Enzo Ferrari – Motor and Gearbox

This article has some collected details regarding the Enzo Ferrari Engine and Gearbox.  Information has been collected from various sources which are listed at the bottom.

Enzo Ferrari Engine Details:

Displacement: 366 cubic inches; 6.0 Liter; 5998cc
Type:  65 degree V-12
Valves per cylinder: 4
Material: Cast aluminum block and heads
Model Name: F140
Maximum Horsepower: 651 @ 7800 RPM
Maximum Torque: 485 lbs ft @ 5500 RPM
Redline: 8000 – 8200 RPM (conflicting information)
Fuel Delivery: Bosch Motronic ME7 Fuel Injection
Camshaft Configuration: Dual Overhead Camshaft
Bore x stroke (in/mm):  3.62×2.96 / 92.0×75.2
Compression Ratio:  11.2:1
Other Details:  Pent-roof combustion chamber, continuously variable exhaust valve timing

SeriousWheels.com has the following writeup regarding engine specifics:

“The cylinder case is built of aluminum with press-fitted sleeves lined with nicasil, with seven main bearings, and sleeve intervals of 104 mm. The con rods are made of titanium, the piston design is new, the crankshaft is lighter and the cylinder heads have four valves with high fluid dynamic efficiency, a new structure to increase rigidity, and a different oil discharge layout.

The timing gear features four overhead camshafts, direct valve control, and hydraulic tappets. It is completely chain-driven, with central transmission on triple gearing. The timing of the inlet and exhaust manifolds is continuously variable, thanks to the intervention of four variable advances activated by the engine control unit throughout the operating range via a high pressure hydraulic system, with the goal of lowering the noise and enhancing versatility.

The lubrication sump is of the F1 wrap-around type, incorporating the main bearings and a specific oil recovery circuit to increase efficiency.

The variable geometry inlet manifold is also borrowed from Formula 1, with a system of small telescopic derivation cones, combined on this V12 application, with variable timing gear with a continuously variable advance on the four camshafts and a high pressure control unit.

Electronic engine management is provided on each row of cylinders by a Bosch Motronic ME7 unit which controls the PFI multiple injection system, the drive-by-wire throttle valve, and the single coils on each spark plug. Six knock sensors mounted on the crankcase guarantee knock control.

The performance goals of the new V12 have been met in full, in order to supply a unique blend of very high power, generous torque from low speeds and versatility. In spite of the large capacity of the engine, the applications derived most directly from Ferrari’s Formula 1 experience have made it possible to keep the specific power of the engine at an extremely high 110 bhp/litre.”

Enzo Ferrari Gearbox Details:

Gears: 6
Shifting Mechanism: automated electro-hydraulic F1 style with paddle shifters
Gear change time: 150 milliseconds
Clutch:  twin plate 215mm / 8.5 inch, with aluminum housing
Synchronizers:  triple-cone on all 6 gears
Differential:  E-Diff, self-locking with 30 percent locking on thrust and 55 percent locking on release (information not verified).
The E-Diff does not rely on wheel brakes to redistribute torque from a slipping wheel to a wheel with more traction.
Gear Ratios:
1 – 3.15:1
2 – 2.18:1
3 – 1.57:1
4 – 1.19:1
5 – 0.94:1
6 – 0.76:1
Final Drive – 4.1:1

An article from Scuderia-rbc.it (translated with Google) regarding the Electronic E-Diff differential:

“Thanks to the E-diff Ferrari, blocking does not occur according to a predetermined percentage, but according to a progressive mode. You can even go to the limit of 100% lock. Partial or total blockage of the differential is via special electro-hydraulic actuators controlled by a computer. The latter, on the basis of information received by sensors placed on the engine, gearbox, steering and brakes, decides when and how, lock the differential. This solution allows to obtain and provide greater traction during acceleration and high accuracy, stability and maneuverability into corners. And it is right at the entrance of the more technical corners that the differential is fully locked rear axle giving the highest stability (see page “Set program”). The moment then relieves the pressure on the brake pedal and turn the steering wheel, the gap opens gradually to reduce understeer and facilitate cornering. So in part will be locked in order to stabilize the structure. Finally, from the apex, ie the point where it starts to open the throttle, the differential E-diff is reopened everything and is prepared to close again if the inner wheel started to skid on the asphalt.”

HowStuffWorks.com additionally has this to say about the Enzo:

“Its engine was the start of a new generation of Ferrari V-12s. At 5998cc and 660 horsepower, the Ferrari Enzo followed Ferrari’s Formula 1 thinking. It had four valves per cylinder and the variable-length induction system from 1995’s F1 engine. It was also the first Ferrari powerplant to boast continuously variable exhaust-valve timing.

Along with the 6-speed paddle-shift gearbox, the V-12 was bolted onto a rear tubular subframe, which was then attached to the car’s central carbon-fiber tub. The suspension was pushrod double wishbones front and rear, with coil springs and adaptive shock absorbers; this last item used four sensors on the body, two vertical wheel sensors, a speed sensor, and a brake switch to adjust the shocks’ stiffness for superior ride comfort and body control.

But that was just the start of the electronic wizardry. In what it claimed was a world first, Ferrari integrated all the Ferrari Enzo’s electronic control systems (engine, gearbox, suspension, traction control, aerodynamics, brakeforce distribution, and antilock braking) so they constantly communicated with each other to deliver optimal performance.

A bona fide world first was the Ferrari Enzo’s carbon-fiber brakes. The space-age material stopped the car more quickly than anyone imagined, while remaining impervious to fade in repeated use. Marveled one tester, “(The Enzo’s) retardation is second only to hitting a brick wall … ””

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Sources:

Enzo Ferrari Wikipedia article
How the Ferrari Enzo Works from HowStuffWorks.com
Motor Trend 2003 First Test
SeriousWheels.com Enzo Ferrari Article
FerrariCars.org Article on Enzo Ferrari Transmission
Scuderia-rbc.it Article on E-Diff

Further reading regarding doublt-cone synchronizing gears:

Stealth316.com Article on transmission and AWD system of Mitsubishi 3000GT
SaabLink.net Article on the Nissan GTR transmission with cutaway pictures

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