為什麼法拉利 F150 是如此特別

[Auto News]

法拉利的最新的超汽車使用技術付出過高代價甚至可以認為就是一輛法拉利創造 F1The 關鍵盡可能接近到路去 F1 賽車是其使用的碳纖維。為此目的，它已聘請前 F1 設計師羅裡 · 伯恩，負責 11 世界冠軍在賽車的最高範疇，引領其底盤發展的汽車。
Byrne 表示 F150 有最先進的底盤結構過設想為路車。他畫上四種不同類型的碳化纖維材料，以確保它滿足輕、 僵硬和強大到足以提供的性能和崩潰，該專案所要求的測試結構的簡介。
在其最高的一級，碳化纖維是年級現在禁止在 F1 中出於費用的原因，但仍然在核反應爐建設等高風險業務中使用。由於在關鍵領域的主機殼中使用這些材料，它已經揭示 F150 有 27 ％ 更多扭轉剛度和 22 ％ 更多垂直梁剛度比恩佐。
我們可以使用不同形式的碳纖維根據負載領域的底盤，確保的力量，在那裡我們需要它，但永遠不會超過我們的需要布萊恩說道。我們已經評估的要求每個部分的這輛車是什麼 — — 輕量化，高剛度，等等 — — 並能夠據此適用不同類型的碳纖維。沒有其他汽車製造商已經能夠做到這一點。
Byrnes 評論是對邁凱輪 P1，其中 9 月在巴黎航展揭幕和所使用的相同的碳纖維結構作為邁凱輪 MP4-12 C 的直接引用。P1 不被認為是由法拉利使用碳纖維複合材料不如那些它將引進先進。
邁凱輪目前為止拒絕置評這些建議，反而強化了 P1 將是終極駕駛樂趣，當它揭示其定稿的生產形式明年其信仰。
其他對 F150 的啟示包括法拉利 FXX 方案，用於基於 Enzo 的主機殼為甚佳的客戶創建一隻跟蹤輛車。
該方案跑了從 2005 年到 2009 年。對基地車的更改包括較大的 6。3 公升引擎、 789bhp 的輸出功率和一個派生的 F1 換檔部分，降低到下面的轉移時間為 100ms年。
因為基於恩佐的節目結束時，法拉利 FXX 治療適用于在其範圍內的其他車輛，受雇于其他公路車從客戶回函的教訓。然而，不同于與 F150 FXX 客戶只允許到正軌的磁碟機和所有的汽車仍然在法拉利控制之下。

Ferrari's latest hyper-car uses technology too costly even for F1The key to Ferraris creation of a vehicle that can truly be considered as close as possible to a road-going F1 car is its use of carbonfibre. To this end, it has employed former F1 designer Rory Byrne, who was responsible for cars that won 11 world championships in motorsports highest category, to lead its chassis development.
Byrne says that the F150 has the most advanced chassis structure ever conceived for a road car. He has drawn on four different types of carbonfibre material to ensure that it meets the brief of being light, stiff and strong enough to deliver the performance and crash test structures demanded by the project.
At its highest level, the carbonfibre is of a grade now banned in F1 for cost reasons but still used in high-risk businesses such as nuclear reactor construction. As a result of using these materials in key areas of the chassis, it has already been revealed that the F150 has 27 per cent more torsional rigidity and 22 per cent more vertical beam stiffness than the Enzo.
We can use different forms of carbonfibre according to the loads on areas of the chassis, ensuring strength where we need it but never more than we need, said Byrne. We have evaluated what the requirements are for each part of the car — weight saving, high stiffness,and so on — and been able to apply different types of carbonfibre accordingly. No other car manufacturer has been able to do this.
Byrnes comments are a direct reference to the McLaren P1, which was unveiled at the Paris show in September and which uses the same carbonfibre structure as the McLaren MP4-12C. The P1 is not considered by Ferrari to use carbonfibre composites as advanced as those it will introduce.
McLaren has so far declined to comment on these suggestions, preferring instead to reinforce its belief that the P1 will be the ultimate drivers car when it is revealed next year in its finalised production form.
Other inspirations for the F150 include the Ferrari FXX programme, which used an Enzo-based chassis to create a track-only car for well heeled customers.
The programme ran from 2005 to 2009. Changes to the base car included a larger 6. 3-litre engine, a power output of 789bhp and an F1-derived gearshift section, which lowered shift times to below 100ms.
Since the Enzo-based programme ended, Ferrari has applied the FXX treatment to other cars in its range and employed lessons learned from customer feedback to its other road cars. However, unlike with the F150, FXX customers are only allowed to drive on track and all the cars remain under Ferraris control.