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PUSHING BACK THE FRONTIERS OF POWER.

Ferrari 812 Superfast ushers in a new era in Ferrari 12-cylinder history, building on the invaluable legacies of the F12berlinetta and F12tdf. To make full use of that huge power and to guarantee perfect weight distribution, the car exploits a highly evolved transaxle architecture that couples a front-mounted engine with a rear-mounted transmission.

The 812 Superfast is equipped with leadingedge vehicle dynamics control systems and components. It is striking for both its highly innovative design and aero package, as well as its unparalleled handling. It is also the first Ferrari to sport EPS (Electric Power Steering).

Simply put, the 812 Superfast is the new benchmark for mid-front-engined sports cars. And at its heart is the new 12-cylinder which has forged its character.

Like all cars with Prancing Horse DNA, this new berlinetta delivers exhilarating feedback both on road and track, but equally promises exceptionally fluid handling and ride comfort that drivers will appreciate on longer journeys.

The 812 Superfast, in fact, is aimed at those who demand the most powerful and exclusive Ferrari in the range. They want a blisteringly high-performance car, but refuse to compromise on the kind of versatility that will allow them to thoroughly appreciate driving it as a 360-degree experience.

Engine and transmission

The 812 Superfast has a maximum power output of 800 cv at 8,500 rpm, a new benchmark for the Ferrari range, in addition to a specific power output of 123 cv/l, a completely unprecedented figure for an engine front-mounted in a production car.

The torque curve illustrates this impressive improvement on the F12berlinetta in terms of acceleration and instantaneous power, particularly at high revs. The engine's power is underscored by a full, rich exhaust sound that exploits the acoustic clout delivered by its increased displacement.

These performance levels were achieved in part by optimising the engine design and in part by introducing innovations, such as the use of a 350 bar direct injection system for the very first time on a spark-ignition engine, and the control system for the variable geometry inlet tracts, developed on naturally- aspirated F1 engines, which is a further evolution on its application on the special limited-series F12tdf.

These systems allow the increase in displacement from 6.2 to 6.5 litres to be exploited to maximise power output whilst retaining excellent pick-up even at low revs.

The high pressure injection system also improves nebulisation of the injected fuel thus dramatically reducing the the amount of particulates emitted when the catalytic converter is warming up, ensuring the engine complies with all emissions regulations.

The engine's maximum power-to-fuel consumption ratio has also been improved, attesting to the engine's exceptional efficiency in urban driving contexts. This was achieved in part as a result of Stop&Start On the Move strategies which cut and restart the engine while the car is moving.

Particular attention was also paid to calibrating the Manettino settings to enhance the engine's potential and the sensation of extreme power delivered by the car. That said, the driver will always be able to easily and confidently dose the massive torque available with the accelerator pedal, thanks to smooth, progressive power delivery at all engine speeds.

The result of all these developments is a boost in maximum power output to 800 cv at 8,500 rpm (an impressive 60 cv more than the F12berlinetta) and maximum torque of 718 Nm @ 7,000 rpm - a completely unprecedented achievement for a naturally- aspirated Ferrari production engine.

A significant 80 per cent of maximum torque is available at just 3,500 rpm, improving both flexibility and pick-up at lower revs.

The shape of the power curve, which rises constantly all the way to the maximum revs of 8,500 rpm, and the rapidity with which engine speed increases, thanks to low inertia, give occupants the feeling of boundless power and acceleration. The latter sensation comes courtesy of the overall increase in maximum power output and the optimisation of the aforementioned power curve between 6,500 and 8,900 rpm, which maximises the average horse power exploitable for press-on track driving when engine revs are kept consistently high.

The exhaust system geometry was evolved to increase and balance the sound from the engine compartment and tailpipes, with a 6-into-1 manifold. The aim being, of course, to enhance the car's already extreme, sporty character. The resulting engine sound is strong and smooth inside the cabin in all driving conditions.

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Publication:Oman Economic Review (OER)
Date:Jul 29, 2019
Words:749
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