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Discussion in '2002 Ferrari Enzo' started by Homero, Aug 9, 2002.

  1. Re: FERRARI ENZO DAILY NEWS

    yo
     
  2. Re: FERRARI ENZO DAILY NEWS

    FERRARI ENZO:
    ELECTRONICS AND CHASIS

    The Enzo Ferrari project is the first example of the complete integration of vehicle control systems. Engine, gearbox, suspension, ABS/ASR, and aerodynamics all interact to guarantee the optimization of the vehicle’s performance and safety.

    This presupposes an innovative approach to the design of the control system architecture, and to the development and fine tuning of the subsystems on the car. It was possible to develop this methodology by drawing on the specialist experience of Formula 1, in which the performance of each system is designed to enhance that of the entire car. The target when defining the control strategies of each subsystem was therefore the optimal behaviour of the car.

    The systems that interact are: the engine, gearbox, suspension, aerodynamics, and the ABS/ASR system. The large number of systems made it necessary to use special sensors.

    Management of the sensors is divided between the various control systems, each of which shares the relevant information with the rest of the system. For example, during gear change manoeuvres, the gearbox control becomes the “master” of the system, managing the position of the clutch directly, ordering the engine control to follow up a torque reference and requesting great damping effort from the suspension control to prevent the car from pitching.

    The way the systems interact depends on the driving modes that the driver can choose from. The Enzo offers several set-ups: Sport, Race, No ASR.

    For the Enzo Ferrari project the chassis was built entirely with carbon fibre and aluminium honeycomb sandwich panels. This made it possible to meet demands for outstanding rigidity, lightness and safety.

    In order to pass offset collision tests required by the latest safety standards (collision at 56 km/h), highly sophisticated CAE methodologies were adopted to optimise the composite structures, to identify the optimal bodyshell structure and to maximize the contribution of the reinforcement skin, where it is needed to support the basic panelling.

    The use of CAE methodologies as a means of optimisation was extended to the engine support frame, and particularly to the distribution of thicknesses in the suspension casting. The end result is that the Enzo is prepared not only for today’s safety standards but also for the more stringent future 64 km/h offset collision tests.

    Experiments have confirmed the validity of the solutions chosen for the project: torsional project target and to correspond to the values calculated, while all the homologation collisions gave a positive result from the start.

    The Enzo has independent front and rear suspension with articulated double wishbones, and antidive-antisquat geometries to limit pitching during the transfer of longitudinal loads. The front suspension, which is of the push-rod type with an opposed damper, also incorporates a lift to increase ground clearance during parking manoeuvres.

    The rear suspension was designed to adapt to the chassis with the engine-gearbox-differential assembly supported elastically, and a rear subframe. The seat for the rear bar was created inside the wing-shaped chassis crossbeam. Combined with this suspension layout, an adaptive set-up was adopted for the Enzo, based on a system of continuous control of the dampers.

    This system makes it possible to reconcile the handling requirements (roadholding, minimal variation of the ground load) with the demands of comfort (movement and acceleration of the “shell”, vibration transmitted to the driver), without having to adopt passive solutions (standard dampers) as a compromise.

    The system is actually made up of four sensors (accelerometers) on the shell, two vertical wheel sensors, one vehicle speed sensor and a brake switch. The dampers are fitted with an internal proportional valve driven by the control unit, allowing damping to be modified instantly. The torque and braking control strategies (via ABS/ASR) were specially developed on the basis of the installed power and the

    Where the wheel modules are concerned, single-bolt light aluminium alloy rims and titanium hubs were chosen in the following sizes:
    • front 9J x 19"
    • rear 13J x 19".

    The tyres were developed specifically by Bridgestone and bear the exclusive name “Potenza RE050A Scuderia”. The sizes:
    • front 245/35 ZR
    • rear 345/35 ZR.

    In order to maximise safety of use, the car is equipped with a system that measures tyre pressure through special sensors inside the wheel rims, near to the inflation valve. These sensors transmit a signal which is picked up by the antennas on the bodyshell behind the stone traps, and linked to the control unit of the pressure monitoring system, which transmits the state of the tyre pressure to the instrument panel.

    The baking system developed for the car by Brembo features brakes made of carbo-ceramic material (CCM), used for the first time on a Ferrari road car, although Ferrari has been using them for many years on its Formula 1 racing cars.

    This application helped to make it possible to obtain outstanding results on the Enzo for all braking performance parameters (prompt braking, stopping distances, resistance to fading), but also decreasing unsprung weights, thanks to the significant reduction in the weight of the brake discs (12.5 kg less than conventional brakes).

    The entire braking system was obviously designed for maximum effectiveness and efficiency, starting from the large size of the discs (the front and rear discs have a diameter of 380 mm and are 34 mm thick), and 6-pot front and 4-pot rear brake callipers.

    *Source: Ferrari Media Centre

    (...and two new pictures...)
     
  3. Re: FERRARI ENZO DAILY NEWS

    <!-- QUOTE --><center><hr width="90%"></center><blockquote><i>Quote from MethoM</i>
    <b><!-- QUOTE --><center><hr width="90%"></center><blockquote><i>Quote from Homero</i>
    <b>Justamente en la plaza de Granada comí los únicos vigorones de mi vida. También conocí Ometepe, Managua y León.

    Hermano, quedé fascinado por la alegría con la que viven los nicaragüenses.

    ¡Qué buen humor! ¡Son los brasileños de Centroamérica!</b></blockquote><center><hr width="90%"></center><!-- END QUOTE -->

    muchas gracias por eso.

    Te faltaron muchos lugares bellos por conocer. Asi que solo avisame.

    saludos, </b></blockquote><center><hr width="90%"></center><!-- END QUOTE -->

    Pues la verdad, ganas sobran. Quiero conocer Solentiname, Bluefields... Sólo faltan billetes...
     
  4. Re: FERRARI ENZO DAILY NEWS

    (after that, now a serious comment about the drive)

    HIGH-TECH STEERING WHEEL

    The Ferrari Enzo is the first street legal car that will use a steering wheel inspired in Formula 1.

    In today cars, there are a lot of models who have many functions in the wheel: radio control, telephone, air conditioning…

    But the buttons of the Ferrari Enzo wheel are not for those frivolous matters. Like the Formula 1 cars, the buttons are for change basic settings of the car, the suspension and the engine, without taking off the hands of the wheel.

    With the Ferrari Enzo wheel (made in kevlar and leather), you can change:
    -Gear box (you know, with the famous paddle shifts)
    -The brake settings (stronger, softer, front, rear)
    -Traction control (automatic, free, for slipper surfaces)
    -Suspension (stronger, softer, higher for obstacles)
    -Transmision (sport, economic, city, snow)

    In the top of the ring of the wheel, you can see a line of “LED”. They are part of the electronic tachometer, with green leds in the first part, yellow in the middle and red ate the end, where the engine will reach more than 9.000 rpm

    What are the arrows at the sides of the wheel? Side indicators.

    The first tests with a high-tech steering wheel were presented by Ferrari in January 2000.

    The following article, written by Luca Ciferri, appeared in Automotive News Europe:

    “A Formula One-style steering wheel will be fitted to future Ferraris. The steering wheel will incorporate side indicators in its lateral spokes. The controls for the antilock braking system, dampers, F1 gearbox and ground clearance will be housed in a central area. Finally, the upper part of the steering wheel rim won't be circular anymore, but U-shaped. It will feature an LED (light-emitting diode) indicator for the rev counter, again as used by Formula One cars”.

    PICTURES:
    On the left, the Ferrari Formula 1 wheel.
    On the right, the new Ferrari Enzo wheel.
     
  5. Re: FERRARI ENZO DAILY NEWS

    in england we drive on the left...
     
  6. Re: FERRARI ENZO DAILY NEWS

    (Why some people insist in pull down the level of the discussion? Who dare to share information like this with the forum?)

    A YELLOW ENZO FOR BRUNEI

    Yes, he did it again. The Sultan of Brunei bought two units of the Ferrari Enzo. One was painted in a beautiful “Modena yellow” and was captured by the Italian photographer Giuseppe Aresu outside Fiorano track last week.

    Only 349 units of the Enzo will be produced (actually, 350 but one is reserved for the Ferrari Museum) and Maranello informed there are all already sold.

    The Sultan of Brunei is the owner of the only grey Ferrari F50 in the world.

    Have a nice weekend. Waiting for your comments,

    Homero
     
  7. #57 Homero, Aug 9, 2002
    Last edited by a moderator: Apr 25, 2016
    Re: FERRARI ENZO DAILY NEWS

    FERRARI ENZO TEST VIDEO

    It isn’t new, but for those who didn’t watch it, this video is superb. The Ferrari Enzo (with camouflage to confuse the paparazzi) running at Fiorano track last December.

    http://www.sportscartesting.com/Media/3/3227.wmv
     
  8. Re: FERRARI ENZO DAILY NEWS

    in england u drive on the left but is your car a left hand drive ?
     
  9. Re: FERRARI ENZO DAILY NEWS

    left hand drive meaning that inside the car the steering wheel is on the left rather than on the right
     
  10. Re: FERRARI ENZO DAILY NEWS

    I Guess the ride hide issue I mentioned previously is simply a function of the variable suspension settings.

    Blaze1
     
  11. Re: FERRARI ENZO DAILY NEWS

    bump
     
  12. Re: FERRARI ENZO DAILY NEWS

    man how do some of you guys post so much
     
  13. Re: FERRARI ENZO DAILY NEWS

    on japanese cars the drivers side is on the right
     
  14. Re: FERRARI ENZO DAILY NEWS

    at korea sorry for this the drivers side is on the left
     
  15. Re: FERRARI ENZO DAILY NEWS

    Quit arguing about something as stupid s the driver's side and let Homero continue the enlightenment. Most of the countries in the world drive in the left side anyways, so its pointless to argue.<!-- Signature -->
     
  16. Re: FERRARI ENZO DAILY NEWS

    <!-- QUOTE --><center><hr width="90%"></center><blockquote><i>Quote from Fangio</i>
    <b>Quit arguing about something as stupid s the driver's side and let Homero continue the enlightenment. Most of the countries in the world drive in the left side anyways, so its pointless to argue.</b></blockquote><center><hr width="90%"></center><!-- END QUOTE -->


    Emociona descubrir que la única voz sensata en este foro expresa admiración por Juan Manuel Fangio. Señal de que en aquel país del sur del mundo todavía hay ejemplos de locos lindos que emocionan hasta a los más cuerdos.

     
  17. Re: FERRARI ENZO DAILY NEWS

    FERRARI ENZO OFFICIAL PERFOMANCES (*)

    Top Speed +350 Km/h (+217,5 mph)
    0-100 km/h 3.65 s
    0-200 Km/h 9.5 s
    0-400 m 11.0 s
    0-1000 m 19.6 s

    *Source: Ferrari Media Centre

    (…and another exclusive view…)
     
  18. Re: FERRARI ENZO DAILY NEWS

    i think tt the cars great n tt its a rd killa...
    <!-- Signature -->
     
  19. Re: FERRARI ENZO DAILY NEWS

    FERRARI ENZO OFFICIAL PERFOMANCES (*)

    Top Speed +350 Km/h (+217,5 mph)
    0-100 km/h 3.65 s
    0-200 Km/h 9.5 s
    0-400 m 11.0 s
    0-1000 m 19.6 s

    *Source: Ferrari Media Centre

    (…and another exclusive view…)
     
  20. Re: FERRARI ENZO DAILY NEWS

    0-1000m 19.6s is superb
     
  21. Re: FERRARI ENZO DAILY NEWS

    FERRARI CEO EXPLAINS WHY “ENZO” (*)

    The third millennium has begun with Ferrari enjoying a period of great competitiveness on the world’s racing circuits; in fact Formula 1 has never offered the company so authentic a laboratory for advanced research as it has in recent years.

    To bring together our racing success and the fundamental role of races, I decided that this car, which represents the best our technology is capable of, should be dedicated to the founder of the company, who always thought racing should lay the foundations for our road car designs. And so this model, which we are very proud of, will be known as the Enzo Ferrari.

    Ferrari periodically proposes a model that draws together the brand’s technical expertise and racing experience. As the people who were working for the company at the time of Ferrari’s first successes in international racing tell us, in the eyes of the founder, Enzo Ferrari, the first of these models was the Ferrari 250 LM, designed for customers specifically to be used on racing circuits. In recent years the milestones of this process have been the GTO, the F40, and the F50 which was launched to mark Ferrari’s fiftieth anniversary.

    Each of these cars was produced in a limited series, and conveyed a specific technological message that enhanced their actual performance. Presenting the Enzo Ferrari today, we wanted the experience of three consecutive World Constructors’ titles to be combined with Enzo Ferrari the technical ideas and engine tuning skills of World Champion Michael Schumacher.

    The name chosen for this model, of which no more than 349 will be built, conveys another message: a tribute to the person who understood the extraordinary force represented by combining racing with the production of exclusive cars brimming with technology, at a particularly fortunate moment in Ferrari history, when world records are being set on the race track and in the marketplace. The car is called the “Enzo Ferrari”, but it will be referred to simply as the “Enzo”.

    Luca Di Montezemolo

    *Source: Ferrari sent this message to the Ferrari Owners Club members.
     
  22. Re: FERRARI ENZO DAILY NEWS

    FERRARI ENZO OFFICIAL PERFOMANCES (*)

    Top Speed +350 Km/h (+217,5 mph)
    0-100 km/h 3.65 s
    0-200 Km/h 9.5 s
    0-400 m 11.0 s
    0-1000 m 19.6 s

    *Source: Ferrari Media Centre

    (…and another exclusive view…)
     
  23. Re: FERRARI ENZO DAILY NEWS

    SUPERCARS.NET PROBLEMS (AGAIN)

    If you see repeated posts it's no my fault. This website it's again with server problems.

    Sorry (should say Supercars.net)

    Homero

     
  24. Re: FERRARI ENZO DAILY NEWS

    FERRARI ENZO OFFICIAL PERFOMANCES (*)

    Top Speed +350 Km/h (+217,5 mph)
    0-100 km/h 3.65 s
    0-200 Km/h 9.5 s
    0-400 m 11.0 s
    0-1000 m 19.6 s

    *Source: Ferrari Media Centre

    (…and another exclusive view…)
     
  25. Re: FERRARI ENZO DAILY NEWS

    FERRARI ENZO:
    ELECTRONICS AND CHASIS

    The Enzo Ferrari project is the first example of the complete integration of vehicle control systems. Engine, gearbox, suspension, ABS/ASR, and aerodynamics all interact to guarantee the optimization of the vehicle’s performance and safety.

    This presupposes an innovative approach to the design of the control system architecture, and to the development and fine tuning of the subsystems on the car. It was possible to develop this methodology by drawing on the specialist experience of Formula 1, in which the performance of each system is designed to enhance that of the entire car. The target when defining the control strategies of each subsystem was therefore the optimal behaviour of the car.

    The systems that interact are: the engine, gearbox, suspension, aerodynamics, and the ABS/ASR system. The large number of systems made it necessary to use special sensors.

    Management of the sensors is divided between the various control systems, each of which shares the relevant information with the rest of the system. For example, during gear change manoeuvres, the gearbox control becomes the “master” of the system, managing the position of the clutch directly, ordering the engine control to follow up a torque reference and requesting great damping effort from the suspension control to prevent the car from pitching.

    The way the systems interact depends on the driving modes that the driver can choose from. The Enzo offers several set-ups: Sport, Race, No ASR.

    For the Enzo Ferrari project the chassis was built entirely with carbon fibre and aluminium honeycomb sandwich panels. This made it possible to meet demands for outstanding rigidity, lightness and safety.

    In order to pass offset collision tests required by the latest safety standards (collision at 56 km/h), highly sophisticated CAE methodologies were adopted to optimise the composite structures, to identify the optimal bodyshell structure and to maximize the contribution of the reinforcement skin, where it is needed to support the basic panelling.

    The use of CAE methodologies as a means of optimisation was extended to the engine support frame, and particularly to the distribution of thicknesses in the suspension casting. The end result is that the Enzo is prepared not only for today’s safety standards but also for the more stringent future 64 km/h offset collision tests.

    Experiments have confirmed the validity of the solutions chosen for the project: torsional project target and to correspond to the values calculated, while all the homologation collisions gave a positive result from the start.

    The Enzo has independent front and rear suspension with articulated double wishbones, and antidive-antisquat geometries to limit pitching during the transfer of longitudinal loads. The front suspension, which is of the push-rod type with an opposed damper, also incorporates a lift to increase ground clearance during parking manoeuvres.

    The rear suspension was designed to adapt to the chassis with the engine-gearbox-differential assembly supported elastically, and a rear subframe. The seat for the rear bar was created inside the wing-shaped chassis crossbeam. Combined with this suspension layout, an adaptive set-up was adopted for the Enzo, based on a system of continuous control of the dampers.

    This system makes it possible to reconcile the handling requirements (roadholding, minimal variation of the ground load) with the demands of comfort (movement and acceleration of the “shell”, vibration transmitted to the driver), without having to adopt passive solutions (standard dampers) as a compromise.

    The system is actually made up of four sensors (accelerometers) on the shell, two vertical wheel sensors, one vehicle speed sensor and a brake switch. The dampers are fitted with an internal proportional valve driven by the control unit, allowing damping to be modified instantly. The torque and braking control strategies (via ABS/ASR) were specially developed on the basis of the installed power and the

    Where the wheel modules are concerned, single-bolt light aluminium alloy rims and titanium hubs were chosen in the following sizes:
    • front 9J x 19"
    • rear 13J x 19".

    The tyres were developed specifically by Bridgestone and bear the exclusive name “Potenza RE050A Scuderia”. The sizes:
    • front 245/35 ZR
    • rear 345/35 ZR.

    In order to maximise safety of use, the car is equipped with a system that measures tyre pressure through special sensors inside the wheel rims, near to the inflation valve. These sensors transmit a signal which is picked up by the antennas on the bodyshell behind the stone traps, and linked to the control unit of the pressure monitoring system, which transmits the state of the tyre pressure to the instrument panel.

    The baking system developed for the car by Brembo features brakes made of carbo-ceramic material (CCM), used for the first time on a Ferrari road car, although Ferrari has been using them for many years on its Formula 1 racing cars.

    This application helped to make it possible to obtain outstanding results on the Enzo for all braking performance parameters (prompt braking, stopping distances, resistance to fading), but also decreasing unsprung weights, thanks to the significant reduction in the weight of the brake discs (12.5 kg less than conventional brakes).

    The entire braking system was obviously designed for maximum effectiveness and efficiency, starting from the large size of the discs (the front and rear discs have a diameter of 380 mm and are 34 mm thick), and 6-pot front and 4-pot rear brake callipers.

    *Source: Ferrari Media Centre

    (...and two new pictures...)
     

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