The Maranello house launches an iconic car
The key points
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SP3 is in “Targa” version and limited edition and is inspired by the world of 1960s Sports Prototypes.
From its name, the Daytona SP3 winks at that legendary hat-trick and underlines the intent to pay homage to the Ferrari Sport Prototypes that helped to make the brand rightfully part of the motorsport legend. The limited edition car presented today at the Mugello international racetrack as part of the Ferrari 2021 Finali Mondiali becomes part of the ‘Icon’ segment which already includes the Ferrari Monza SP1 and SP2.
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Its design is based on the harmonious juxtaposition of contrasts: plastic and sensual surfaces alternate with decisive lines that recall the preponderant entry of aerodynamics into the design of racing cars of the time such as the 330 P4, the 350 Can-Am and the 512 S. Still from the world of Sport Prototypes comes the strong choice of equipping the Daytona SP3 with a ‘Targa’ type body with removable hard top: the car thus gives the driver unique emotions and at the same time guarantees great usability.
From a technical point of view, the Daytona SP3 is inspired by the refinement of the engineering solutions already adopted in 1960s racing cars; today as then, in fact, the search for performance was carried out by intervening on the same three areas. The car is equipped with a naturally aspirated V12 engine in the central-rear position, typical architecture of racing cars. This version of the most iconic thermal engine of the Maranello company counts on 840 hp of power (making it the most powerful so far produced by Ferrari), 697 Nm of torque and a maximum speed of 9500 rpm.
The chassis is made of composite materials using Formula 1 technologies that have been lacking on road Ferraris since the LaFerrari, the Prancing Horse’s latest supercar. The seat integrated into the chassis reduces the weight of the car and places the driver in a driving position similar to that of a racing car.
Ferrari Daytona SP3: the new Maranello icon makes its debut
Photogallery7 photos
Lastly, like the cars of inspiration, the aerodynamic and stylistic study was oriented towards maximum efficiency through the exclusive use of passive solutions. New components, such as the extraction chimneys on the bottom, make the Daytona SP3 the most aerodynamically efficient Ferrari without active appendages produced to date. The skilful integration of these technical innovations allows the Daytona SP3 to accelerate from 0 to 200 km / h in 7.4 s and from 0 to 100 in just 2.85 s: exhilarating performance, which combined with the extreme setting and the intoxicating sound of the V12s transfer unparalleled emotions to the driver.
Style
While inspired by the stylistic language of the racing cars of the 60s, the Daytona SP3 has very modern and original shapes; in fact, the plastic power of the car celebrates the evocative volumes of the Sport Prototypes, reinterpreting them in a contemporary key. It goes without saying that such an ambitious project required the Chief Design Officer Flavio Manzoni and the Ferrari Style Center team, which he guided stylistic choices based on a carefully considered strategy.
Exteriors
The cabin with the wraparound windshield of the Daytona SP3 takes on the appearance of a dome set in a sensual sculpture whose fenders, equally sinuous, emerge decisively. The general balance is emphasized by the monolithic aspect of the volumes that communicate the manufacturing ability typical of the Italian bodywork. The sensation is that of being in front of an object where the fluidity of the masses is combined with more incisive surfaces in order to create that aesthetic balance that has always characterized the history of the Maranello company.
The smooth double-crested mudguards refer to the plasticity of other Ferrari Sport Prototypes such as the 512 S or the 312 P. The shape of the wheel arches effectively connotes the geometry of the side: the front one is more structured and, not following the tire exactly, generates a strong link between wheel and case, while the rear one embraces the front part of the wheel, rushing towards the tail, creating a muscular shape and giving dynamism to the three-quarter view.
Another key element is the wings opening door which, thanks to the integrated air box, channels the air towards the radiators on the side; its sculptural form is characterized by a pronounced shoulder in which an air intake has been obtained which is optically linked to the vertical cut of the windshield. The surface of the door helps manage the flow of air from the wheel well. This surface treatment is related to that of cars such as the 512 S, which helped create the codes for the Daytona SP3.
The rear-view mirrors are located in a forward position with respect to the doors, in another strong reference to the Sports Prototypes of the 60s. This positioning was chosen to ensure greater visibility and reduce the impact on the air flow directed to the air intakes of the doors. The shape of the shell and the support has been refined through specific CFD simulations to ensure that the flow of air to the vents was not interrupted.
But it is the rear three-quarter view that is most significant, as well as the one from which it is possible to fully appreciate the great originality of the Daytona SP3: the door looks like a faceted volume that generates a smooth relief dihedral and, together with the powerful muscle of the rear fender, generates an unprecedented sidecut on the side. The door extends the surface of the front wheel arch, creating a counterpoint to the muscularity of the rear, producing a shift in volumes on the side and providing the car with a marked cab forward effect. This architecture, typical of a sports car, is made possible by the displacement of the side radiators.
The front of the Daytona SP3 is dominated by two powerful fenders divided into an external and an internal section; the latter plunges into an air duct on the bonnet, increasing the volumetric perception of the fender. The relationship between the perceived mass of the external section and the aerodynamic function of the internal one underlines the link between technique and style that distinguishes the car.
The bumper features a generous central grille, framed by two pillars on which horizontal blades delimited by the outer edge of the bumper stand out. The optical groups are characterized by a movable lid that recalls the typical retractable headlights of vintage super sports cars, a theme dear to the Ferrari tradition that gives the car an aggressive and minimalist look. Two bumperette, referring to the aerodynamic flicks of the 330 P4 and other Sport Prototypes, emerge from the external profile of the headlights, increasing the expressiveness of the front.
The rear highlights the volumetric power of the mudguard thanks to the use of a two-section element and is embellished with an aerodynamic pocket that increases the three-dimensional effect. The compact and tapered passenger compartment creates on the rear, together with the mudguards, a powerful back on which there is a dorsal element that showcases the naturally aspirated V12 at the end, the beating heart of this new Ferrari “Icon”.
A series of horizontal blades completes the rear structure; the resulting light, radical and structured monolithic volume gives the Daytona SP3 a futuristic look characterized by elements typical of the Ferrari DNA. The rear lights consist of a horizontal light bar arranged under the spoiler and hidden in the first row of blades. The pair of exhausts engages in the upper part of the diffuser in a central position, contributing to its aggressive appearance and completing a scheme that tends to optically enlarge the car.
Interior
Also for the interior, the Daytona SP3 draws inspiration from Ferraris such as the 330 P3 / P4, the 312 P and the 350 Can-Am. Starting from the high-performance chassis, a refined and refined environment has been designed, achieving comfort and refinement worthy of a modern Gran Turismo even with a minimalist language. Of the Sport Prototypes, the philosophy of certain linguistic codes has been maintained: the dashboard, for example, is pure and functional, even though it is fully modern. The characteristic saddled mats that served as seats and were applied to the frame of the Sport Prototypes have been transformed, obtaining modern seats integrated into the body in material continuity with the surrounding saddled ones.
Some external elements, including the windshield, positively influenced the interior architecture. In side view, the transverse cut of the roof on the windshield graft defines a vertical plane that divides the passenger compartment in two, separating the functional area from the seats. This architecture lends itself to a double characterization, distinctly sporty yet very elegant.
The interiors of the Daytona SP3 aim to ensure maximum comfort for the rider and passenger using the characteristic features of a racing car. The key idea was the visual enlargement of the passenger compartment by creating a clear cut between the front area and the seating area. The two seats are in material continuity and extend their saddles on the doors, recreating the typical functionality of Sport Prototypes. The same extension can be appreciated, with open doors, on the brancardi.
The dashboard follows the same principle, where the structure of the Daytona SP3 made it possible to extend the seats up to the wings, embracing the entire connection area with the windscreen. The dashboard, with a very thin and lean body, appears almost floating within the saddled finish. Its style theme develops on two levels: the saddled upper shell, with a plastic and smooth appearance, is separated from the lower one by a clear line of material and functional division. All the tactile controls of the human-machine interface (HMI) are concentrated under this line.
The seats integrated into the frame have an enveloping ergonomics, typical of high-performance cars, but are distinguished by the attention to detail. The material connection between the seats and the extension of the theme to the adjacent saddles, as well as some volumetric effects, were made possible thanks to their fixed structure; the driver can in any case make all the necessary adjustments using the mobile pedal. The clean cut between the technical area of the passenger compartment and that of the seats made it possible to extend the volume of the seat up to the floor. The headrests are also reminiscent of racing seats but, while they are usually integrated into the monocoque, in the case of the Daytona SP3 they are independent. The architecture with a fixed seat and mobile pedal allows them to be anchored to the rear finish.
The door panel design contributes to the visual enlargement of the passenger compartment. Some saddled areas have been inserted into the carbon fiber structure: the leather upholstery on the door panel at shoulder height accentuates the enveloping effect and strengthens the link with the Sport Prototypes. In the lower part, however, the surface acts as an extension of the seat. The tunnel is characterized by a saber inserted under the connecting finish between the seats, the functional elements of which are arranged at its ends. In its front area is the gate reintroduced into the range starting from the SF90 Stradale, but in this case the theme is interpreted in a cantilevered version, almost suspended with respect to the perimeter volumes. The structure ends on a central carbon fiber pylon that appears to support the entire dashboard.
Powerplant
To equip the Daytona SP3 with the most exciting V12 engine on the market, the engine of the 812 Competizione was used as a base, however, relocated to the central-rear position to optimize the intake and exhaust layout, as well as fluid dynamic efficiency. The result is the F140HC engine, the most powerful internal combustion engine produced by Ferrari to date, capable of delivering 840 hp, also equipped with an exciting delivery and the overwhelming sound typical of Ferrari V12s.
The engine adopts a 65 ° V architecture and a 6.5 l displacement already seen on the F140HB engine of the 812 Competizione, of which it incorporates all the improvements. These developments enhance the performance of a powertrain destined to become the new benchmark in the category thanks to an excellent sound, obtained through targeted interventions on intake and exhaust, and to the dual-clutch 7-speed gearbox whose speed and usability has been increased. through the development of dedicated strategies.
The maximum speed of 9500 rpm. and the ever-increasing power curve give a feeling of inexhaustible thrust. Particular attention was paid to reducing the weight and inertia of the engine through the adoption of titanium connecting rods, which guarantee a 40% lightening compared to steel, and the use of a new material for the construction of the pistons. The pin coated in Diamond-Like Carbon (DLC) allows to reduce the friction coefficient, to the benefit of performance and consumption. Rebalancing the crankshaft resulted in a 3% weight reduction of the component.
The opening and closing of the valves is guaranteed by the sliding finger technology, a component derived from Formula 1 aimed at reducing the translating mass and providing more performing valve lift profiles. The DLC-coated steel finger transmits motion from the DLC-coated cam to the valve, using a hydraulic tappet as a pivot.
The intake system has been completely revised: manifold and lung are more compact to reduce the length of the ducts and obtain power at high revs, while the filling of the torque curve is guaranteed by a system of variable geometry trumpets that modifies continuously the length of the assembly, adapting it to the pulsations of the engine to maximize the filling of the cylinder. The actuation is governed by the engine control unit, which continuously controls the excursion of the horns in a different way at each point of operation of the engine.
The variable intake and exhaust timing system, combined with the optimization of the cam profiles, creates an unprecedented tuning system for pressure peaks, necessary to obtain power at high revs without sacrificing torque at low and medium revs: the sensation is that of a continuous and overwhelming progression that finds its culmination in the power reached at the maximum rotation speed.
The management of the GDI direct injection system at 350 bar has been further developed: the system consists of 2 pumps, 4 rails with sensors capable of providing feedback to the pressure control system and from the electro-injectors. The calibration of the timing and quantity of petrol injected with each injection, as well as the increase in pressure, have made it possible to reduce polluting emissions and the formation of particulate matter by 30% compared to the engine of the 812 Superfast on the WLTC cycle.
The management of the ignition system is entrusted to the ionization current control unit (ION 3.1) which controls the ignition of the spark in single or multispark mode, i.e. when multiple ignitions of the mixture are necessary to ensure delivery without hesitation. The control unit also controls the detonation in the combustion chamber to always keep the engine in conditions of maximum thermodynamic efficiency, thanks to a sophisticated strategy for recognizing the octane level (RON) of the petrol introduced into the tank.
A new variable displacement oil pump has been developed that continuously adjusts the oil pressure: through a solenoid valve it is possible to vary the pump displacement according to rpm and load, guaranteeing the flow at every operating point. of only the necessary oil. Finally, the adoption of a less viscous engine oil and the permeabilization of the entire recovery line of the same, aimed at increasing its efficiency, should be emphasized.
Architecture
To ensure that the driver of the Daytona SP3 feels at one with the car, the car was designed making full use of the ergonomic knowledge derived from the experience gained in Formula 1 by the Maranello company. The integration of the seats into the chassis has led to a lower and more relaxed driving position compared to the range Ferraris, approaching that of a single-seater; this made it possible to reduce the weight and reduce the height of the car to 1142 mm, all to the advantage of resistance to movement. Thanks to the adjustable pedal, the rider can find the most comfortable position for his legs.
The steering wheel includes the human-machine interface (HMI) already seen on the SF90 Stradale, Ferrari Roma, SF90 Spider and 296 GTB which pursues the philosophy of “hands on the wheel, eyes on the road”. The tactile controls make it possible to control 80% of the functions of the Daytona SP3 without moving your hands, while the high-resolution 16 ” curved display makes useful driving information instantly available.
Chassis and bodywork are entirely made of composite materials, a technology derived from Formula 1 that allows for the achievement of a mass value and a ratio between structural rigidity and weight of absolute excellence. In order to reduce weight, lower the center of gravity and achieve a compact architecture, several components (such as the seat structure) have been integrated into the frame.
Composites of aeronautical origin were used, such as the hand-stretched T800 carbon fiber for the tank, a process that ensures the presence of the correct quantity of fibers per area. T1000 fiber is used on doors and sills, essential areas for the protection of the passenger compartment, since its absorption characteristics make it ideal in the event of a side impact. Kevlar®l has been used in parts subject to impact due to its resistance properties. The autoclave cooking technique resumes the process used in Formula 1 with two vacuum phases at 130 ° C and 150 ° C to eliminate any lamination defects.
The development of the new dedicated Pirelli Pzero Corsa tire was aimed at optimizing performance, with a particular focus on the balance between dry and wet. As for the electronic control systems this car is equipped with, the SSC (Side Slip Control) system in version 6.1 includes the FDE (Ferrari Dynamic Enhancer) system, aimed at improving cornering performance, for the first time on a mid-rear-engined Ferrari V12. This lateral dynamics controller, available in the ‘CT-Off’ and ‘Race’ positions of the Manettino, acts on the braking pressure to manage the yaw angle in extreme driving situations.
History
At the 24 Hours of Daytona on February 6, 1967, Ferrari accomplished one of the greatest feats in its sporting history, placing three cars on the podium of the first race of that year’s World Sports Prototype Championship. The 330 P3 / 4, 330 P4 and 412 P that paraded at the checkered flag in the home of Ford’s historic rivals represented as many evolutions of the 330 P3, a model that the team led by engineer Mauro Forghieri managed to improve significantly in each of the three fundamentals of any racing car: engine, chassis and aerodynamics. The 330 P3 / 4 perfectly embodied the spirit of the 1960s Sports Prototypes, a decade that is considered the golden age of covered wheel motor racing and which still represents a point of reference for entire generations of engineers and designers.
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