Herzog Ferrari 599 GTB Fiorano in the test on the Nordschleife
17.10.2011
V let's forget the steamy one for a change Around. The 60-year history of the Ferrari brand, the legendary myth, the grandiose victories and the typical, profound color. And let's try, for the sake of simplicity, to let the dashing test subjects from Italy be what they are because of their technical equipment: a red sports car - no more and no less. One of considerable size - with a gigantic long snout, long wheelbase, wide track and large wheels. With only two seats, but still enough space for medium-sized luggage. In this way, we are dealing with a typical front-engined coupé, or better: with a Gran Turismo as it is in the book. A classic sports car for the long, enjoyable stages between Paris and Milan or the start and finish line on the Nürburgring.
Any attempt to follow through with the factual, cool look to the end is quickly doomed to failure. Because even with a deliberately excluded Ferrari legend, the technical parameters of this Berlinetta are sufficient to endanger the coolness of the toughest car junkies. A classic internal combustion engine still works under the gently curved aluminum skin of the body drawn by Pininfarina. But - as it should be in the genre of high-tech athletes - none with artificial charging, but of the kind that still does everything itself, so to speak: suck in, compress, burn, expel.
The engine dispenses with artificial charging
It is a constructively still very young total work of art with twelve cylinders, 48 valves and - of course - with red cylinder head covers. The working volume of the engine, which is derived in a direct line from the Enzo engine, is almost six liters, the resulting output 620 hp. At the same time, the 65-degree V-engine applies a torque of 608 Newton meters to the crankshaft and, with a compression ratio of 11.2: 1, produces 103.4 hp per liter of displacement. The maximum speed of the very short-stroke engine is 8,400 crankshaft revolutions.
Any questions? The powertrain inThe transaxle design with the automated six-speed gearbox screwed directly to the rear axle differential also ensures that the GTB's fundamentally poorer weight distribution compared to the competing mid-engine concepts has taken an almost miraculous turn: despite the twelve-cylinder engine implanted at the feet of the occupants, the 1,748 are distributed Kilograms that the new 599 GTB Fiorano with a full tank on the scales, in an extremely healthy ratio of 48.1 to 51.9 percent between the front and rear axles.
So it is statically heavier at the rear than at the front, which in view of the front engine design causes some astonishment. Be that as it may: Evenly distributed wheel loads are known to be one of the essential prerequisites for displaying exceptional driving dynamics. At this point, however, it is high time to press the red button on the steering wheel. Then all at once the cool objectivity is over, which can only be fleeting in the environment of the sports cars of Italian descent, which are strongly characterized by love and passions.
After all, in no other area that can be experienced with the senses does the soul of a sports car express itself so impressively and sustainably as in the sound image, which develops like an alluring, all-encompassing aura around the car. In view of the explosive thunderstorm of sound that discharges into the extended surroundings when the first mixture portions are ignited, one wished for something like the start /stop function that BMW has just reintroduced, so that the special sound experience not just once, but to be able to enjoy again after every stopover. As if the twelve-cylinder wanted to frighten the environment first, and then, when the attention has been harvested, immediately roll back peacefully, it hisses through its valve system implanted in the exhaust system, as if it had to tell the world at the moment of waking up: Look here - here I am and I can't help it.
First hiss, then rumble
The fear that less car-savvy contemporaries might feel at the sounds that testify to pure violence rub, turned out to be mostly unfounded. Or to put it another way: the level of apparent enthusiasm on the part of the auditorium far exceeded that which was marked by signs of possible disapproval. Which proves that the sound of the 599 GTB Fiorano is a top product of acoustic fine-tuning that does not excite, but stimulates. In the closed cockpit there is just enough left of the intoxicating concert thatthe memory of the motoric jewel at the driver's feet has not faded. It is always present, but not intrusive, which is why the intensive use of motor skills does not cause any atmospheric disturbances. In any case, the Berlinetta, named after the Ferrari test track Fiorano, clearly distances itself from similarly extroverted super athletes in terms of driving culture.
The driving noise remains at a very bearable level even at high speeds, which underlines the noble GT character of the Ferrari Coupé. Unfamiliar sounds such as crackling, creaking or squeaking are left out as well as disturbing acoustic background music - for example due to the highly complex mechanics. The automated six-speed transmission, for example, which changes gear in a record-breaking 100 millisecond range, goes to work as smoothly as if it were wrapped in cotton wool. In terms of functionality, it currently outshines all comparable systems.
The largely jerk-free shifting processes initiated by paddling the steering wheel in manual mode, the quick reactions to the operating commands and the double-throttle thrusts when downshifting are carried out with an impressive but subtle rumble prevent the conventional shifting process with the shift stick and clutch pedal from happening as well just cry a tear The smooth engagement of the clutch, which is always adapted to the different requirements, in combination with the Hillhold function, also makes it child's play to come to terms with excessive driving dynamics with the F1 gearshift.
In any case, the 599 GTB surprises with its easy-going nature: it does not require any physical or mental contortions on the way to a sustainably satisfying arrangement. Ergonomics and handling leave no room for criticism. The Recaro sports seats, which are subject to a surcharge, are refreshment for the body. The steering wheel with the LED switch lights embedded in the upper part of the rim lies perfectly in the hand thanks to the steep arrangement. Only the somewhat antiquated audio ensemble in the center console does not really want to fit into the otherwise highly technical instrument panel.
Dislocations are not required
But who wants to listen to the radio in the currently most powerful Ferrari? You should prefer to give in to the quiet anticipation of the next sprint stage, which can be found in Ferrari almost inevitably produces record-breaking values. The two-meter wide two-seater accelerates from standstill to 100 km /h in just 3.6 seconds with the support of the built-in Launch Control. After a little more than tenSeconds are 200 km /h. The Ferrari Coupé only leaves traces in the head during such exercises from a standing start, because the automated clutch removes any visible slip from the 20-inch tires.
The way this 1.7-ton coupe masks the inertia of the crowd gets under your skin. Although the brutal exercise undoubtedly gnawed at the substance of the two-disc clutch, the system-related, highly stressed component did not reveal any weakness even when repeated several times. In general, this Ferrari is very open to the not necessarily everyday requirements of the sport auto super test. He is far from the princess and the pea behavior, but equipped with the robust, unshakable character of a sovereign. The front /mid-engine coupé masters motorway tests of more than 300 km /h with the straight-line stability of a high-speed train.
As fast as the 620 hp GTB moves towards the magical 300 km /h mark , just as convincing are his talents in terms of negative acceleration. At least with the carbon /ceramic brakes, which are subject to a surcharge, concerns about the enormous kinetic energy that seeks its way here have been wiped away. The system has the mass of 1,748 kilograms so firmly and permanently under control that it would probably not be able to harm it even a racing distance on the braking-killing small circuit in Hockenheim. However, this security is not available without the additional fee of 15,710 euros. Given the surcharge, it is reassuring to know that braking comfort does not suffer. Nothing squeaks or grinds, and the pedal feel and response are excellent. The deceleration performance, however, still leaves some room for improvement, although it is probably not the brake itself that defines the end of performance (11.0 m /s²), but rather the tires.
In contrast to the drive rollers on the rear axle (305/35 ZR 20), the 599 GTB has a rather slim format on the front axle - 245/40 ZR 19. In addition, the body is made from comfortable spring /The damper set-up has a very high tendency to pitch and roll, so that the rear axle is relieved of the load by the dynamic wheel load shift. This is - albeit marginal - inevitably at the expense of the contribution that the rear wheels can make when transmitting the braking forces. The special pair of tires with wheels on the front axle that are smaller in diameter and width was unquestionably chosen with a view to driving behavior. In fact, despite all the agility conveyed by the impeccable steering, the coupé shows inLimit area always a slight tendency to understeer
The red switch only leaves the ABS alive
Assuming routine in dealing with such a terrific power output, speaks So nothing against setting the red switch of the so-called Manettino on the steering wheel to 'CST off' and thus, so to speak, unlocking the sharpest level after the four previous settings 'Ice', 'Rain', 'Sport' and 'Race'. CST results in a complete deactivation of the electronic driving safety systems. Of course, only the ABS remains active. It is logical that under these circumstances, despite the tendency to understeer inherent in the chassis, the rear can be repositioned accordingly by moving the accelerator pedal. When the tires are cold, the changes between sliding and static friction initiated on the rear axle are still quite uncomfortable because they take place very hard and abruptly due to the high grip. During this, let's call it warm-up phase, it is therefore advisable to continue to rely on the electronic network in the sport or race position.
If the Pirelli custom-made products with the common designation P Zero are brought up to operating temperature, the 599 GTB impresses with astonishingly professional flexibility - as the lap times in Hockenheim and on the Nürburgring impressively demonstrate. The time of 7.47 minutes, which is usually achieved in a flying lap in the Eifel, not only stands for an extremely high level of sportiness, but also for something that is at least synonymous: You don't have to squeeze the time out of the Ferrari with gritted teeth - the 599 GTB Fiorano literally imposes them on someone with its trustworthy manners.
