Amazing care isn't it? These are the collection of red cherry Ferrari wallpaper with high quality image.
Showing posts with label Ferrari. Show all posts
Showing posts with label Ferrari. Show all posts
Monday, 21 May 2012
Ferrari F430 Review
2007 Ferrari F430 2dr Coupe Shown
There's always been much more to Ferraris than just phenomenal performance -- their styling, exclusivity and sheer presence all play a part in their allure. Since the 1970s, Ferrari's line of midengine V8-powered sports cars has provided the most "affordable" means of accessing this mystique, though some of these cars have been more successful than others. While most offered a level of performance that few cars could match, more recent years have ushered in new competition, which effectively addressed the Ferrari's weaknesses while improving upon its strengths. The famous sports-car maker from Maranello answered with the Ferrari F430 coupe and Spider convertible.
The car's basic shape is similar to its predecessor, but is edgier and adopts design cues from the Enzo supercar. Thanks to a lightweight space frame draped with aluminum body panels, the F430 weighs in at a lean 3,200 pounds. The heart of the F430's improvements, though, lies within its drivetrain. For all to see underneath a clear rear hatch is a redesigned 90-degree V8, accompanied by a newer version of the "F1" sequential-shift manual transmission. It now shifts more smoothly in everyday driving situations while still allowing super-quick upshifts and perfect rev-matched downshifts at the pull of a paddle.
Given that the F430's price can easily break the $200,000 barrier, it's understandably difficult for many people to consider this Ferrari as an "entry-level" machine. Even for the well-heeled, the F430's cost might seem a little excessive considering that cars like the Corvette Z06 or the Porsche 911 Turbo offer similar (or better) performance for considerably less money. But there's no denying that the Ferrari F430 is an exceptional sports car by every measure. In terms of performance, it has but a handful of equals and even fewer superiors. It won't be mistaken for anything but a Ferrari, and will no doubt bring thoroughly satisfying ownership to the fortunate few able to afford one.
One interesting caveat: Potentially facing a ban on U.S. sales of the Modena in early 2006, Ferrari successfully petitioned the NHTSA for an exemption to a safety requirement related to airbag deployment. While the Modena includes numerous safety features, Ferrari argued that the airbag problem only affected particularly small passengers who are out of their normal seating position, and thus received a two-year exemption.
Current Ferrari F430
The Ferrari F430 sports car is available as a coupe or Spider convertible. Despite its performance orientation, most modern conveniences come standard -- including keyless entry, auto-dimming mirrors, automatic dual-zone climate control and MP3-capable audio. The F430's standard 19-inch wheels wear different sizes of rubber front-to-rear for enhanced stickiness. And the F430 can also be customized through a long list of options, including competition wheels, race-oriented ceramic brakes, racing seats, carbon-fiber interior trim, fitted luggage, and special paint and leather colors.
The Ferrari F430 derives its power from a mid-mounted, 4.3-liter V8 engine. Its 483 horsepower and 343 pound-feet of torque is sent to the rear wheels through either a traditional six-speed manual or Ferrari's electrohydraulic F1-style transmission controlled by paddle shifters. The F430 also has an electronically controlled "E-diff" rear differential that helps to improve acceleration and vehicle balance. At full gallop, the F430 can hit 60 mph in less than 4.5 seconds and tops out just shy of 200 mph. Reining all this in are antilock brakes and driver-adjustable traction and stability controls.
Ferrari interior design has come a long way in recent years, and the F430's cockpit is relatively comfortable for drivers of all kinds. The Spider's top is fully automatic, and can be lowered in about 20 seconds. Its rear window is made of plastic, however, which detracts slightly from the car's premium status. Regardless, the F430 is a true exotic offering maximum driving thrills. Rocketing up to cruising speed is a gut-wrenching affair, and the V8's substantial power creates a shrieking wail that might be considered offensive or melodic, depending on context. Passing slower traffic is absurdly easy, and its superbly engineered steering and suspension connects the driver to the road in a manner few other cars can match.
Ferrari 599 Review
2007 Ferrari 599 GTB Fiorano 2dr Coupe
Somewhere in America I know there’s someone grinning like an idiot as they hold their phone to their ear. I’ve no idea who they are, but they’ve just received the metallic, shrieking blare of the 599 GTB Fiorano’s 6.0-litre V12 repeatedly ripping up to 7,000rpm.
All via mobile technology and a quick flex of my right ankle. Only Ferrari can do this. Only Ferrari can make someone ask their friend hold their phone to the tailpipe of a car and get them to ask me to give it some. I’m more than happy to oblige. Whoever you might be, I hope you enjoyed it.
But the rasping, metallic cacophony of the V12 is only the half of it, and truth be told it’s actually quite quiet inside the 599 GTB Fiorano on the road. It’s the performance that’s so sensational. The 599 can reach 62mph in the time it’s taken you to read this sentence. Impressive, but if the driver had kept it pinned they’d be doing 124mph, wait... Now. Depending on how quickly you read, that’s 3.7 and 11.0 seconds respectively. That’s scarcely believable performance. That’s pace that’s no longer merely supercar quick, but up in the heady realms of cars like the Carrera GT, the SLR and McLaren F1. It’s hardly surprising then to find that under the Ferrari’s long bonnet nestles an engine that, save for a few alterations, is
Sure, nobody needs a 6.0-litre, V12 with 620bhp and 608Nm of torque. But Ferrari’s development goals for the 599 GTB Fiorano were simple: create a car that’s able to provide the sort of performance and excitement of the F40. That’s messing with supercar royalty, and on paper, it’s right up there. The 599 GTB’s 0-62mph time betters it, as does its 205+mph top speed. Not that I’ve ever driven an F40, but I know several people who have and they all say the same thing; it’s an animal. The 599 GTB Fiorano couldn’t be more different then. Never has so much power been so civilised, so utterly exploitable. I can say with absolutely certainty that I’ll never drive a 599 GTB again with as much conviction as I did on the SS62 from Fornovo di Taro to Berceto.
It’s the road where Enzo Ferrari took part in his very first road race. And it’s sensational. An early start means it’s completely clear, the winding, bucking stretch of tarmac a tough adversary to any car, let alone such a wide one with such a surfeit of power. But Ferrari has ensured the 599 GTB has the measure of this challenge. A combination of elements allows it to monster this road, and any others you might consider. Firstly the 599 GTB’s all aluminium structure means its both light and strong, that Enzo derived engine sitting low and far back behind the front axle along. Some 85% of the 599’s mass is located within the wheelbase ensuring excellent weight distribution.
For the record it’s split 47% front 53% rear, the bias slightly rearward over its 575M Maranello predecessor’s 50/50 distribution. The styling, beautiful but resolute in the deep Rosso Monza of my car, is honed to produce downforce at speed. Even the flying buttresses at the rear have purpose, that being to channel air over the rear. The flat underfloor assists too, sucking the 599 GTB onto the road. Most significant though is the Fiorano’s suspension, the ‘SCM’ Magnetoreological damping key to the 599’s incredible agility. Linked to the Manettino steering wheel dial you to choose your preferred setting for the Fiorano’s electronic control systems.
They’re numerous, including the settings altering the thresholds for the CST and F1 Trac traction and stability systems. It also controls the speed of the shifts on the F1-SuperFast paddle shift six-speed transmission. Sport is suggested as the best compromise for the road. But Race feels right on these roads. Despite the challenging surface the 599 GTB’s body control is extraordinary, those trick dampers managing to contain roll in the corners while soaking up vertical movements caused by the less than perfect undulating road surface. Bumps that should push the 599 off line, or have it bucking are shrugged off, the 599 flowing on these difficult roads with quite astonishing deftness. It’s difficult to comprehend at first, the 599 goading you to try to unsettle it. You’ll not.
The quick incisive steering turns in with determination. The first few inches of the wheel’s movement faithfully placing the 599’s nose exactly where you want it. There’s plenty of feel at the rim too, though it could do with a bit more meatiness to the weighting. Once turned in it remains neutral through even hairpin tight bends, its beautiful balance clear whatever the radius of corner. Winding off the lock it’s easy to steer through the remainder of the bend with the rear wheels and power, the CST and F1 Trac allowing a degree of oversteer. In ‘Race’ it allows quite a lot. It also speeds up the shifts of the F1-SuperFast transmission. Slamming through the gears at 100 milliseconds it’s Ferrari’s fastest paddleshift transmission aside from Schumacher and Massa’s weekend playthings.
Keep the accelerator buried, tug back on the right paddle and before it’s even really registered you’re reaching for it again as the gear is devoured by the V12 ripping up to its heady 8,400rpm redline. For smoothness changing gears it’s best to momentarily lift, but there’s something gratifyingly feral about letting it register your shifts with a quick jerk, the downshifts smoothed and announced by a sharp, shrill blip from the throttle. The optional carbon ceramic brakes never fade, though the pedal needs a good shove to get them working. The pedal movement initially proves unexpectedly long, unlike the rest of the 599 the brakes take some learning, lacking the precision feedback of the rest of the controls. A bit more bite at the top of the pedals movement would instil more confidence.
While I’m on the 599’s few negatives the F1 paddles either need to reach further around the wheel’s circumference, or move with it. As they are you’re often tugging mid air exiting a corner taking off steering lock. There’s a bit of wind noise at speed too, and the carbon fibre and leather trim creaks like an old rope swing. The digital display and rev lights on the steering wheel are too much, the shrieking engine and rev counter doing the job better than any disco lights. Small complaints on what’s perhaps the most accomplished Ferrari ever. Prices have yet to be announced, but a two-year waiting list in the UK suggests buyers simply don’t care.
Somewhere in America I know there’s someone grinning like an idiot as they hold their phone to their ear. I’ve no idea who they are, but they’ve just received the metallic, shrieking blare of the 599 GTB Fiorano’s 6.0-litre V12 repeatedly ripping up to 7,000rpm.
All via mobile technology and a quick flex of my right ankle. Only Ferrari can do this. Only Ferrari can make someone ask their friend hold their phone to the tailpipe of a car and get them to ask me to give it some. I’m more than happy to oblige. Whoever you might be, I hope you enjoyed it.
But the rasping, metallic cacophony of the V12 is only the half of it, and truth be told it’s actually quite quiet inside the 599 GTB Fiorano on the road. It’s the performance that’s so sensational. The 599 can reach 62mph in the time it’s taken you to read this sentence. Impressive, but if the driver had kept it pinned they’d be doing 124mph, wait... Now. Depending on how quickly you read, that’s 3.7 and 11.0 seconds respectively. That’s scarcely believable performance. That’s pace that’s no longer merely supercar quick, but up in the heady realms of cars like the Carrera GT, the SLR and McLaren F1. It’s hardly surprising then to find that under the Ferrari’s long bonnet nestles an engine that, save for a few alterations, is
Sure, nobody needs a 6.0-litre, V12 with 620bhp and 608Nm of torque. But Ferrari’s development goals for the 599 GTB Fiorano were simple: create a car that’s able to provide the sort of performance and excitement of the F40. That’s messing with supercar royalty, and on paper, it’s right up there. The 599 GTB’s 0-62mph time betters it, as does its 205+mph top speed. Not that I’ve ever driven an F40, but I know several people who have and they all say the same thing; it’s an animal. The 599 GTB Fiorano couldn’t be more different then. Never has so much power been so civilised, so utterly exploitable. I can say with absolutely certainty that I’ll never drive a 599 GTB again with as much conviction as I did on the SS62 from Fornovo di Taro to Berceto.
It’s the road where Enzo Ferrari took part in his very first road race. And it’s sensational. An early start means it’s completely clear, the winding, bucking stretch of tarmac a tough adversary to any car, let alone such a wide one with such a surfeit of power. But Ferrari has ensured the 599 GTB has the measure of this challenge. A combination of elements allows it to monster this road, and any others you might consider. Firstly the 599 GTB’s all aluminium structure means its both light and strong, that Enzo derived engine sitting low and far back behind the front axle along. Some 85% of the 599’s mass is located within the wheelbase ensuring excellent weight distribution.
For the record it’s split 47% front 53% rear, the bias slightly rearward over its 575M Maranello predecessor’s 50/50 distribution. The styling, beautiful but resolute in the deep Rosso Monza of my car, is honed to produce downforce at speed. Even the flying buttresses at the rear have purpose, that being to channel air over the rear. The flat underfloor assists too, sucking the 599 GTB onto the road. Most significant though is the Fiorano’s suspension, the ‘SCM’ Magnetoreological damping key to the 599’s incredible agility. Linked to the Manettino steering wheel dial you to choose your preferred setting for the Fiorano’s electronic control systems.
They’re numerous, including the settings altering the thresholds for the CST and F1 Trac traction and stability systems. It also controls the speed of the shifts on the F1-SuperFast paddle shift six-speed transmission. Sport is suggested as the best compromise for the road. But Race feels right on these roads. Despite the challenging surface the 599 GTB’s body control is extraordinary, those trick dampers managing to contain roll in the corners while soaking up vertical movements caused by the less than perfect undulating road surface. Bumps that should push the 599 off line, or have it bucking are shrugged off, the 599 flowing on these difficult roads with quite astonishing deftness. It’s difficult to comprehend at first, the 599 goading you to try to unsettle it. You’ll not.
The quick incisive steering turns in with determination. The first few inches of the wheel’s movement faithfully placing the 599’s nose exactly where you want it. There’s plenty of feel at the rim too, though it could do with a bit more meatiness to the weighting. Once turned in it remains neutral through even hairpin tight bends, its beautiful balance clear whatever the radius of corner. Winding off the lock it’s easy to steer through the remainder of the bend with the rear wheels and power, the CST and F1 Trac allowing a degree of oversteer. In ‘Race’ it allows quite a lot. It also speeds up the shifts of the F1-SuperFast transmission. Slamming through the gears at 100 milliseconds it’s Ferrari’s fastest paddleshift transmission aside from Schumacher and Massa’s weekend playthings.
Keep the accelerator buried, tug back on the right paddle and before it’s even really registered you’re reaching for it again as the gear is devoured by the V12 ripping up to its heady 8,400rpm redline. For smoothness changing gears it’s best to momentarily lift, but there’s something gratifyingly feral about letting it register your shifts with a quick jerk, the downshifts smoothed and announced by a sharp, shrill blip from the throttle. The optional carbon ceramic brakes never fade, though the pedal needs a good shove to get them working. The pedal movement initially proves unexpectedly long, unlike the rest of the 599 the brakes take some learning, lacking the precision feedback of the rest of the controls. A bit more bite at the top of the pedals movement would instil more confidence.
While I’m on the 599’s few negatives the F1 paddles either need to reach further around the wheel’s circumference, or move with it. As they are you’re often tugging mid air exiting a corner taking off steering lock. There’s a bit of wind noise at speed too, and the carbon fibre and leather trim creaks like an old rope swing. The digital display and rev lights on the steering wheel are too much, the shrieking engine and rev counter doing the job better than any disco lights. Small complaints on what’s perhaps the most accomplished Ferrari ever. Prices have yet to be announced, but a two-year waiting list in the UK suggests buyers simply don’t care.
Ferrari 612 Scaglietti Review
Four-Seater Ferrari
by Jim Gorzelany and Matthew de Paula
Ferrari 612 Scaglietti
Larger and lighter than the 456M it replaced, the four-seat 612 Scaglietti is Ferrari’s most expensive model and the first to boast a chassis and body made entirely of aluminum. This is said to cut the vehicle’s weight by about 40 percent — versus a standard steel setup — and allow exceptional rigidity for a more refined ride and improved handling over the model it replaced.
The 612 Scaglietti carries over unchanged for 2006. Its engine and drivetrain are in the tradition of classic Ferraris: a large, twelve-cylinder up front driving the rear wheels. A version of the 5.7-liter V12 engine that is in the two-seat 575M Marinello puts out a landscape-blurring 540 hp and enables the 612 Scaglietti to reach 62 mph in 4.2 seconds with the standard six-speed manual transmission. The car can reach a top speed of 199 mph.
With a fuel-economy rating of just 10 mpg city/17 mpg highway, the car is subject to a federal gas-guzzler tax.
The understated styling is courtesy of famed Italian design house Pininfarina, which has a long history of designing Ferraris.
The engine is mounted entirely behind the front axle, and the transmission is in the rear of the car for optimum weight distribution (46/54 percent weight distribution front-to-rear with a driver onboard). This allows superior handling.
An optional sequential-manual “F1” six-speed transmission offers manual gear changes with paddles mounted behind the steering wheel — right paddle for upshifts, left paddle for downshifts — or can be left in automatic mode. A sport mode allows better acceleration by holding gears longer so that the engine can rev all the way to redline.
An adaptive suspension varies its calibration according to road conditions, firming up during spirited driving and softening over rough roads. A sport setting stiffens the suspension for the most spirited driving. Likewise, the car’s stability and traction control systems have a sport mode that allows more freedom to drive aggressively before intervening.
As befits its lightweight underpinnings, the 612 Scaglietti’s 2+2 interior is trimmed in aluminum, with impeccably handcrafted leather upholstery throughout. The contoured front sport seats are power-adjustable with a unique headrest design that can be raised and lowered electrically in conjunction with the seatbelt. The rear seat is large enough for two adults to be comfortable on short trips, and the trunk will fit several pieces of luggage.
The instrument panel features large, legible dials and a small screen to the left that displays ancillary information such as engine and oil temperature, or trip information like the number of miles driven. A head unit by Becker is clunky and slow and spoils an otherwise good sound system featuring Bose speakers. Even more odd, though, is the fact that the optional navigation system doesn't come with a color screen. Rudimentary line drawings of roads and intersections — no maps — are displayed on the small dot-matrix screen of the Becker head-unit. Fortunately, directions can be announced by a computerized voice.
Like most exotic cars, the 612 Scaglietti can be customized with any exterior color and interior trim of a client's choosing. Options include a full-size spare tire, special 19-inch wheels, run-flat tires, parking sensors and custom-fitted, six-piece leather luggage designed by Pininfarina. Pricing for these was not available.
Subscribe to:
Posts (Atom)