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 having 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 made entirely 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.