Ferrari Debuts Carbon-Fiber Tub for Enzo Replacement, We Go In-Depth [2012 Paris Auto Show]

Any visit to a Ferrari auto-show stand invariably entails expectations of luxury, passion, and extraordinary performance, wrapped in seductive shapes and glistening in Rosso Corsa paint. Given that sort of anticipation, we were startled by one of Ferrari's key Paris show properties—a flat-black chassis tub, devoid of exterior elements, nestled among potent Italian stallions like the 458, FF, and F12berlinetta. Although it was surrounded by red rocketry showcasing Ferrari's current-generation V-8 and V-12 engines, the homely but brand-spanking-new black tub was the company's real showstopper. While it may look nondescript, this is the chassis for Ferrari's follow-up to the Enzo. (Spy photos and more info on the hypercar here.) The inside-out reveal parallels Lamborghini's Aventador rollout, which started with individual previews of its chassis, engine, and gearbox. As to the Ferrari, its carbon-fiber body shell represents an example of technology transfer from racing to production models, something frequently cited in theory but rarely vindicated in reality. Not only does the new mid-engine monocoque tub benefit from Ferrari's Formula 1 experience, it's being developed in conjunction with the company's F1 team. It's in Scuderia Ferrari's shops that the firm plans to fabricate the production car, too, beginning sometime in late 2013. Ferrari is a staunch proponent of aluminum in most of its road cars, citing the metal's ease of manufacturing, easy repair, and low weight. It helps that Ferrari has an aluminum foundry on the Maranello factory grounds. But for a limited-production model like the Enzo successor, using the same hand-built construction methods as a Formula 1 car can make for weight savings that are not possible with more mass-production-friendly carbon-fiber construction methods such as resin-transfer molding (RTM). As explained by legendary Ferrari F1 design honcho Rory Byrne, who lent his expertise to the project, the new tub uses the right kind of carbon fiber in the right thickness for every specific need throughout the chassis. Some of it is unidirectional, some of it extra-high-tensile for more structural stiffness, and most all of it sandwiches a layer of Nomex honeycomb. First Drive: 2013 Ferrari F12berlinetta Comparison Test: Ferrari 458 Italia vs. McLaren MP4-12C and Porsche 911 GT2 RS First Drive: 2012 Ferrari FF Certain crash structures, such as the door, use a high-strength carbon fiber known as T1000 that, with a specially formulated resin, is excellent at absorbing crash energy, just like in an F1 car's nosecone. The flat undertray has a layer of Kevlar composite weave to protect the carbon fiber from scrapes and road impacts from objects like rocks, and the battery tray (for the hybrid drivetrain) behind the seats also employs a structural layer of Kevlar. There is no front subframe—the suspension pickup points are built into the tub. Although the roof is little more than a narrow spine to accommodate the doors, it's part of the monocoque, lending integrity to the form. Most intriguing is that the seat structure is built right into the chassis: padding will be attached to the carbon fiber and adjustments for driver size will (we presume) be made by some kind of adjustable pedal box and telescoping steering wheel. According to Ferrari, compared to the Enzo, the new structure improves torsional rigidity by 27 percent, longitudinal or beam rigidity by 22 percent, and reduces weight by 20 percent. And it does so while conforming to the higher crash standards now in place since the Enzo's 2002 debut. Ferrari was mum on engine specifics in Paris, although we already know that the V-12 will team with the electric portion of the powertrain to deliver more than 900 hp. The company provided a deeper look at the mid-/rear-engine V-12 application of its HY-KERS system this past April. These will obviously be hand-built cars, and the process obviously defies haste. Ferrari even admits that while the fully-optimized, hand-laid construction of the car offers superior weight savings, the production rate is incredible slow. The Italian automaker anticipates a one-per-day build rate for its new range-topper—which will make each one all the more desirable. Read full story » from Car and Driver Blog http://blog.caranddriver.com

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