and delivering the distinctive Ferrari sound.
The new gear shift strategy from the SF90 XX Stradale, has been revised to generate an even more exciting sound during upshifts in press-on driving. This effect has been achieved through a new engine calibration that works in synergy with the gearbox control logic, optimising the sequence of actuations and the pressure in the combustion chamber to maximise sound intensity during lift off. The content is active from medium loads and revs, returning the effect of a racing shift with a characteristic timbre of the engine on the over-run. The shifting becomes even more extreme from the ' Race ' position of the Manettino forward. The main objectives of the 849 Testarossa Spider ' s aerodynamic design were to optimize thermal performance and increase downforce, drawing inspiration and reference from historical and contemporary racing solutions, such as those seen on the 512 S, the 512 M and the FXX-K. The 849 Testarossa Spider generates a total load of 415 kg at 250 km / h, an increase of 25 kg compared to the SF90 Spider, while cooling performance improves by 15 %. The design of the bodywork flanks has been optimized to boost airflow to the intercoolers by 30 %. A channel carved into the door directs air to the lower intercooler, while the duct ' s underside features a blow to capture the boundary layer. The side air intake trim extends to the sill cover, incorporating a profiled shape and an upper auxiliary inlet to maximize airflow to the radiating masses. This side inlet supplies air not only to the intercooler but also to the rear brake duct and the engine intake.
The front underfloor, which generates 35 % of the total downforce, has undergone a complete redesign. This includes three sets of cascading vortex generators that optimize outwash and intake, resulting in a 20 % increase in downforce compared to the SF90 Spider. Additionally, the excavation upstream of the side louvers and its nolder help to extract hot air from the front compartment and lessen compression on the front tire face, thereby reducing drag.
The squarer front bumper has integrated bumperettes that help increase the airflow to the front air intakes and generate vorticity useful for extracting the flow from the wheel arch. The splitter( also larger in size) incorporates a flick, inspired by the SF90 XX Stradale, responsible for 10 % of the front downforce.
The rear of the vehicle features a twin-tail design, inspired by the 512 S, with two spoilers that harness the high-energy airflow over the muscular rear wheel arches. These spoilers contribute 10 % of the total rear downforce. An active rear spoiler, integrated into the bodywork and derived from the SF90 Stradale and 296 GTB, is 2 kg lighter due to a kinematic solution. It can switch between Low Drag and High Downforce configurations in under a second. In High Downforce mode, it works with passive tail elements to generate up to 100 kg of downforce at 250 km / h.
The rear underbody of the vehicle features a multi-level diffuser with a suspended lower element and vertical fences designed to isolate the wheel wake. Two oversized vortex generators maximize expansion at the rear axle. This design allows the rear underfloor to generate downforce comparable to the SF90 Spider, while also achieving a 10 % reduction in drag.
The 849 Testarossa Spider stands out due to two key features: its rear tonneau cover bridge and its patented integrated wind stop. The bridge effectively channels airflow towards the rear engine cover and active spoiler when the roof is closed, ensuring the downforce generated is consistent with that of the 849 Testarossa.
The dynamics of the 849 Testarossa Spider were developed to enhance absolute performance, consistency, and accessibility while preserving a high level of driving pleasure. Referencing the SF90 Spider, the project focused on boosting power, tire grip, and response, improving braking system efficiency, and evolving electronic controls through the Ferrari Integrated Vehicle Estimator( FIVE) digital system. This ensures maximum driving thrills even for the most demanding drivers.
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Ferrari engineers defined driver feedback using five indicators: lateral and longitudinal acceleration, gearchange, braking, and sound. Lateral acceleration was optimized by refining suspension geometry and electronic vehicle dynamics controls for faster steering response and improved rear-axle mechanical grip. Longitudinal acceleration benefits from quicker accelerator pedal response and increased maximum power. The gearshift strategy was refined for a more progressive feel and reduced actuation times. Braking efficiency, pedal feel, and travel were enhanced with the ABS Evo developed for the SF90 XX Stradale. Finally, the sound was calibrated to accurately replicate accelerator response in terms of quality across the rev range.
The FIVE system marks a significant advancement in dynamic controls, functioning as an estimation system that creates a realtime digital twin of the car ' s behavior. This is achieved through a simplified mathematical model that processes actual measurements, such as acceleration and 6D sensor data.
FIVE accurately estimates performance characteristics that cannot be directly measured, including vehicle speed( with a margin of error under 1 km / h) and yaw angle( under 1 °). These precise estimates enhance the efficiency of traction control, electronic differential management, and the e4WD system. By feeding into all vehicle dynamics controls, FIVE ensures a more precise and repeatable response.
For instance, the ABS Evo system utilizes FIVE estimates to determine optimal slippage for each wheel and optimize braking distribution. This system is active across all Manettino positions and grip conditions. The
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