Ferrari Edo Competition Enzo XX Evolution

Ferrari Edo Competition Enzo XX Evolution

Ferrari Edo Competition Enzo XX Evolution

Ferrari Edo Competition Enzo XX Evolution

Ferrari Edo Competition Enzo XX Evolution

Ferrari Edo Competition Enzo XX Evolution

INTRODUCTION:Ferrari Enzo is one of the most exclusive and rare cars available on the tuning market with a 6.0-liter 12 cylinder mid-engine berlinetta. Dubbed the Enzo XX Evolution, Edo Competition took it to the next level by increasing the performance with several aftermarket parts. They were able to increase the displacement from 6.0 to 6.3-liters, added new camshafts, connecting rods, titanium valve spring retainers, and then modified the cylinder heads for the displacement increase.

HIGHLIGHT:High performance exhaust headers were installed, along with high flow catalytic converters and a muffler. The stock hydraulic tappets on the Ferrari Enzo were replaced with solid tappets that allow the 12 cylinder Enzo XX Evolution to rev a remarkable 9,600 rpm. Edo Competition was able to boost the Ferrari Enzo to 840 horsepower, while making the vehicle 100 kilograms (220 lbs) lighter.

SPECIFICATIONS:Power and all power – that is the exact term for the 2010 Edo Competition Ferrari Enzo XX Evolution. Power in the sense that should be a mogul in order to purchase it and all power because one has all the right to display such a remarkable piece of metal with the following features:

• 6.3 liter V12 engine
• 840 horsepower at 575 lb-ft @ 5800 rpm torque
• Top speed of over 242 mph
• 3.2 seconds at 0 to 62 mph
• High performance clutch – strada or pista friction pads
• Stainless steel muffler with two different levels or pitch of sound

ENGINE:A bump in displacement from 6.0 to 6.3 liters, new camshafts, new titanium valve spring retainers and connecting rods, modified cylinder heads, new high performance exhaust headers, high flow catalytic converters, mufflers and air filters: that’s the scope of edo competition’s engine modifications. The standard hydraulic tappets are replaced with newly developed solid tappets, enabling the 12 cylinder engine to rev to an incredible 9,600 rpm. This is unmatched by any other 12 cylinder engine at this time! Additionally the intake system of the V12 was modified, a new high performance clutch - available with „strada“ or „pista“ friction pads - and a more powerful oil pump were installed. The power output is increased by 180 to 840 horsepower. Without mufflers more than 860 horsepower is possible. The maximum torque of 780 Nm (575 ft-lb) is available at 5,800 rpm.

DESIGN:The edo/KW race suspension from the FIA GT series was retuned for the Enzo XX Evolution, promising ultimate driving dynamics. The nose lift functionality is retained. The low-friction 3-way adjustable shock absorbers can be adjusted to the individual tastes of the driver and provide excellent steering precision and feedback. The edoinstalled tire pressure monitoring system displays the pressures for each of the four wheels. Providing ample grip for the edo Enzo XX Evolution are 19 inch front wheels and 20 inch rear wheels with 335 mm wide tires. The drive shafts were replaced due to the higher propulsive forces acting on them. The new units are 4 kg (8.8 lb) lighter and considerably more robust in order to cope with the enormous power increase.

CONCLUSION:The Ferrari Enzo XX Evolution received a new rear skirt with rear wing profile adjustable in 3 steps and a retractable rear wing with a taller flap to increase downforce and improve stability. This won’t be the last modified car from Edo Competition so stay tuned for the lastest car tuning news.

Ferrari F60

Ferrari F60

Ferrari F60

Ferrari F60

Ferrari F60

INTRODUCTION:The F60 is the fifty fifth single-seater built by Ferrari specifically to compete in the Formula 1 World Championship. The name of the car was chosen to celebrate the Scuderia's participation in all 60 editions of the Formula 1 World Championship since 1950 to date.

HIGHLIGHTS:The car was originally scheduled to be track debuted at nearby Fiorano, but Felipe Massa instead took to the cockpit of the F60 for the first time at Ferrari's other circuit, Mugello, after the launch. Massa said he was pleasantly surprised about the appearance of the F60.

SPECIFICATIONS:
Chassis
Carbon-fibre and honeycomb composite structure
Ferrari longitudinal garbo Limited-slip differential
Semiautomatic sequential electronically controlled garbo - quick shift
Number of gears 7 + Reverse
Brembo ventilated carbon-fibre disc brakes
Independent suspension, push-rod activated torsion springs front and rear
Weight (with water, lubricant and driver) 605 kg
BBS Wheels (front and rear) 13"
Kinetic energy recovery system by Ferrari in cooperation with Magneti Marelli

Engine
Type 056
Number of cylinders 8
Cilinder block in cast aluminium V 90°
Number of valves 32
Pneumatic distribution
Total displacement 2398 cm3
Piston bore 98 mm
Weight > 95 kg
Magneti Marelli digital electronic injection
Magneti Marelli static electronic ignition
Fuel Shell V-Power ULG-66L/2
Lubricant Shell

DESIGN:The design also takes into account two other significant changes in the 2009 regulations: the possibility of using a kinetic energy recovery system (KERS) and the reintroduction of "slick" tyres. The KERS on the F60 was designed by Ferrari in collaboration with Magneti Marelli and is centrally mounted on the engine under the rear part of the chassis; its management has involved all departments of the Gestione Sportiva. The return to tyres with no grooves is another element which is down to the work of the OWG, as is the introduction of a flap on the front wing that can be adjusted by the driver when the car is moving.

CONCLUSION:The F60 also sees a return of slick tires, as well as the use of the optional Kinetic Energy Recovery System (KERS). Ferrari’s KERS has been designed jointly with Magneti Marelli and is centrally mounted on the engine under the rear part of the chassis. Other details include a seven-speed transmission and a redesigned Type 056 V8 engine that must last three races in accordance with the new regulations. Max rpm has also been reduced from 19,000 to 18,000 revs.

2010 Ferrari SA Aperta 599 Roadster

2010 Ferrari SA Aperta 599 Roadster
2010 Ferrari SA Aperta 599 Roadster
2010 Ferrari SA Aperta 599 Roadster

This is a special series model of which a strictly limited number of just 80 will be built. All have already been sold. Ferrari chose to build 80 SA APERTAs in celebration of Pininfarina's 80th anniversary. The SA nomenclature also pays homage to both Sergio and Andrea Pininfarina whose company and work have been linked to the most successful road-going cars ever built at Maranello.

The SA APERTA is a true roadster which allows its occupants to enjoy the superlative emotions afforded by our signature front-engined V12 architecture in a completely open-top setting. In fact, it has just a light soft top designed to be resorted to only if the weather gets particularly bad. A low-slung windscreen and the fact that it crouches lower to the ground than our other models lend the SA APERTA an exceptionally aerodynamic sleekness. Its profile arches back from the A-post to two aerodynamic fins beautifully integrating the two roll-bars which themselves cleverly mimic the outline of the seats.

The chassis has been redesigned to deliver a standard of stiffness comparable to that of a closed berlinetta and there is a negligible weight difference also, thanks to work done on the chassis structure.

Thanks to the 670 CV engine beneath its bonnet, the SA APERTA beautifully embodies the sporty spirit of the 599, incorporating Ferrari's most advanced technology to deliver absolutely benchmark performance and superb driving pleasure.

ferrari mondial t

ferrari mondial t

ferrari mondial t

ferrari mondial t

ferrari mondial t

ferrari mondial t

The final Mondial evolution was 1989's Mondial t. It was a substantially changed model, "spearhead of a new generation of V8 Ferraris", according to Road & Track magazine. The "t" called attention to the car's new engine/transmission layout: though the previously-transverse engine was now mounted longitudinally, the gearbox remained transverse, forming a "t". This configuration was used by Ferrari's Formula 1 cars of the 1980s, and would be the standard for the marque's future mid-engined V8 cars, beginning with the 348, introduced later in the year.

That transverse gearbox was a dual-clutch design with beveled gears driving the axles. The engine was up to 3.4 L (3405 cc) and 300 hp. The Mondial's chassis would underpin a new generation of 2-seat Ferraris, right up to today's 360, but the 2+2 Mondial would end production just four years later in 1993. The company has not produced a mid-engined 2+2 car since, leaving the front-engined V12 456 as the company's only 4-seat car.

The Mondial was home to other Ferrari firsts: It used power brakes for the first time, and had a 3-position electronically controlled suspension. It also had standard antilock brakes, though other Ferraris had this feature as wel

Ferrari 328 GTB and GTS

The Ferrari 328 GTB and GTS were introduced in the late 1985 early 1986 years. Depending upon who you talk with this model is sometimes considered the last of the 308 series and sometimes a unique model of its own.

The major change from the 308 to the 328 was an increase in engine size from 3.0 to 3.2 which was the reason for the model name change. This increase gave the car 270 bph at 7,000 rpm. Like the earlier 308s the engine was mounted cross wise in a mid engine position.

From the outside the front and rear bumpers were now painted the same as the body color, rather than black as on the 308s. Initial tires were 205/55 front and 225/50 rears. This was identical to late model 308s for the American market. One unique problem with this tire arrangement was that the front spare tire compartment would only accommodate the 205/55 front tire. So if you had a flat in the rear, your spare tire was the wrong size. If you insisted in using it, your next problem was that you could not close the hood on the 225/50 rear tire as it was just too large to fit the cavity.

Top speed was claimed 158mph just as the QV before it. However, it was slightly faster in 0 to 60 mph by 2 tenths of a second. You could feel the extra horsepower and torque while driving the 328, even though the acceleration numbers did not suggest it.

In addition to the change in paint on the bumpers there were dozens and dozens of minor changes to the car. Towards the end of the run, ABS was introduced. One way of telling was the change in the wheels; however some late 328s had the later wheels but not ABS.

1,348 GTBs were produced and 6,068 GTSs from 1985 until 1989. The open top car was much more popular as can be seen from the production numbers. On the open market they also bring about $5,000 more for a used car. The interesting thing though is that the closed GTB was a little better handling, because of its extra stiffness. The downside was the GTB was also much warmer inside as the open top model allowed some of the heat from the radiator pipes to escapee.

The 328 was the last model Ferrari to use the cross engine location in the mid engine position. Its successor, the 348 had the engine switch to a longitudinal design. It has always been a slight controversy as to which engine position was better. One fact is true however, major engine work on the 308 and 328 series can be done with the engine remaining in the car. Later Ferrari cars had to have the engine removed.

Ferrari 288 GTO

Ferrari 288 GTO

Ferrari 288 GTO

Ferrari 288 GTO

Ferrari 288 GTO

Ferrari 288 GTO

The 288GTO, along with its arch-rival the Porsche 959, is a supercar milestone. For most of the ’70s and early ’80s ultimate road car power and performance figures had remained on a plateau. Brake horsepower in the mid/late 300s, 160-175mph and 0-60 in the low ‘fives’ were the benchmark. Then in 1982 the FIA introduced Group B, for 200-off race and rally machines, and the world went homologation-crazy. A new dawn was breaking and when Maranello’s protagonist finally appeared at the 1984 Geneva Show, the overblown ‘Testosterossa’, latest and lardiest in a series of imperious, range-topping 12-cylinder berlinettas, found its thunder nicked by this upstart V8 underling.

With 400bhp on tap (thanks to the emergent art of turbocharging), 60mph took under five seconds and 190-plus was a reality. These were magic figures 20 years ago, a quantum leap forward that continued exponentially as GTO begat F40, and F40 begat F50, and F50 begat Enzo, and…well, who knows? So what makes the iconic GTO special – and justifies its £185k value – even in the cosy, claustrophobic confines of Middle England?

Giorgetto Giugiaro once generously described Leonardo Fioravanti’s 308GTB as “the most perfect car I’ve ever seen” and the 288, if anything, improves on it, with its swollen arches and 110mm-longer wheelbase (to accommodate a longitudinal rather than transverse engine, for easier pit-lane servicing). Unlike the all-steel 308, the GTO’s bodywork is an exotic cocktail of GRP, Kevlar, Nomex, aluminium and steel, saving 140kg. The most beautiful of all Ferraris? It makes a good case for itself. Aside from the ravishing basic shape, detailing is superb. Look, for example, at the three inclined vents behind the rear wheelarches (a homage to the car’s legendary 250GTO forebear) – functional, simple, inspired. As is the interior. Like many low-slung exotics, a dignified, pain-free entry requires a sort of corkscrew action to ensure clearing both sills and roof. Inside, there’s lots of black velvety fabric trim, creating a purposeful, minimalist ambience that’s also light and airy, thanks to the generous fenestration. You sit a bit low in relation to the classic three-spoke wheel – no airbags here – but the leather seats are supportive and comfy (initially at least – after an hour or two my buttocks weren’t so sure).

The twin-turbo V8 is based on the 268C engine developed by Ferrari from the 308 for the Lancia LC2 Group C car, its 2,855cc capacity chosen to provide a nominal four litres under the FIA’s equivalency rule for turbo engines (multiply by 1.4).

Ferrari Mondial 8 Coupe

Ferrari Mondial 8 Coupe

Ferrari Mondial 8 Coupe

Ferrari Mondial 8 Coupe

Ferrari Mondial 8 Coupe