Maranello, 2 December 2014
Ferrari’s new FXX K research and development programme receives its
world premiere next weekend at the Yas Marina Circuit in Abu Dhabi. The
laboratory-car is based on Maranello’s first hybrid model and will grace the
world’s tracks from next year onwards. The K in its moniker is a reference
to the “KERS” kinetic energy recovery system it adopts in maximising its
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Unfettered by homologation and racing regulations, the FXX K will never be
used in competition. It was, in fact, developed to be completely
uncompromising, incorporating technological innovations that will guarantee
an unprecedented driving experience to the exclusive group of Client-Test
Drivers with whom the Prancing Horse will roll out a test programme over the
coming two years.
The car’s enormous potential is attested to by two significant figures: a total
power output of 1050 cv (860 cv delivered by its conventional V12 engine
and 190 by its electric motor) and maximum torque in excess of 900 Nm.
The FXX K’s 6262 cc V12 features new camshafts and a modified valve train
with mechanical rather than hydraulic tappets. The intake manifolds have
been redesigned and given a special type of polishing treatment. The
exhaust system has been modified as its silencers have been eliminated.
The HY-KERS system has been evolved specifically for pure performance
with the result that the driver can control the function logics from the specific
4-setting Manettino on the centre console: Qualify, for maximum
performance within a limited number of laps; Long Run to optimise
performance consistency; Manual Boost for instant maximum torque
delivery; and Fast Charge, for a fast recharge of the car’s battery.
A focus on delivering maximum efficiency at every stage of every track lap
has resulted in extensive but integrated work on the entire car body in terms
of both active and passive aerodynamics.
The front of the car is dominated by a twin-profile spoiler and a larger
splitter, which is 30 mm lower, with a gap in its centre. This design is an
application of the concepts developed to improve aero balance in the GT
category of the WEC, which Ferrari has won for three consecutive years.
Two pairs of vertical elements, an endplate and, externally, a dive plane,
together with vertical fins channel the air towards the car’s flanks,
generating a longitudinal vortex that creates a localised depression. This in
turn sucks the wake from the wheels to the outside of the aerodynamic
underbody. Along with the side skirts that extend out from the sills, the
vortex helps isolate the airflow from the underbody to boost its efficiency.
The solutions on the rear of the car are highly sophisticated, too. The tail
section is now higher and the mobile spoiler extends further for a total
increase in extension of 60mm when fully deployed. A vertical fin and a
small wing each side of the tail act as guide vanes in the low drag
configuration and boost the spoiler’s efficiency in the high downforce one.
This system also creates considerable downforce at the rear of the car,
allowing the use of an extreme diffusion volume for the rear diffuser which
optimises air extraction from the underbody. The section of the flat
underbody just ahead of the rear wheels is also exploited to the full to
generate downforce thanks to the reduced pressure in the wheel arch
guaranteed by the direct connection to the rear of the car by a by-pass
The result is a 50% improvement in downforce in the low drag configuration
and a 30% improvement in the more aggressive downforce configuration,
resulting in a figure of 540 kg at 200 km/h.
Vehicle dynamics are further improved by the adoption of Pirelli slicks
complete with sensors that monitor longitudinal, lateral and radial
acceleration, as well as temperature and pressure. This ensures an
accurate analysis of the interaction between the tyre and track surface,
providing even more vital data to enable the traction control system to
guarantee maximum performance.
The intervention level of the E-Diff electronic differential, F-Trac traction
control, Racing SSC (Side Slip Angle Control) – now specially calibrated to
suit the car’s slick tyres – and the high-performance ABS can be controlled
using the five-position Manettino on the steering wheel.
Total maximum power 1050 cv
Total maximum torque >900 Nm
V12 maximum power* 860 cv @ 9200 rpm
Maximum revs 9250 rpm
V12 maximum torque 750 Nm @ 6500 rpm
Electric motor output 140 Kw (190 cv)
Type 65-deg. V12
Bore and stroke 94 x 75.2 mm
Total displacement 6262 cc
Specific power 137 cv/l
Length 4896 mm
Width 2051 mm
Height 1116 mm
Wheelbase 2650 mm
Front double wishbones
Tyres (Pirelli P-Zero slicks with sensors )
Front 285/650 – R19 x10.5
Rear 345/725 – R20x13
Carbon ceramic brakes (Brembo)
Front 398 x 223 x 36 mm
Rear 380 x 253 x 34 mm
ESC stability control
High perf ABS/EBD Performance anti-lock system/electronic brake balance
EF1-Trac F1 electronic traction control integrated with the hybrid system
E-Diff 3 third generation electronic differential
SCM-E Frs magnetorheological damping with twin solenoids (Al-Ni tube)
* with dynamic ram effect