[00:03] well you're in the right place hello everyone and welcome I am driving through Portugal and let's see if I can pronounce this correctly we are in the Ferrari doich chind Spider so it has the retractable
[00:17] hard top and of course toich cilindri meaning 12 cylinder so this has a glorious naturally aspirated V12 and that will be the focus of this video that will be the focus of this video deep diving into this
[00:40] engine all right so let's just start off with the basics this is a with the basics this is a 65° naturally aspirated 6.5 L V12 we 65° naturally aspirated 6.5 L V12 we have 830 metric horsepower at 9,250 RPM
[00:56] have 830 metric horsepower at 9,250 RPM and 678 new M of torque at 7,2 50 rpm and 80% of that torque is available at just 2500 rpm so you get a good amount of torque early on and that Tor simply continues to increase as you increase in
[01:10] the revs and the revs just keep going and going and going so I sat down with Ferrari Engineers to chat about this engine and Engineers to chat about this engine and it is called the f140 HD now the f140 is
[01:25] simply denoting the family of this engine so it's in their high performance engine so it's in their high performance V 12 family and the HD is designating which variant of that engine in the f-140 family it is so if you trace this
[01:39] all the way back the first f-140 production car engine was the f-140 B used in the Ferrari Enzo this engine traces its lineage back to that 6.0 L traces its lineage back to that 6.0 L and now it is a 6.5 L V12 so there's not
[01:54] really any magic or significance to those letters and numbers it's just a sequential system and a simple naming convention that they use internally for this engine now as I mentioned it revs to 9500 RPM and that's 600 RPM higher
[02:09] than the engine it replaces which was the V12 and the 812 super fast so how are they able to get an additional 600 RPM out of an already very high revving RPM out of an already very high revving V12 well mass is the enemy of all
[02:24] rotational components you need them to be as light as possible so that as it's spinning around insanely fast not just destroying itself right and vibrating like crazy so they had to reduce Mass so that was done using the bottom end for
[02:37] example the connecting rods are now titanium that pulled out 40% of their weight they used a new aluminum alloy for the Pistons that pulled out 2% of the Pistons weight and they used a new balance on the crankshaft which enabled
[02:52] pulling out 3% of the crank weight so that's what was done on the bottom end as far as the top end they have changed the valve train so previously the valves were actuated using rollers now they are just using a sliding finger follower
[03:06] system and so it's interesting cuz I was just creating a video about this talking about how rollers are superior and they are in many ways but they are heavier and so the result is if you want to pull out Mass from the valve train in order
[03:20] float you don't want that mass bouncing up and down that roller adds Mass to the system so by pulling it out you have a lighter finger and with that lighter finger you're able to maintain that perfect control of the valve now it does
[03:34] mean more friction so you don't have that roller reducing the friction within the cam profile hitting against that finger however they do use a DLC Diamond light carbon coating on those fingers so that it reduces the friction as much as
[03:49] they can again it's still going to be more than the roller system however it is worth the benefit of getting another 600 RPM of course inom comination with those other factors that I already mentioned okay just to give you an idea
[04:04] of how unnatural it feels to rev all the way to 9500 RPM just tell me when you think it's there you can't see the RPM but you know it's increasing do you think we're close now
[04:19] how about now still not
[04:35] keeps on revving and one of the really cool things they do with this engine is they have variable intake length trumpets so you've got these 12 this little trumpet where the air is coming in and they can adjust the length
[04:51] of that so all 12 of them go up and down together of course six on each side of together of course six on each side of the cylinder Banks and you can change that it's infinitely variable between its Max and Min setting and that is
[05:04] adjusting based on what RPM you're at and what load you're at both of those factors so for any given scenario it's picking what is the perfect height for this intake trumpet in order to maximize how much air goes into the engine so
[05:19] maximizing volumetric efficiency maximizing how much power you can make at any given RPM at any given load and it's constantly changing as you go through the RPM this is also paired with a more compact intake manifold and so
[05:34] you can get a little bit more response from that and they have something called Dynamic Ram effect which is giving us another five horsepower which is included in the 830 metric horsepower that they're claiming but essentially
[05:47] you have these intakes at the front of the engine right the front of the car and as you get to a certain speed you have this Ram effect of the air hitting the car in the front and building up that pressure and helping add a little
[06:00] bit more pressure that you can get within your cylinders so you're at 825 horsepower at a standstill and slowly as you start to increase in speed then you start to hit one additional horsepower
[06:12] two additional three four up to five until you get to that final 830 CV or metric horsepower that this produces at 9,250 RPM if you're at the right vehicle speed which they didn't tell me which speed it happens at but they said it's
[06:27] driving it speed so it doesn't sound like it requires a not that you're really going to feel the difference between 825 and 830 it's really just a cool fact all right next I want to talk about
[06:42] active torque shaping so this is a Ferrari patent and it is shaping the torque curve of a naturally aspirated engine so with a boosted engine it is very easy to make the torque curve look whatever you want it to look like by
[06:56] naturally aspirated engine if you ever look at a plot of the torque curve an that a manufacturer is providing that looks like this nice smooth line in reality there is a lot of waves in that torque curve as it bounces up and down
[07:12] pretty line well what Ferrari is doing is they're actually shaping that into a not going to be perfect but they're trying to make a really smooth line for that torque curve and also they're trying to make it so that it's
[07:27] constantly increasing so that as you f exp it you don't feel like okay I reached the Flatline of the torque curve and then I just stayed there instead that torque continues to build as you keep your foot down so it feels like
[07:39] you're constantly accelerating because you are like you're increasing the amount you're accelerating while you're accelerating now if you were to ask me what is ideal I would still say a flat torque curve is ideal in that from an
[07:52] engineering standpoint that is the best method of doing it uh you're going to have constant torque delivery instead of you know having lower torque on the low end but from a feeling perspective it is really cool to get on the throttle and
[08:05] then never have that torque let up and in fact have it always be increasing that does feel really cool so Ferrari only does this in Gears 3 and four which they are saying are the main driving gears in Gears 1 and two basically you
[08:20] can reach the limits of traction so there's no real need to do it and then because you're at these really high speeds and you're not looking at you know what does that torque acceleration feel like so the driving gears they say
[08:33] are three and four and that's where they've shaped this torque curve to have this linear feel to it and also constantly increase as you have your foot down so in order to control this in order to change the shape of that curve
[08:46] they're looking at the variable valve timing they're changing the length with those intake trumpets they are also looking at the spark advance and then they're also manipulating the throttle so with all four of those variables you
[08:59] can change and create the feeling of this kind of NeverEnding acceleration and what's interesting is they readily admit that this does hinder performance slightly right like if you're shaping a
[09:12] from the top cuz you can't just add torque so you're taking a little bit out of it to create that shape that you want but in order to give a feeling that they think people will enjoy so they're intentionally choosing less performance
[09:26] so that it feels better the performance that you do have and it's not like you're lacking in performance here this thing is ridiculously
[09:42] V12 and that's really interesting because okay for all 12 of your cylinders to fire your crankshaft needs to rotate two times right to rotate two times right 720° so 720 divided by 12 cylinders that
[09:55] means you want to fire every 60° of crankshaft rotation and order to have an even firing order so it's every 60° but this is a 65° angle so how would you do that well you could use a split pin crankshaft so that the two Pistons
[10:11] that are sharing a common pin are offset by 5° and then you can maintain that 60° interval but Ferrari doesn't do that instead they choose to Simply have their firing order not be perfectly symmetrical so it fires every 65° and
[10:27] symmetrical so it fires every 65° and then every 55 and then 65 and then 55 and then 65 and then 55° so it's a very different style V12 than much of what is v12s and other different car manufacturers are using 60° for that
[10:44] even firing order so it gives the Ferrari its characteristic sound because it's not this perfectly even thing there's a little bit of a even thing there's a little bit of a difference between that
[11:02] 550 Marinello where they did the first 65° D12 and the reason why they did it is because well two benefits first of all the wider that V angle the lower you get your mass so lowering the center of
[11:16] gravity of that engine but also the big one is packaging by widening that V it allows you to put more above it so larger intake manifolds and all of the necessary Hardware in order to accommodate that in take you have more
[11:30] space for it so just enabling better packaging through the use of a wi r v and that coming with kind of this characteristic sound for Ferrari so pretty cool again it's kind of like there's this engineering ideal right but
[11:44] then they choose to do something different because hey maybe it actually sounds better or is cooler if you do it slightly differently even though maybe there is you know a perfect engineering solution to it but regardless because
[11:57] it's two inline sixes is made it together and inline six is already balanced so honestly you can put it at any angle you want and you don't have to worry about the engine being rough uh it's always going to be smooth but your
[12:10] firing order you know you can have that different pulses when those pulses occur and are propelling your vehicle you can have wider gaps if you open up that V so decision and they've stuck with it for a
[12:24] really long time and they just maintain using these 65° v12s and one other ex example of going away from what may be perceived as ideal in order for something that Ferrari favors so with the tires of course I have to bring up
[12:37] tires they made a really interesting choice that I think is pretty cool so instead of going with the same wheels and tires that were on the 812 they wanted to use bigger Wheels with this vehicle okay that's pretty common within
[12:50] the industry right upsizing the wheels but the thing is they didn't want to get rid of any of the tire so the smartest the easiest the best performance decision would be okay if we want to go up one inch in wheel diameter well we're
[13:03] going to have to take away some of the aspect ratio of the tire so you're going to have a smaller sidewall but they didn't want to give up that sidewall for Comfort reasons and so what they did is they maintained the same aspect ratio so
[13:16] it's still a 315 over 35 just like it was on the 812 but now it's a 315 over was on the 812 but now it's a 315 over 35 r21 instead of an R20 meaning 21in wheel instead of a 20 so with that larger diameter of course that means
[13:31] worse gearing it also means heavier wheels so there are performance reasons why you don't want to do this but for I said that's fine we're sticking with it we want the comfort and we're keeping the sidewall so I think that's cool I am
[13:44] all four big sidewall and I'm not saying these have huge sidewalls but I'm glad they didn't get smaller and as far as the gearing discussion now since this has an 8-speed instead of the previously used sspeed it actually has more
[13:59] aggressive wheel torque than the previous vehicle because of that 8-speed enabling shorter gear ratios in 1 through3 so yes you have the added Mass the added weight the added unsprung mass of those larger wheels and tires however
[14:14] you can make up for it with gearing and more power and so at the end of the day it's quicker even though they're using larger wheels and as far as that 8speed transmission you actually hit the top speed 340 km hour in 7th Gear and that
[14:29] new added eighth gear is basically just the highway Cruiser gear enables you to have more range get better fuel economy on a long journey so what is the thing like to [Music]
[14:42] drive it's not hard to be happy driving this thing you know what's interesting is that it does have two personalities absolutely and that this morning I took it on nice long cruise along the coast never really pushing it that hard and
[14:57] it's a nice Cruiser it's quiet in here uh it's good at absorbing bumps it's got a magnar ride suspension and it's a solid comfortable quiet Cruiser top down actually excellent not much wind blowing in your hair in that it's peaceful in
[15:13] the cabin right so it's an open air experience but it's not that violent inside this cabin there's not that much air just kind of tumbling around of course for wind noise I left it top up for this video but it is quite Pleasant
[15:25] top down as far as the inputs naturally as ated is simply the way to go and the reason is that response I mean I'm just tapping the throttle very quickly and immediately lifting off and you can see how reactive it is it's so fast to react
[15:42] and this is a massive engine so the fact that it's able to just get that power so quick is Awesome As far as the brakes it is brake by wire and this was an intentional choice in that it allows you to use a much shorter pedal travel with
[15:58] without having to worry about you know massive pressures that you would have to apply as a driver so I actually really like the brakes despite it being brake by wire it feels excellent you have this continuous buildup and you have very
[16:12] little travel and I like brake peddles that don't have much travel and are more pressure based I feel like it feels more natural that's really what you want versus a throttle pedal which is position based and they nail that as
[16:24] well so you know wherever you are on that throttle pedal gearing is a bit tall I think in first gear you're hitting somewhere around 50
[16:37] gear you're hitting somewhere around 50 plus milph I've got it in kilom here and then in second gear you're hitting like I don't know I want to say like 125 km I don't know I want to say like 125 km hour so maybe around 75 plus milph and
[16:50] they say third and fourth are the real trying to have some fun and actually hear that 9,000 9500 RPM Red Line you're going to be down in second gear in order to hear it because third gear at 9500
[17:07] RPM you are flying on public roads now different story if you happen to be on the track and I think the gearing makes a lot of sense for a track um but I would say for public roads I would be happy with more aggressive gearing even
[17:19] though this is more aggressive than the a12 uh I still think it could be a a12 uh I still think it could be a little steeper in the ratios and allow you to get up to those higher RPM quicker because above 7,000 RPM it
[17:33] really is just kind of [Music] it is in fact a convertible we'll go ahead and put the top down you can do
[17:50] ahead and put the top down you can do this up to 45 kmph and it takes 14 this up to 45 kmph and it takes 14 seconds to complete [Music] listen to this
[18:06] engine oh my gosh it is just unreal to be experiencing this car in the beautiful Portugal thank you so much to all the engineers that took the time to chat with me about this thing a special
[18:19] vehicle and an incredibly special engine thank you all so much for watching if you have any questions or comments feel you have any questions or comments feel free to leave them below oh