为什么法拉利 F150 是如此特别

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法拉利的最新的超汽车使用技术付出过高代价甚至可以认为就是一辆法拉利创造 F1The 关键尽可能接近到路去 F1 赛车是其使用的碳纤维。为此目的，它已聘请前 F1 设计师罗里 · 伯恩，负责 11 世界冠军在赛车的最高范畴，引领其底盘发展的汽车。
Byrne 表示 F150 有最先进的底盘结构过设想为路车。他画上四种不同类型的碳化纤维材料，以确保它满足轻、 僵硬和强大到足以提供的性能和崩溃，该项目所要求的测试结构的简介。
在其最高的一级，碳化纤维是年级现在禁止在 F1 中出于费用的原因，但仍然在核反应堆建设等高风险业务中使用。由于在关键领域的机箱中使用这些材料，它已经揭示 F150 有 27 ％ 更多扭转刚度和 22 ％ 更多垂直梁刚度比恩佐。
我们可以使用不同形式的碳纤维根据负载领域的底盘，确保的力量，在那里我们需要它，但永远不会超过我们的需要布莱恩说道。我们已经评估的要求每个部分的这辆车是什么 — — 轻量化，高刚度，等等 — — 并能够据此适用不同类型的碳纤维。没有其他汽车制造商已经能够做到这一点。
Byrnes 评论是对迈凯轮 P1，其中 9 月在巴黎航展揭幕和所使用的相同的碳纤维结构作为迈凯轮 MP4-12 C 的直接引用。P1 不被认为是由法拉利使用碳纤维复合材料不如那些它将引进先进。
迈凯轮目前为止拒绝置评这些建议，反而强化了 P1 将是终极驾驶乐趣，当它揭示其定稿的生产形式明年其信仰。
其他对 F150 的启示包括法拉利 FXX 方案，用于基于 Enzo 的机箱为甚佳的客户创建一只跟踪辆车。
该方案跑了从 2005 年到 2009 年。对基地车的更改包括较大的 6。3 公升引擎、 789bhp 的输出功率和一个派生的 F1 换档部分，降低到下面的转移时间为 100ms年。
因为基于 Enzo 的节目结束时，法拉利 FXX 治疗适用于在其范围内的其他车辆，受雇于其他公路车从客户反馈的教训。然而，不同于与 F150 FXX 客户只允许到正轨的驱动器和所有的汽车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.