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Entering production on 10th February 2009 ,this late model 599 ,was completed 15 days later 25th February. The production of the car was captured in a series of photographs and description in the Vehicle Identification Passport which Ferrari supplied to the new owner showing his car in build. Finished in Nero Daytona WB 508 with Cuoio 4609 hide (dark tan or natural) with dark tan carpets. Upon completion the car was delivered the Hong Kong dealers Auto Italia Ltd of Kowloon- the car was built to UK specification as confirmed by the Ferrari Modis print out-where it was first registered ** *** on the on 30th April 2009 to Mr C, H K of Hong Kong. The car HK$4,412,850 (£451,986.59 at today’s exchange rate) which included Hong Kong Government 100% First Registration Tax! The car was well optioned with red brake callipers (CALR), carboceramic brake system((CCMD), yellow rev counter((INST), I-pod connection((IPOD), front and rear parking sensors (PAR 2), full electric seats with heating (RSFE1), leather headlining (RUF1), leather rear shelf (SHF1)
Mr C apparently drove the car for 5,000kms/3,125 miles whilst it was under Ferrari’s two year warranty, then put the car into storage.
It was bought by the second and last owner 56 year old company directory and investment fund director ,Mr R M also, of Hong Kong on 3rd March 2014 and given the registration number ** ****.On his return to the UK logistics company Shipmycar dealt with the formalities of having it de-registered in Hong Kong in January 2016 and shipped to the UK where it underwent Individual Approval Certification (IAC) by the UK Vehicle Standards Authority before being registered in the UK on 19th December 2016 with 19,704kms/12,315 miles
Maintained in Hong Kong by Auto Italia Ltd, then Maranello Sales in the UK, before passing to ourselves in 2022.
The car is complete as new with factory original service book- with five main agent and two stamps from us, handbooks, past invoices leather wallet and both keys. The speedometer face was converted to imperial readings whilst the electronic mileometer was re programmed to show the true mileage in miles.
Model history: 599 GTB FIORANO
The Ferrari 599 GTB Fiorano was designed with several specific objectives in mind: to increase driving pleasure, to guarantee performance (courtesy of technology transfers from the F1 single-seaters), and to ensure comfort, ergonomics and safety. The new Ferrari 599 GTB Fiorano sprints from 0 to 100 km/h in 3.7 seconds and has a top speed in excess of 330 km/h. The car takes its name from the Fiorano circuit Ferrari uses to hone the performance of its track and road cars. ‘GTB’ stands for Gran Turismo Berlinetta, after the most famous Ferrari berlinettas ever built, and ’599′ is the displacement of the V12 engine divided by 10.
DESIGN & STYLING
With the Ferrari 599 GTB Fiorano, Pininfarina designers wanted to explore wholly innovative lines. As ever, this was not an isolated process, but took place alongside optimisation of the car’s exterior aerodynamics, which were designed to deliver cutting-edge down-force figures. The cabin too was given an original aerodynamic design. The wraparound rear window is hugged by two flying buttresses, which channel air towards the nolder, adding a highly original (yet functional) twist. When it came to the rear of the car, it seemed time to depart from the now signature circular quad rear lights and low-fixed licence plate.
INTERIOR AND PERSONALIZATION OF THE 599 GTB FIORANO
The Ferrari 599 GTB Fiorano is a strikingly sculptural car, its surfaces beautifully honed and modelled by Ferrari’s designers and engineers. The design is so supple, in fact, that every angle brings something new to light. All of the freedom allowed in designing an extreme sports car was used here and the result is endlessly surprising. A balance has been struck in the interior between the car’s sporty vocation and the intimacy that only skilled hand-crafting and detailed personalisation can achieve.
The passenger areas of the car are trimmed in sumptuous leather while the driver area and controls boasts more high-tech detailing in carbonfibre and aluminium. In addition to the steering wheel and manettino, the central rev counter with a choice of red or yellow background and solid aluminium passenger controls, the new 599 GTB Fiorano also boasts attractive new styling cues including a central grip to provide extra purchase for the passenger and new adaptive racing seats featuring carbonfibre side rests.
THE FERRARI 599 GTB FIORANO ALSO BENEFITS FROM AN ALREADY VAST CHOICE OF PERSONALISATION OPTIONS AVAILABLE FOR EVERY FERRARI MODEL.
Four areas are covered by this programme: Racing and Track, Exteriors and Colours Interior and Materials, Equipment and Travel. The Racing options include CCM (Carbon Ceramic Material) brakes, four-point harnesses and a cockpit roll-bar while the Interior and Materials options include a new Enzo Ferrari-inspired carbon-fibre steering wheel with LED rev display which can be specified along with a special carbon-fibre trim kit for the door panels, instrument panel, gear stick surround and sill kick panels. Scuderia Ferrari shields, Daytona-style seats with perforated inserts, a satellite navigation system with display on instrument panel and much, much more besides are also available as part of the personalisation programme.
Taken from Ferrari’s own website
Styled by Pininfarina under the direction of Ferrari's Frank Stephenson, the 599 GTB debuted at the Geneva Motor Show in February 2006. It is named for its total engine displacement (5999 cc), Gran Turismo Berlinetta nature, and the Fiorano Circuit test track used by Ferrari.
Successful racing cars are the result of thousands of hours spent pushing the design envelope for every last component to ensure they are the best that today’s technology can offer.
The culmination of all these small steps towards perfection is victory out on the race track. That is te only way we know how to work at Ferrari. Our cars have always, directly of indirectly, been underpinned by excellence and the desire to win. just like our Formula 1 cars, our road cars have always been characterized by the same rigorous engineering principles. In 1993 Luca di Montezemolo, who had just steeped into the shoes of the late great Enzo Ferrari, set a difficult task when he asked his designers to create a new front-engined V12 berlinetta that would not match but exceed on all fronts the legendary Testarossa, which was nothing short of a road going track car. The car would have to deliver enhanced comfort, visibility and ergonomics without impinging in any way on the way on the legendary Ferrari spirit of excellence.
The result was the 550 Maranello, which met expectations in all respects, becoming enormously popular with clients as well as highly successful on the track. Such was its all-round excellence, in fact, that ended up taking two FIA GT Championships titles. When the Ferrari engineers started working on what was to become the new 599, the brief was even tougher; this time, there were to ensure the car was retained all of the trademarks of an exclusive luxury car whilst exceeding the performance of one of Ferrari’s iconic supercars, the F40.To achieve this, the team had to work with the same focus of their Formula 1 counterparts, concentrating on every single of the car’s performance with single goal in mind-absolute excellence. The result is truly impressive; the Ferrari 599 GTC boasts the best weight-to power ratio of its category, ideal weight distribution thanks to the concentration of mechanical mass between the two axles, and the exceptional aerodynamic efficiency even without any external appendages. Clothed in stylish and innovative body that oozes character, this pinnacle of engineering achievement delivers the kind of performance that beats a host of long standing records. The “Fiorano”, in fact, not only exceeds the performance of similar front-engined cars, but also that of the legendary mid-engined F40.
The areas focused on by the engineers were as flows;
-the compact and light engine derived from that of the Enzo which boats a particular low centre
-the gearbox, the hydraulics of which are activated by the same software used in Formula
1, ensuring the entire gear-change is carried out in just 100ms;
-the wishbone suspension system with revolutionary magnetorheoligical dampers;
-the chassis, the castings, extrusions and panels of which are in aluminium with excellent values
of structural rigidity;
-completely integrated aerodynamics, involving both the exterior surfaces (including the entire
underbody and relative diffusers) and the air flows required for cooling a for extracting hot air.
-the creation of a large, roomy, comfortable cockpit which is as suited to the demands of high
performance driving as it is to daily use.
The Ferrari 599 GTB Fiorano’s performance can be summed up briefly as fllows;620 bhp, a weight to power ration of less than 2.5kg/hp, a maximum speed of over 205 mph and 0-62 acceleration in just 3.7 seconds.
Yet another victory.
The V12 engine and sound
The Ferrari 599 GTB Fiorano’s engine is a 65degree V12 with a 5999cm3 displacement that delivers a specific power output of 103hp/litre. Its architecture was derived directly from the Enzo’s. A further development of the same engine, this time for track-only use, was used in the recent Ferrari FXX also. The basic architecture of the Enzo engine was retained (block, cylinder heads, sump and combustion chamber geometries) while new components and subassemblies were designed to yield high engine revs, significantly reduce weight and optimise its distribution, and yield a more compact power unit. The result is that the new engine is mounted in the mid-front position and delivers enhanced performance and reduced fuel consumption whilst complying with the very latest emission standards. The engine, known in –house as the F140C, has a completely different structure from one that powered the previous generation of Ferrari 12 cylinder-berlinettas, the 550 and 575 M Maranello. It delivers absolutely stunning driving pleasure thanks to incredibly smooth power delivery and the wonderful signature engine sound. The maximum engine speed -8400rpm (+900 rpm on the 575 M Maranello, an increase of 12%)-is one of the highest achieved by a car of this displacement and in fact is comparable only to that of the Enzo. In other words, it sets a whole new benchmark in terms of sportiness and driving position. The engines specific power output of 103 hp/litre (13hp/itre more than that of the 575M, +14%), is the highest achieved by a naturally aspirated engine of this displacement and provides further proof of the fluid dynamic efficiency of the unit. The latter is guaranteed under all conditions by chain driven distribution and twin overhead camshafts per cylinder bank with hydraulic tappets and continuously variable timing on inlet and exhaust cams to, optimise torque delivery. The inlet tracts were optimised to. Exceptionally smooth power delivery right across the range up to 620 hp@7600rpm) (+1-5 hp or +20% on the 575M) guarantees easy handling and vehicle control at all times.
The high torque available (up to 608Nm at 5600 rpm -+3% compared to the 575 M’s 589Nm) remains more or less constant up to 6600 rpm, offering improved pick-up at low engine speeds and exceptional performance under all conditions. This translates of course into superior handling. The bore and stroke measurements were optimised during the design of the combustion chamber to ensure improved combustion efficiency to ensure improved combustion efficiency which in turn enhances the engines sporty character and once again delivers exceptional performance across the spectrum from 1000 to 8000rpm.A shorter stroke cuts the average speed of the pistons too so that they last longer. There was no compromise either when it came to reliability at any stage of the engines developments and production. The Ferrari 599 GTB Fiorano’s new engine delivers its stunning performance courtesy of its larger displacement and introduction of certain new technical features. However, it is still a good 19kg (-8%) lighter than the one used in the 575 M Maranello. In fact, if the clutch and its housing which are in unit with the engine are taken into consideration, this makes it 21kg lighter. Other factors influencing weight reduction were careful integration of the various engine components and the redesigning of the layout of both the accessories and pump assembly layout which also resulted in a more compact unit. The engine base is aluminium with wet liners with Nicasil coating and seven big end bearings. There is also 104mm between the bores. The pistons are newly designed to while the drive shaft is lighter and the structure of the heads is new and offers increased rigidity as well as new oil outlet passages. The flywheel and low inertia clutch also contribute to keeping weight down. A twin plate clutch was chosen to reduce the rotating masses which mean enhanced responsiveness to changes in rev speeds for more rapid gear changing and acceleration. It also helped lower the centre of gravity.
Ferrari’s racing experience was applied directly to the design of many of the new engines components to, including the Formula 1-style integral sump and incorporating the journal bearings, and a more efficient oil scavenger circuit specifically designed to reduce the pressure in the sump which significantly improves performance at high engine speeds by cutting attrition levels. The outcome is that the height from the base of the sump to the centre of the crankshaft is just 128mm, as compared to the 280mm of the 575 M Maranello engine, a fact that lowers the centre of gravity quite significantly to more compact engine was also made possible by the adoption of chain-driven distribution, a maintenance –free solution which allowed the engine to be pulled back towards the cabin in addition to reducing mechanical noise. The fact that the engine is so compact has meant that it could be mid –front mounted. This. combined with the Transaxle architecture delivers optimal; weight distribution which works to the benefit of vehicle dynamics. While developed from the Enzo unit, mounting the engine in the front of the car meant specially developing the air intake ducts and exhaust manifolds to guarantee top class performance, compactness and optimal engine interfacing of the auxiliary cooling system, lubrication and transmission systems. Engine management is via a Bosch Motronic ME7 control unit for each cylinder bank. Each unit is combined with active anti-knocking control throughout the entire rev range and drive by wire. The result is exceptional performance which still complies with strict emission limits imposed by the Euro 4 and LEV2 standards. Engine sound is one of the most distinctive features of any Ferrari model and, naturally enough developments works of the 599 GTB Fiorano also centred on honing the quality of in-car sound which not only enhances driving pleasure but makes for a quite ride inside the cabin itself. The quality of sound is down to the sound frequencies which reach the driver. The sound becomes more pleasurable whine certain engine frequencies are enhanced whilst reducing mechanical resonance particularly when accelerating hard. Work was done on the body and transmission to as part of the is “design to sound” approach. The most characteristic acoustic components of a 12-cylinder engine are the third and sixth harmonics. The former gives the sound a more robust tone while the latter guarantees a pleasant timbre. The combination of the different components produces the signature Ferrari sound. The air filter housing is fed by a tube connected to an intake in the front bumpers to transmit the intake sound into the cabin while the exhaust silencer’s volume and geometry were optimized to. There is also variable geometry management with by-pass valves to generate resonance in line with the intake frequencies and reduce the exhaust back pressure to the engine to maximise power delivery at higher revs. Mechanical engine vibration, on the other hand, was reduced by a special damping system incorporated into the intake plenums which absorbs higher vibration amplitudes. To reduce driveline vibrations which can give rise to “gear rattle”, a damper was fitted to the driveshaft behind the clutch. During development of the external elements of the bodywork, the designers not only took into consideration aesthetic and aerodynamic requirements but also worked to reduce wind noise around the bonnet and wheel arches as well as optimising sound insulation in the areas concerned.
F1-Sperfast and transmission.
One of the unique strengths of the current Ferrari range is the F1-type gearbox. This was taken a step further in the design of the Ferrari 599 GTB Fiorano resulting in the astonishing F1-Superfast.The new gearbox’s name encompasses the two key concepts behind its design; the fact that it is derived from ultra –competeteive world of Formula 1 and the faster-than-ever gear shifting times its delivers. In fact, it is one of the Ferrari 599 GTB Fiorano’s most innovative and exclusive features and is yet another world first on a road-going car. In traditional automatic gearboxes, the various operations involved in gear shifting are performed sequentially as follows; lifting off and declutching; disengaging, selecting and engaging the gear and letting the clutch out as power is fed back in. It follows therefore that the gear changing time should be calculated according to the time necessary to complete the three gear-changing operations in sequence-rather than just as the time it takes to engage the gear. However, in a significant leap forward, the F1 Superfast’s absolutely innovative integrated engine and gearbox management programme allows the combined disengaging /engaging of the gears partly in parallel with letting the clutch in and out.
The result is that the overall gear-shift times are cut to 100ms in high performance and super-high-performance situations. This important achievement (a first for a production car) comes courtesy of the fact that the elastic energy within the transmission components is used to speed up gear change times. What happens in practice is that engaging and disengaging of the gears occurs slightly ahead of the clutch being let out or in when the speed of rotation of the input shaft approaches that of the output shaft. Because of the F1-SuperFast’s structure, actually engaging the gear is completed in a breathtaking 40ms.The F1-SuperFast intervenes as a function of engine rev speed and the position of the accelerator pedal. The sportier the driving conditions the faster the gear changing. The result is absolutely exceptional driving pleasure at all times, In fact, even day to day driving is smooth and comfortable as the gear changing strategy is controlled by a new generation Sofast3.The “acceleration gap” delivered by the 575 M Maranello’s F1 gearbox was 250ms ,a figure that was slashed to just 150ms courtesy of the Sofast3 in the 430.Now,however,the Ferrari 599 GTB Fiorano boasts an acceleration gap that approaches that delivered by the Prancing Horses Formula1 single-seaters. Nonetheless, the F1 SuperFast also allows the driver to select the Automatic Mode button for even more comfortable driving. However, when ever the driver wants to really give vent to high performance character of the car, he can simply select Launch Control (not available in North America) which offers smoother starts from standstill.
The F1 gearbox is controlled by the driver using the now traditional steering wheel-mounted Ferrari paddles (UP on the right and DOWN on the left). The reverse and other secondary gearbox commands are set on a new tunnel-mounted panel. Alternately, owners may choose to have a manual gearbox with the classic Ferrari “gate” and aluminium gear stick knob.
The Ferrari 599 GTB Fiorano boasts a transaxle layout with new twin discs clutch in unit with the engine, steel drive shaft and rear-mounted transaxle gearbox with aluminium casing. Although the twin-plate clutch was debuted on the 8-cylinder berlinettas, this is the first time it has been used on a Ferrari 12 –cylinder berlinetta (not true, 365 GT4 BB!) It not only reduces external bulk (clutch casing from 300mm to 250mm), but also disc diameters (from 272mm to 2115mm) and weight (from 10kg to 9kg); producing the following benefits;
-reduced engine inertia which helps reach maximum revs and guarantees’ improved pick-up. In order to achieve abetter weight –performance ratio, Avional, an aluminium alloy developed for aeronautical applications, was used for the casing;
-optimised weight distribution with a lower centre of gravity which delivers improved performance;
-higher thermal inertia which translates into better heat distribution (reduced wear and tear, improved reliability) and less likelihood of over-heating. This in turn improves clutch performance in stop-go driving in traffic.
The steel tube housing the drive shaft was designed to both cut weight and to improve the rigidity of the engine unit. With an external dimension of 125mm and wall thickness of 4mm, the resulting resonance frequency is 42Hz (25 Hz in the 575M Maranello) for a quieter ride.
This is a six speed (with reverse) gearbox with triple-one synchronisers on first ad second gears and double-cone synchronisers on the others. The gear ratio’s and specifically the final drive ratio, were designed to work with the new 20”/35 rear wheels to optimise gearing to deliver breath-taking acceleration and top speeds of a genuine Ferrari thoroughbred sports car. To cope with the performance guaranteed by the F1 new-SuperFast gearshift software, the gear-sector furls have been re designed and are now in pressed steel(C43) instead of cast iron, while fork rods are manufactured using new micro-casting techniques. Apart form making them more durable, this also lightens the entire system. There is a limited slip differential specially calibrated to reduce slip in different measures depending on whether the car is accelerating (25%) or on lift off (45%), and to optimise both traction and stability whatever the use.
SCM suspension, brakes and chassis.
The damping action exerted by a car’s suspension plays a key role in guaranteeing fun driving and easy handling across the board. The Ferrari 599 GTB Fiorano ‘s SCM Magnetorheological Suspension system, however, is exceptionally efficient even by Prancing Horse’s renowned standards. Its suspension damping is controlled by an ultra –high performance system developed in collaboration with Delphi and this is the very first time this kind of set up has been used on a Ferrari road car. This semi-active system has a response time of just 10ms-four times faster than a traditional oleodynamic one. During this short time, it not only reads and reacts to the road surface but also to four sensors on the suspension wishbones which monitor the wheels and consequently the movement of the car body. The movement of each individual wheel is controlled by a damper which contains a fluid the viscosity of which is modified by applying an electronically controlled magnetic field. In traditional electronic damping systems, the fluid’s mechanical characteristics don’t change and the damping is achieved by intervening on electronically actuate valves. In the SCM system, however, the valves are fixed and this reduces the number of moving mechanical parts and this noise, resulting in a quieter in –cabin experience. The dampers are worked buy intervening directly on the rheological (flow) characteristics of the fluid itself. The system reacts almost instantly as a result and courtesy of the adoption of an electronic control system which processes signals in a maximum of 1ms, 10times faster than a traditional system. This comes courtesy of the fact that the Ferrari 599 GTB Fiorano incorporates an electronic control system with a higher processing frequency (1000Hz). Speeding up the response time also allows the same damping curve to b used when the tyres are compressed and extended and thus to exert the same stress in both types of condition. What this actually means is that greater force can be applied when moving from maximum compression (or vice versa), resulting in greater tyre control. With respect to the system used on the 575 M Maranello, the average variation in vertical movement on undulating roads is cut by up to 30% while average vibration damping time after hitting a pot hole is slashed by as much as 30%, and vertical acceleration transmitted to the steering wheel and seats by road bumps drops by up to 10%.
The SCM system also drastically reduces body movement in all driving conditions and on all surfaces, ensuring that the car remains brilliantly responsive at alls times, all to the benefit of easy handling and fun behind the wheel. This improvement is as clear on the track as it is on the road, offering easier high-performance driving thanks to the fact that it reduces roll caused by sharp changes in direction or oscillation resulting from gear-changing, acceleration and braking. The fact that the tyres stick to the ground so efficiently regardless of condition of the road also contributes to the Ferrari 599 GTB Fiorano ‘s extraordinary road-holding and active safety. Another contributor to the car’s excellent dynamics is the anti-dive and anti-squat geometry of the forged aluminium double wishbones front and rear which are mounted on rubber and aluminium rose joints. This limit longitudinal movement of the car caused by braking, acceleration or gear shifting. The rear suspension features passive steering, with as additional radius arm that control toe-in as the suspension rises and falls, thus guaranteeing optimum geometry during cornering as well as directional stability.
Great attention was paid to reducing unsprung masses for maximum suspension efficiency and the hubs, which incorporate the bearings and the active ABS sensors, are in forged aluminium. Uniball joist have been used throughout the suspension (wishbones, wheel hub uprights, steering arms) to improve handling precision and steering feel. The braking system of the 599 GTB Fiorano consists of four powerful vented and cross drilled cast iron discs, 13.9x1.3in front and 12.9x1.1in rear, confirming the cars excellent weight distribution. This is also the first time that the new one-piece aluminium radial mount 6-pot callipers (diameter 28/32/38) have been used in a Ferrari with a cast iron system. The result is improved responsiveness and fade resistance. Aluminium radial mount –pot callipers (diameter 32/36) have been used on the rear. Owners who like to enhance their cars with as much Formula 1 derived technology as possible may request specific CCM (Carbon Ceramic Material) brakes developed by Ferrari and Brembo with the collaboration of Bosch on their interaction with stability and traction control system. This particular braking system boasts 398 x 36mm front discs with one-piece aluminium radial mount 6-pot callipers (diameter 30/34/38) aluminium 4-pot callipers (32/36). The adoption of carbon ceramic material discs also cuts a further 13kg off the car’s weight. The power brake’s pump has been dimensioned to match the increased size of discs and ensure adequate response to the pedal. Apart from guaranteeing constant pedal travel even under repeated braking, the CCM system also completely dispenses with fade even under hard trick use. More rapid response to the pedal also translates into shorter stopping distances.
The adoption of wheels with different diameter rims (front R19 x 8) with 245/40/ ZR 90” tyres, and rear R20 x 11) with 305/35/ZR20” tyres) increases lateral and longitudinal grip despite the fact that the Ferrari 599 GTB Fiorano continues to efficiently absorb any bumps from uneven road surfaces thanks to the SCM suspension system. The rims are larger now too and, in fact, this is the first time they have been combined with a 20” rear rim. The new generation Pirelli P Zero tyres were developed specifically for the Ferrari 599 GTB Fiorano to deliver benchmark thoroughbred performance and handling, are another first. A new single piece Challenge-style cast rim was developed too (R20 x 8) front and R20 x 11J rear) with an EH2 profile to allow Bridgestone Run Flats to be used if required. The latter tyres will allow the car to continue driving for over 120 kilometres at a maximum speed of 80 km/hr in the case of a flat. Alternatively, owners can choose the new Pirelli P Zero for the 20” rims, to enhance the car’s performance. The Ferrari 599 GTB Fiorano also boasts speed sensitive power steering which offers comfortable control even at lower speeds and perfect control in sporty, high speed driving. Every turn of the wheel equates to 75mm of play on the steering, making it very direct indeed, and the steering circle has been kept to just 12.3 metres.
F1-Trac and enhanced manettino
In yet another first for a road car, the Ferrari 599 GTB Fiorano comes equipped with F1-Trac traction control system which previously only Ferrari’s F1 drivers enjoyed. However, Ferrari’s track experience is now such that this system has been adapted for industrial production. Because it is so much faster and more precise than traditional system, the F1-Trac will give even less expert drivers the confidence to really make the most of their car’s potential and stability. The result is exhilarating fun behind the wheel and exceptional handling in complete safety. The F1-Trac optimises traction by modulating power delivery to help maintain the desired vehicle trajectory. The system uses predictive software to estimate the optimal grip by continually monitoring the speed of both the front and rear wheels. In short, there is a vehicle dynamics model stored in the control system and the F1 Trac compares the information collected from the wheels to this, adjusting its reaction to suit and optimising traction by modulating power delivery. The result is a 20% increase in average longitudinal acceleration coming out of bends. The F1-Trac kicks when the manettino is at SPORT or RACE while the traditional ASR traction control system reduces engine power and exerts a braking action when the manettino is at the ICE or WET settings to ensure maximum safety in low grip conditions. This means that the driver can maintain the desired trajectory without having to do any sharp steering, a fact that works to the benefit of both car stability and maximum performance. Maximum traction can be achieved without impinging on safety in all driving and grip conditions. The system intervenes smoothly and comfortably without ever disturbing the driver. This is why it was deemed to be the best F1-inspired system for this particular model’s profile. The F1-Trac also shaved an impressive 1.5 seconds off the Fiorano lap time clocked by a car fitted with traditional ASR system. Like all the other systems affecting overall vehicle dynamics, the F1-Trac is integrated with the manettino, which was first introduced on the Ferrari 8-cylinder cars and allows the driver to efficiently control the various driving functions. The manettino can also be used to intervene on the electronic systems governing damping control, stability and traction control, F1 gearbox and the engine. The drive setting selected is also indicated on the screen at all times. There are five settings in all arranged according to increasing level of sportiness.
Performance is quite severely limited (max. protection supplied by Stability and Traction Control) to guarantee stability, the real essential in low grip situations (snow and ice) The car handles softly and is very controlled while the F1 control keeps engine rev speed low and prevents upward gear shifts to avoid skidding and wheel locking.
This position guaranteed stability in both dry and wet conditions. Comfort and stability are enhanced without compromising on handling. Recommended for surfaces with poor grip (rain), gritty roads or particularly broken or undulating blacktop. Unlike the previous setting, LOW GRIP allows the driver to use the F1 gearbox freely.
This is the car’s basic drive setting, optimised for dry, open roads. It offers the best compromise between stability, performance and driving pleasure. The SPORT setting allows the car to really show its potential on the road. This is why the dampers are set at a sportier level and the ASR is calibrated to help the driver push it to the car limits, guaranteeing a stable ride without impinging on sporty performance. The F1 superfast also helps maximise performance, handling and stability at high speeds.
This is a track-only setting. The F1 superfast gearbox speeds up even further to cut gear shifting times to the bone. The CST is at minimum, leaving the driver even greater freedom and enhancing driving pleasure. The F1-Trac is calibrated for ultra-high-performance use to further push the envelope.
At this setting the Stability and Traction Control systems are deactivated altogether. The car’s stability is now entirely in the hands of the driver. The only auxiliary system still active are those which cannot be deactivated such as the ABS and EBD (Electronic brake distribution)
The Ferrari 599 GTB Fiorano boasts a further development of the manettino. All of its positions can now be seen on the Multidisplay so that the driver instantly knows what kind of dynamic driving set-up has been selected. Apart from the manettino’s RACE/CST-(crossed out) and ICE/LOW GRIP/SPORT settings drivers can also choose from a variety of readouts including;
- SPORT readout with secondary water and oil temperature indicators;
- TYRE readout from TPTMS (Tyre Pressure Tyre Monitoring System)
- TRIP A readout with Average Speed, Max. Speed, Distance Covered and Trip Time;
- TRIP B readout with Average Speed, Maximum Speed, Distance Covered, Trip Time; this display can also be temporarily turned off;
- RACE readout with chronometer and lap times, last lap time, best lap time, best maximum speed and maximum speed of last lap. This readout can only be combined with RACE and CST settings.
In addition to the manettino, the Ferrari 599 GTB Fiorano’s steering wheel also boasts an “Engine Start” button and the driver can scroll through the Multidisplay screen’s menu without taking his hands off the steering wheel, thanks to buttons set into the rear of the spokes. The steering wheel itself boasts several sporty styling cues: ergonomic grip near side spokes, cross-stitching, perforated leather trim in major contact areas.
ARCHITECTURE, CHASSIS AND SAFETY
The Ferrari 599 GTB Fiorano’s benchmark performance, exclusive aerodynamics and brilliant driving pleasure come courtesy of certain specific architectural features:
- aluminium chassis and bodywork with 50% more bodyshell efficiency (torsional rigidity/weight) than the 575M Maranello;
- engine and fuel tank positioned centrally to concentrate the weight between axles (85% as against the 70% for the 575M Maranello)
- transaxle gearbox and pulling back of cabin to achieve optimal weight distribution on the two axles (47% front and 53% rear as compared to 50% and 50% on the 575M Maranello)
- lowering of main masses (centre of gravity 20mm lower than that of the 575M Maranello).
In line with the rest of the prancing horse range, the Ferrari 599 GTB Fiorano’s chassis and bodyshell are both made entirely from aluminium which is far lighter than the traditional steel. Like every other Ferrari from the 360 Modena onwards, the “Fiorano” has a space frame chassis whose main structural elements are aluminium extrusions connected by aluminium castings or pressed aluminium sheeting. The chassis is made up of 174 structural components of which 102 are sheet metal, 64 extrusions and 8 components made from sand castings. The chassis components are connected to each other by MIG (Metal Inert Gas) structural welds. At all of the critical joins, where stress is greatest, there are high performance structural rivets to combat any negative impact of heating on the material’s mechanical characteristics. The sand-cast components are positioned near the entry points of the greatest stress (shock towers and steering) and door posts.
Particular attention was focused during the chassis design on the following: new cast engine mountings for improved rigidity and durability; newly designed B-posts to ensure excellent performance in the case of side impacts whilst keeping weight down. The aim of keeping the Ferrari 599 GTB Fiorano’s weight below that of the 575M Maranello was achieved by adopting optimised shock towers, reducing the thickness of the instrument panel and tunnel sheet metal, and using a special light aluminium alloy (6082 T6) which still delivers the same degree of strength. There was an overall reduction of 13% in the bare chassis weight despite the fact that the wheel base is actually larger (+8%). This is also accompanied by an increase in rigidity which works to the benefit of speed. Vehicle dynamics, as well as ride comfort, were improved by the chassis’ high level of rigidity.
Particular attention too was lavished on structural occupant protection. So much so, in fact, that the Ferrari 599 GTB Fiorano far exceeds the strictest international standards currently in force as well as certain future ones, such as, for instance, front impact at 64km/h. An in deformable cabin and the adoption of special front and rear modules made of high energy absorption aluminium (6260 T6) alone make it clear that the Ferrari 599 GTB Fiorano’s structure was specifically designed for maximum occupant protection. Front, rear and side impacts were all modelled using the most sophisticated simulation and finite element modelling systems available. In the case of front impacts, the focus was on limiting intrusion by the steering wheel and brakes into the cabin; ensuring that doors remained operational and structural integrity was maintained were the other two areas of interest. Where side impacts were concerned, development work concentrated on reducing cabin intrusion by the door structure and speed of intrusion of the structure itself into the cabin. A detailed ES-2 model was made to observe the behaviour of the biomechanical parameters in the various alternatives being designed. The simulations were so powerful, in fact, that they yielded a brilliant result: the Ferrari 599 GTB Fiorano exceeded all of the current regulations at its first crash test.
Hand in hand with the safety intrinsic to a chassis of this kind are passive restraint systems. These were developed by optimising all of the components involved when there is an impact and their interaction with each other. The Ferrari 599 GTB Fiorano’s front restraint system consists of full-size airbags and safety belts with pre-tensioners and weight limiters. The system is a two-stage one which can sense the seriousness of front impacts and activate a suitable level of protection. The system is also optimised to protect the occupants’ entire bodies. In addition to the fact that this is the first time full-size front airbags have been used on a Ferrari, the “Fiorano” also offers side bags to protect the occupants ‘heads. These innovative airbags are tucked away inside the door panel and when they deploy, inflate upwards from below to protect the occupants’ heads in the case of a side impact. They are at their most effective in side impacts against the posts because they prevent direct contact between the occupants’ heads and the post. Nonetheless, the door and side structure, combined with the high lateral containment of the wraparound racing seats, already offer protection so good that it scored top marks in side impact tests without any need to add extra passive safety features designed to protect the pelvis and thorax. The main elements making up the Ferrari 599 GTB Fiorano’s passive safety system are as follows:
- full-size driver air bag;
- full-size passenger airbag optimised to reduce injuries that might be sustained if the passenger is not correctly positioned in the seat when the airbag deploys;
- pre-tensioned safety belts with weight limiters which curb the stress placed by the belt on the shoulders and across the thorax during impacts thanks to a gradual energy absorption system;
- two side airbags for head protection;
- a control unit linked to two fronts “crash zone sensors” and two side accelerometers.
The Ferrari 599 GTB Fiorano is also the first car in the Prancing Horse range to meet the new ACEA Phase 1 Car to Pedestrian Impact standards.
STYLING AND AERODYNAMIC EFFICIENCY
The Pininfarina designers had one clear but ambitious goal in designing the Ferrari 599 GTB Fiorano. They wanted to clothe it in innovative lines that would still have all of the trademarks of Ferrari’s sportiest and most high-performance models. As ever, this process was not a stand-alone one but took place hand in hand with the optimisation of the car’s exterior aerodynamics which were designed to deliver cutting-edge downforce figures. The car’s design was developed around front-sloping lines which give it a thoroughly dynamic stance from the side. Its front is dominated by the volumes of the mud guards which extend as far as the bumpers so that it seems that the central section, bonnet and air intakes are set into them. The surfaces are wonderfully sculptural and muscular too. The striking front air intake is flanked by two purposeful air outlets. The bonnet is characterised by a bulge that provides a styling cue as to the potent V12 housed below, beside it two diffusers for warm air lighten the lines too. The air vent on the front wheel arch continues through to the door panel, delineating the rising swage line and the muscular surface treatment. The rear wheel arch volumes protrude slightly from the sides like muscles rippling under an athlete’s skin. The air intakes for the fuel tank and gearbox cooling systems create a certain symmetry with the front air diffuser. The design of the wheel rims, with weight-saving double spokes, are a nod to the famous Ferrari berlinettas of the past too.
The cabin too was given an innovative aerodynamic design. The wraparound rear window is hugged by two flying buttresses which channel the air towards the nolder, adding a highly original yet functional twist. When it came to the rear of the car, it seemed time to depart from the now signature circular quad rear lights and low-down licence plate. The Ferrari 599 GTB Fiorano has large singular LED rear lights set into the tail and although the licence plate is still on the bumper, it has been shifted to the upper part of it. The diffuser on the rear bumper was subject to lengthy aerodynamic development and integrates with the fairing around the exhaust tailpipes. However, the Ferrari 599 GTB Fiorano is a strikingly sculptural car, its surfaces beautifully honed and modelled by Ferrari’s designers and engineers. The design is so supple, in fact, that every angle brings something new to light. All of the freedom allowed in designing an extreme sports car was used here and the result is endlessly surprising.
During the styling process, various test sessions were held to verify the aerodynamic efficiency of the forms developed. Unsurprisingly, the Ferrari 599 GTB Fiorano was found to be the most aerodynamically efficient 12-cylinder front-engined sports car ever built by the Prancing Horse company. Lengthy testing in the wind tunnel and other simulations at Ferrari has yielded stunning results in terms of both downforce and drag. Thanks to the optimisation of the car’s flat underbody and the rear diffuser, the aerodynamic rear blends in beautifully with the rest of the design and the suction created under the car is now far superior to the lift generated by the upper part of the bodywork. A small nolder on the top of the rear windscreen also separates the air flow and contributes to reducing lift over the car’s upper surface and thus increasing downforce. The result is an aerodynamic load (Cz= 0.190) of 70kg at 200 km/h, 160kg at 300 km/h and 190kg at top speed. This is distributed between the front and rear axles in the same way as the car weight is. Lengthy research into internal air flows and into keeping the car’s wake as small as possible have resulted in a drag coefficient (Cd) of just 0.336.
INTERIOR, EQUIPMENT AND PERSONALISATION
The Ferrari 599 GTB Fiorano’s interior is designed to strike just the right balance between uncompromising sportiness of a muscular, thoroughbred Ferrari, and the warmth, artisan quality, meticulous attention to detail and bespoke tailoring that are the other signatures of a genuine Prancing Horse sports car. Fluid forms and large volumes give the driver area a thoroughly sporty character. Leather dominates the passenger area while high tech materials such as carbon fibre and aluminium trim the man-machine interaction areas. Light, tough carbon shapes the dash and central tunnel but is replaced with aluminium for the climate control commands, the steering-wheel mounted indicator and windscreen wiper stalks and the panel housing the F1 gearbox secondary commands and hazard warning light button on the central tunnel. As with all Ferraris, particular care has been lavished on ergonomics and the positioning of the instruments. The new Multidisplay is a great addition in this regard. However, there are also lots of compartments for odds and ends too.
Needless to say, certain traditional Ferrari styling cues also reappear establishing the car’s bloodline: the steering wheel with its manettino and Engine Start button, the central rev counter with a choice of yellow or red background, the circular five-spoke air vents inset into the light carbon structure. New styling cues have also been added too: the central grip for extra passenger support and innovative racing seats developed specifically for this model. The seats offer high lateral containment in more high-performance driving but are equally comfortable on longer, more leisurely trips. They have a single shell backrest with carbon fibre side rests. The electric controls are built into the latter so that each driver can find just the right driving position – no need for different seat sizes. The seats are available in a choice of configurations, mirroring styles and trim. They also include a carbon double harness feed which means they can be used with four-point harnesses.
FEATURES OFFERED AS STANDARD
Our designers really poured all their creativity into every last detail of the features offered with the Fiorano as standard to ensure that every experience aboard – from the shortest city trip to the most action-packed session at the track – would be truly unforgettable. Apart from the dynamic vehicle and transmission control systems mentioned earlier, the Fiorano also boasts bi-xenon headlamps complete with wipers (depending on market legislation), LED rear lights, electric, heated wing mirrors, dusk sensors, a tyre pressure and temperature monitoring system (TPTMS) with the option of a special readout on the Multidisplay, a transponder-encoded key and integrated anti-theft alarm with motion sensors and immobiliser, dual-zone climate control, electric sports seats with electro-pneumatic sides, lockable electrically commanded glove compartment, radio with CD/mp3 player and voice recognition control, Bluetooth cell phone connection, OLED multicolour screen and compact flash drive for your favourite tunes with option of readouts of the main functions on the Multidisplay also.
“CARROZZERIA SCAGLIETTI” PERSONALISATION PROGRAMME
The launch of the Ferrari 599 GTB Fiorano means a whole new array of personalisation options for the entire range. Clients can choose from a total of 12 interiors leather trim colours, 8 colours for the mats, 16 exterior paintwork colours, two for the rev counter (red or yellow) as well as carbon fibre or leather detailing. That is without even taking into consideration the “Carrozzeria Scaglietti” Personalisation Programme which allows clients to hone the styling, equipment and orientation of their car to really suit their own tastes. Four areas are covered by the Programme: Racing and Track, Exteriors and Colours, Interiors and Materials, Equipment and Travel. The Track and Racing options enhance the car’s sporty character with such features as CCM brakes (perfect for intensive track use), a leather-trimmed cabin roll-bar and four-point harnesses (depending on market.) The Exterior and Colours section offer Scuderia Ferrari wheel arch badges, mixing of out- of-production or once-off colours on provision of a sample, four brake calliper colours (two reds, one yellow and aluminium) and 20” Challenge-style wheel rims (a first on a Ferrari.) Owners also get to choose from a virtually endless selection of leather trim colours for the cabin areas, including certain areas not included as standard such the luggage shelf. Even the colour and the style of the stitching can be specified. The star of Interior and Materials section has to be the new carbon steering wheel with its Enzo Ferrari-inspired LEDs. This can be integrated with special carbon fibre kits to trim the instrument panel, gear stick surround, door panels, still kick panels which further enhance the car’s nimble personality. The new racing seat can also be equipped with further electric controls, Daytona leather perforated trim, diamond quilted leather trim, piping or a leather backrest.
There is equal room for manoeuvre in Travel and Equipment section where there are new Infotainment features on offer, such as satellite radio navigation system with readouts on instrument panel display, iPod connector, a 6 CD player for the boot. Moreover, the Ferrari 599 GTB Fiorano offers Bose premium sound system that works in harmony with the vehicle’s interior acoustics, it includes innovations such as high-power/lighter weight neodymium speakers and dual bass sources. Travel covers everything from 20” Run Flat tyres and spare tyre kits, an electrochromic rear-view mirror, front and rear parking sensors with pictogram readouts. There are also various bespoke luggage sets for both the boot and the rear bench. Ferrari has also created the “Allestimenti Speciale” programme for owners who wish to take personalisation even further. However, all additions made under this programme must first be checked for feasibility and to ensure they comply with the company’s own quality standards.
Whilst every effort is made to ensure that the above details are correct, we do not warrant that such details are accurate. You are advised to verify them for yourself.
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Copyright Mike Wheeler 2023
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