Body and Chassis
Ferrari’s FF makes use of an aluminum spaceframe construction, with the vehicle making thorough use of alloys. In total, the car features a total of 23 metals - One special measure for improving the rigidity-weight ration is the use of hollow cast modes.
Compared to the chassis of its predecessor, the 612 Scaglietti, the one of the FF is ten percent lighter while showing a six percent increase in torsional rigidity. The FF has a weight distribution of 47:53 (front:rear), while its drag coefficient sits at 0.329.
The 65 degree V12 powerplant of the Ferrari FF has a displacement of 6,262 cc (382.12 cu. in.) delivering 660 hp at 8,000 rpm, which is also its superior rev limit. As for the peak torque, this has a value of 683 Nm (504 lb-ft) at 6,000 rpm, while 500 Nm (367 lb-ft) arrive from 1,000 rpm.
This is a new unit, despite having the same 65-degree angle and bore & stroke (94 mm x 75,2 mm) as the V12 engine in the Ferrari Enzo and the 599.
The V12 makes use of solutions such as direct injection and a reed valve scavenge setup in its dry-sump lubrication system, with this preventing the oil from being taken away by the upward movement of the pistons. The FF’s engine offers an incredibly high compression ratio of 12.3:1.
The unit can be fitted with an optional HELE (High Emotions-Low Emissions) system, that increases fuel efficiency by up to 25 percent. The main element here is a stop & start system that needs 230 ms to restart the engine. This is assisted by an intelligent control for the fuel pump, engine fan, air conditioning, as well as a custom transmission map.
As a special feature, the FF uses an intake resonator - this brings the sound inside the cabin straight from the air filter boxes.
As for the title of the greatest innovation on the Ferrari FF, this goes to its 4RM system (4 Ruote Motrici or four driven wheels). This is currently the world’s most advanced all-wheel drive setup, relying mainly on the rear axle and offering on-demand power to the front wheels via a second gearbox located in front of the engine.
It doesn’t imply a center differential, being 50 percent lighter, as well as less complex when compared to a conventional all-wheel drive system.
The V12 engine sends its power to the rear wheels via a setup that’s virtually identical to that in the Ferrari 458: a driveshaft takes the muscle to the rear-mounted seven-speed dual-clutch Getrag gearbox. The casing of the transmission integrates Ferrari’s E-Diff 3, which relies on electronically-controlled wet clutches to offer power to each rear wheel - we are talking about torque vectoring here.
When the rear axle, together with the F1-Trac stability system, can’t contain the hp anymore, the front axle also receives power. This is where the aforementioned second gearbox, which offers two ratios, steps in.
Ferrari calls the unit PTU, standing for Power Transfer Unit. The transmission, which measures 170 mm (6.7 inches) in length, feeds itself directly from the crankshaft and, like we said, sits in front of the engine.
There is no physical connection to the rear axle, as we have two independent power delivery systems. The FF’s ECU, which integrates all of its functions, decides when and how much power to send to each axle. The electronics sort out how to match the rotational speeds of the front and rear wheels and the PTU is activated gradually using spin in order for the process to be smooth.
When the transaxle double-clutch gearbox at the back is in first and second gear, the first ratio of the PTU is engaged. Second gear in the PTU corresponds to the third and fourth of the transaxle. Once the double-clutch gearbox goes past fourth gear, the front wheels no longer get any power.
Just like the rear axle, the front one gets torque vectoring via multi-disc wet clutches - the disc packs in each clutch are closed in order to vary the amount of torque sent to their corresponding wheels.
Apart from the weight and packaging advantages, Ferrari's four-wheel drive system also brings other benefits. First of all, this offers proper torque vectoring on both axles, while in conventional four-wheel drive systems the front axle always has to make due with lesser control.
That’s because even the most advanced systems in the supercar world only imply locking rear and center differentials - a third one on the front axle would push the weight disadvantage too far, so the front wheel slip is only controlled by applying the brakes, a compromise solution that doesn’t offer the same results as the one used by the FF.
It’s a similar story with the Launch Control: Ferrari has programed the take-off feature for all five positions of the Manettino, so the FF recognizes the amount of grip available and powers each individual wheel in consequence. Conventional systems have to rely on the aforementioned locking diffs and braking force to minimize wheel slip during a standing start.
The Ferrari FF’s four-wheel drive system has also been programmed to recognize undesteer and oversteer, in order to bring the car to a neutral balance quicker.
Since we mentioned the Manettino, we have to explain that in the FF, this offers five settings. Ice-Snow and Wet deal with low and amusingly low grip, while Comfort favors stability above all else in high grip conditions. Next up we have Sport, which partially sedates the traction and stability control systems, while ESC Off puts the two out of operation.
The FF talks to the road via a double wishbone with a lower L arm up front and a multilink system at the rear. The Grand Tourer uses the third-generation Delphi magnetorheological dampers. These feature an electronically-altered magnetic field to adjust the viscosity of their fluid every millisecond.
Ferrari also wanted a more direct steering compared to the replaced 612 Scaglietti, so the ratio is now reduced by 20 percent.
Bringing the Ferrari FF to a halt are third-generation Brembo carbon-ceramic brakes. This is the first vehicle in the carmaker’s range to use the hardware.
Up front, we get 398 mm x 38 mm discs, while the rear axle features 360 mm x 32 mm rotors. The new discs are 10 percent smaller thanks to a caliper-rotor friction coefficient that’s both superior and more stable. They also offer better resistance, which increases brake pad life by seven or eight times compared to the previous generation.
In addition to that, the Ferrari FF’s braking system has a pre-fill function that increases the pressure whenever the driver steps off the throttle, reducing reaction times.Continue reading
FERRARI FF technical data summary
Engine: 6262 cm3 cc V12 Petrol
Transmission: Dual-Clutch Transmission and PTU
Dimensions: 193.2 in OR 4907 mm length / 76.9 in OR 1953 mm width / 54.3 in OR 1379 mm height
Get full technical data for FERRARI FF →