The distribution is completely new : drive is transmitted to the pump assembly ( water and oil ) via a timing chain and to the valvetrain via an offset sprocket and a dedicated timing chain per cylinder bank . The main chain has a dedicated hydraulic tensioner , two bush chains with relative hydraulic tensioner and different calibrations for right and left bank , as well as a dedicated chain for the oil pump assembly . The valvetrain , which has roller fingers with hydraulic tappets , has specific intake and exhaust valve profiles .
The engine benefited from the latest Ferrari combustion chamber development introduced on the SF90 Stradale : central injector and spark plug with 350-bar pressure injection system that improves the fuel-air mix in the chamber , performance and reduces emissions . The intake and exhaust ducts were redesigned and tuned to maximise volumetric efficiency and thus guarantee high levels of turbulence in the chamber .
The IHI turbochargers have been completely redesigned using higher performance alloys . This meant the maximum revs of the turbos could be increased to 180,000 rpm , with a consequent improvement in performance and boost efficiency , which increases by 24 %. The symmetrical , couter-rotating turbos are of the mono-scroll type : the technical solutions adopted have reduced the compressor wheel diameter by 5 % and the turbo rotor 11 % compared to the V8 applications , despite the very high specific power . The reduction in the rotating masses ( the inertia of the two rotating elements has been reduced by 11 % compared to the 3.9l V8 solution ) has reduced the spool up time ensuring instantaneous power delivery .
The crankshaft is made from nitrided steel . To ensure it has a 120 ° crank angle , after the initial forging of the rough ingot , the crankshaft is twisted and then subject to a deep nitriding heat treatments ( to guarantee resistance to high loads ), machining and balancing . The firing order of the new V6 ( 1-6-3-4-2-5 ) is the result of the crankshaft ’ s journal geometry . 100 % of the rotating masses and 25 % of the alternating masses are balanced , and therefore its level of balance allows loads on the bushings to be reduced without increasing the weight of the engine .
A new variable displacement oil pump was developed to guarantee that the oil pressure is continuously controlled right across the engine ’ s entire operating range . A solenoid valve , controlled by the engine ECU in a closed loop , is used to control the pump ’ s displacement in terms of flow and pressure , delivering only the amount of oil required to guarantee the functioning and reliability of the engine , whilst simultaneously providing a reduction in the power absorbed by the pump itself . On the oil scavenge side , to minimise splashing losses , the suction system was made more powerful using six scavenge rotors : three specific dedicated rotors for the crankcase below the crank throws , one for the distribution compartment and two for the cylinder head compartments .
In Ferrari engines , the intake plenum is normally located in the centre of the vee . However , the V6 hails a paradigm shift in that regard : its plenums are on the side of the cylinder heads and are integrated with the support for the throttle valve . The light thermoplastic material used to make them keeps engine weight down . This solution boosts performance because of the shorter ducts and consequent fluid-dynamic detuning , in addition to reducing time-to-boost as a result of the high pressure line ’ s smaller volume .
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