F50, F40, 288GTO--these cars, more than any others, reinforce the storied Italian auto-maker's rich tradition of turning out road cars that are tantalizingly close to its competition cars. They are produced only every few years, in tiny batches, and each one is an event. With the turn of the century and Ferrari's return to prominence in Formula 1, it's time for another in this grand sequence, the Enzo Ferrari.
The what? The Ferrari Enzo Ferrari? Or just the Enzo Ferrari? With characteristic Italian clarity, the press kit explains: "The car is called the Enzo Ferrari, but it will be referred to simply as the Enzo."
These conflicting requirements necessitated active aerodynamics. The movable elements are two front-hinged flaps in the underbody under the twin front radiators and a rear body panel between the taillights. For maximum downforce, the front flaps are tucked up flat against the underbody, and the rear spoiler extends up. For less wind resistance (and maximum speed), the front flaps angle down while the rear spoiler retracts. Besides the movable panels, there is considerable attention to air management elsewhere. For instance, air channels run along the car's smooth underbody, from the pointed nose to the two rear diffusers. The Enzo's project leader, Giuseppe Petrotta, claims it's this underbody air management that allowed the engineers to meet Montezemolo's directive to eliminate the huge rear wing, a feature of both the F40 and the F50.
These conflicting requirements necessitated active aerodynamics. The movable elements are two front-hinged flaps in the underbody under the twin front radiators and a rear body panel between the taillights. For maximum downforce, the front flaps are tucked up flat against the underbody, and the rear spoiler extends up. For less wind resistance (and maximum speed), the front flaps angle down while the rear spoiler retracts. Besides the movable panels, there is considerable attention to air management elsewhere. For instance, air channels run along the car's smooth underbody, from the pointed nose to the two rear diffusers. The Enzo's project leader, Giuseppe Petrotta, claims it's this underbody air management that allowed the engineers to meet Montezemolo's directive to eliminate the huge rear wing, a feature of both the F40 and the F50.
The inside of the Enzo is nearly as exotic as the outside. That's particularly true of the steering wheel, which looks like something out of an F1 car. Indeed, what Ferrari refers to as the man-machine interface is one of the chief areas where the Enzo borrows from Formula 1 technology. So here's this flat-topped wheel with a series of light-emitting diodes in the rim at the top. Yellow and red lights at the far left and right let you know someth
ing's up on the gauge cluster. The band of five red diodes in the middle light up in sequence from 6000 rpm up to the 8000-rpm redline. Shifting is via steering-column-mounted paddles, although the gearbox is slightly different here from those in other Ferraris: Shifts are quicker, there is no automatic mode, and reverse is engaged not by a T-handle on the console but by a button on the steering wheel. Other buttons change the info display on the dash, raise the front of the car by 1.2 inches (to cope with bad road surfaces), and switch among the traction control's three settings. The Sport mode has traction control fully engaged; the Race mode allows some wheelspin; the system also can be shut off altogether.
ing's up on the gauge cluster. The band of five red diodes in the middle light up in sequence from 6000 rpm up to the 8000-rpm redline. Shifting is via steering-column-mounted paddles, although the gearbox is slightly different here from those in other Ferraris: Shifts are quicker, there is no automatic mode, and reverse is engaged not by a T-handle on the console but by a button on the steering wheel. Other buttons change the info display on the dash, raise the front of the car by 1.2 inches (to cope with bad road surfaces), and switch among the traction control's three settings. The Sport mode has traction control fully engaged; the Race mode allows some wheelspin; the system also can be shut off altogether.
An overview of these controls is the extent of our briefing before the start of the five-lap test drives. We're in the pit garage just a few feet from the long straight. The great red beasts idle on the red-painted floor, the V-12s resonating in the metal building. The mid-mounted engine is visible under the rear window, as per the current supercar custom. The 48-valve, 5998-cc engine is a brand-new design that is the first of a new family of V-12s. Featuring a 65-degree V, it's constructed of aluminum, with Nikasil-lined cylinder walls and titanium connecting rods. In addition to continuously variable intake- and exhaust-valve timing, the intake manifold has telescoping pipes, a torque-boosting technology derived from F1.
But above it all is that engine. The Enzo accelerates so fiercely that there seems to be no place to hold your foot down for more than a moment before the next corner comes rushing up to the windshield right now. That's what 650 horsepower will do for you. We're told that lighter reciprocating parts in the new V-12 make for less inertia and quicker revving, not that you have to light up the steering wheel LEDs to get a lot out of this engine. At 3000 rpm, the V-12 is already pushing out 383 pound-feet of torque, with 485 pound-feet coming at 5500 rpm.
We come flyin
g down the straight, which seems to shorten so fast it could be telescoping under the car. Deep into the brakes this time--they're a little strange-feeling at the top of the pedal travel but heroically strong and easy to modulate the harder you're using them. The anti-lock system tries to interfere as little as possible--even letting through a brief bit of lock-up toward the end of a hard stop.
g down the straight, which seems to shorten so fast it could be telescoping under the car. Deep into the brakes this time--they're a little strange-feeling at the top of the pedal travel but heroically strong and easy to modulate the harder you're using them. The anti-lock system tries to interfere as little as possible--even letting through a brief bit of lock-up toward the end of a hard stop.Ferrari's Enzo is an intense experience, and you walk away woozy but grinning. Our man Georg Kacher was so taken by the car that he was heard to offer Ferrari PR supremo Antonio Ghini 175 euros (all the money in his wallet) for five more laps, an offer politely declined.
If you want to park one in your own garage, that will empty your wallet to the tune of $670,000. But a word of warning before you go rushing down to your local dealership with your lottery check--or, for you CEOs out there, your week's wages: You're already too late.
Ferrari plans to build only 349 Enzos (the same as the F50's total production), with only 70 of those coming to the United States (where there are 220 orders so far). Just as it was in the founder's day, money alone doesn't guarantee you a Ferrari.
Ferrari plans to build only 349 Enzos (the same as the F50's total production), with only 70 of those coming to the United States (where there are 220 orders so far). Just as it was in the founder's day, money alone doesn't guarantee you a Ferrari.
