre, the Ferrari engineers were able to achieve a stiff chassis which is also very light. It therefore handles better, without having the penalty of the extra weight usually required for structure stiffness, and importantly, this was a key innovation brought from Formula One.

The second important area is the F50's much acclaimed 'Formula One derived' engine. This is based on the 3.5 litre V12 unit which powered Prost and Nigel Mansell in the 1990 season, but it's relations are loose. The road going powerplant took the F1's 65-degree vee, used the same 5-valve per cylinder design, and retained the block length. Everything else, however, is different. It had to be - although the F50 is a remarkable car, the requirement to replace an engine every 200 or so miles as in an F1 car would be ridiculous! Some of the exotic materials have made it onto the road engine, however, with titanium playing a part in the internals. The capacity was increased to 4.7 litres, and the engine hits the rev limiter at 8,700 rpm, quite some way short of the 14,000 attainable with the F1 engine - pneumatic valve springs made such revs possible, but these were too unreliable to be used due to air leakages (which have been often seen to cause problems in Grands Prix), and were replaced with steel springs for the road engine.

The engine is mounted directly to the carbon fibre monocoque, and this caused problems as carbon fibre is a great transmitter of vibrations and sound. An F1 driver is alright wearing a helmet and earplugs, but Ferrari felt it couldn't demand this of the road car driver! Some modifications were achieved, but the engine remains loud - so Ferrari used its raw, unrefined qualities as a selling point!
Aerodynamics was a key area in the F50's design, and is also partially derived from F1. Pininfarina designed the body to provide lots of downforce on both the front and rear at high speeds, using in-the-nose ducting and a rear wing mounted on pedestals. The road car design team actually used the F1 team's wind tunnel for development - a situation which would never be seen now, with teams never having a spare minute in their tunnels. The time spent was worth it, as the car can actually produce correctly balanced downforce at the front and rear, using an apparently F1-derived wing at the rear, which assists in making the handling exceptional.

Part of this handling equation is the suspension, which is a unique innovation to have come across from Formula One. It uses independant double wishbone suspension, with pushrods connecting to inboard springs and dampers, just as Prost and Mansell's F1 car did. However, in standard road car design, rubber bushes are used to act as cushions at suspension mounting points, and reduce the transmission of road noise. These are to the detriment of handling, and for that reason, they do not exist in F1. There, the suspension is mounted directly to the chassis or gearbox with rigid ball joints (somewhat like a hip joint). Ferrari went with this method for the F50, deciding that as this is an F1 car for the road, handling could not be compromised - besides how could the extra road noise add anything to the sound of that beast of an engine sitting behind the driver! To the surprise of the industry, the suspension was a success, and the ride was not as harsh as expected, but despite this, we have not yet seen any other road cars use this technology.

The only compromises on this car were road legailties and driver limitations, and Ferrari see the F50 as truly an F1 car for the road. But, because this is "a race car for the street," there is no carpet or upholstery -- except for the lightweight seats and the leather-covered steering wheel. Even the gearshift knob is composite.

The special disc brakes, rack-and-pinion steering and trick suspension are all just one step from the racetrack. Antilock brakes are noticeably missing, as are power steering and power brakes. The only concession to comfort is standard air conditioning. There is a rudimentary fabric top that goes on over the twin rollbars on the Barchetta version and roll-up windows in the doors.

The technology brought from Formula One into the F50 is now ten years old - and how F1 develops in ten years! There is no semi-automatic gearbox on the road car, a technology which was not even reliable on the race cars in 1990, and the brakes, although F1-derived, are steel and not carbon as the temperatures developed in even a road car such as this were, and still are, not high enough to allow the material to function well enough.

The supercar era is (unofficially) over, and now manufacturers are using F1 developments in more limited fashion. Ferrari's future, in the F360 Modena, shows that even in their 'non-exclusive' range, the F1 involvement comes through. The new car uses traction control, and drive-by-wire technology, as well as the (now mandatory on all sports cars) F1 style semi-automatic paddle gear change. Its performance, although road car bred, has benefited from the thoughts of the racing engine designers.

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meer pics

En hier doen we het dan echt voor, F50 GT

[Dit bericht is gewijzigd door Thermo op 14-10-2003 23:56]

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Op dinsdag 14 oktober 2003 23:40 schreef WiXX het volgende:
Is dit niet de enzo??

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* Thermo wijst naar de deur

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Op dinsdag 14 oktober 2003 23:44 schreef WiXX het volgende:

[..]

Geef toe voor een gast die pas de nieuwe autoweek leest bij de kapper heeft het ding veel weg van de enzo.

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.....

nee?

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Op dinsdag 14 oktober 2003 23:53 schreef WiXX het volgende:
Ahh fuck jullie allemaal

De wagen waar ik me elke dag in laat rijden is toch groter

De stadsbus

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[Dit bericht is gewijzigd door Thermo op 14-10-2003 23:57]

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Op woensdag 15 oktober 2003 00:07 schreef ook_gek het volgende:

[..]

Thermo klopt het Email adres in je profiel. Kunnen we af spreken voor een ritje in de homo auto

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