FERRARI F50 — specificații și căutare VIN
Găsește specificații detaliate pentru FERRARI F50. Decodează orice VIN FERRARI F50 pentru a vedea motorul, caroseria și siguranța.
Găsește specificații detaliate pentru FERRARI F50. Decodează orice VIN FERRARI F50 pentru a vedea motorul, caroseria și siguranța.
The Ferrari F50 is a limited production mid-engine sports car manufactured by Italian automobile manufacturer Ferrari from 1995 until 1997. Introduced in 1995, the car is a two-door, two seat targa top. The F50 is powered by a 4.7 L naturally aspirated Tipo F130B 60-valve V12 engine that was developed from the 3.5 L V12 used in the 1990 Ferrari 641 Formula One car. The car's design is an evolution of the 1989 Ferrari Mythos concept car, while Pininfarina incorporated design cues from contemporary F1 racecar designs, particularly at the front.
The Ferrari F50 (Type F130) is a limited production mid-engine sports car manufactured by Italian automobile manufacturer Ferrari from 1995 until 1997. Introduced in 1995, the car is a two-door, two seat targa top. The F50 is powered by a 4.7 L naturally aspirated Tipo F130B 60-valve V12 engine that was developed from the 3.5 L V12 used in the 1990 Ferrari 641 Formula One car. The car's design is an evolution of the 1989 Ferrari Mythos concept car, while Pininfarina incorporated design cues from contemporary F1 racecar designs, particularly at the front. A total of 349 cars were made, with the last car rolling off the production line in July 1997. The F50's engine predated the car; it was used in the Ferrari 333 SP for the American IMSA GT Championship in 1994, allowing it to become eligible for the stock engine World Sports Car category.
Type: Tipo 036-derived, model SFE 4.7 VJGAEA, Tipo F130 B Position: rear mid-engine, rear-wheel-drive layout Configuration: longitudinally-mounted 65° V12 Aspiration: naturally aspirated, with variable-length intake manifold via butterfly valve in intake manifold Intake manifold: carbon fibre reinforced polymer Block: nodular cast iron Heads/pistons: light-alloy aluminum heads/forged Mahle pistons Oil sump: aluminium Connecting rods: forged titanium Crankshaft: forged steel Cam covers/oil and water pump housing: magnesium sand castings Exhaust manifold: stainless steel Engine weight: 198 kg (437 lb) Valvetrain: 5 valves per cylinder (3 intake, 2 exhaust), 60-valves (total) DOHC per cylinder bank driven by low-noise Morse chain Displacement: 4,698.50 cc (4.7 L; 286.7 cu in) Max. power: 382 kW (520 PS; 513 hp) at 8,500 rpm Max. torque: 471 N⋅m (48 kg⋅m; 347 lb⋅ft) at 6,500 rpm Specific output.: 81.3 kW (110.5 PS; 109.0 bhp)/litre Weight/power ratio: 2.69 kg/PS Bore X stroke: 85 mm × 69 mm (3.35 in × 2.72 in) Bore:stroke ratio: 1.23:1 (oversquare) Compression ratio: 11.3:1 Redline: 8,500 rpm Fuel cutoff: 8,640 rpm Fuel feed: Bosch Motronic 2.7 sequential injection and Electronic control unit (controls the fuel feed, ignition timing, and variable length intake and exhaust systems) Ignition system: Bosch static electronic distributor-less ignition Lubrication: dry sump, tank incorporated within the final drive housing, 3 scavenger pumps Variable intake: butterfly valve in carbon fibre intake manifold closed at low rpm, open at high rpm Variable exhaust: butterfly valve in upper tailpipes closed at low rpm, open at high rpm Fuel tank: foam filled, aeronautical-style Sekur rubber bladder, 105 L (28 US gal; 23 imp gal)
Fuel consumption EPA premium gasoline Combined 8 miles per U.S. gallon (29 L/100 km; 9.6 mpg‑imp) City 7 miles per U.S. gallon (34 L/100 km; 8.4 mpg‑imp) Highway 10 miles per U.S. gallon (24 L/100 km; 12 mpg‑imp)
Transmission Configuration: longitudinal 6-speed manual + reverse, limited-slip differential, RWD Gear ratios: 2.933:1 (1st), 2.157:1 (2nd), 1.681:1 (3rd), 1.360:1 (4th), 1.107:1 (5th), 0.903:1 (6th), 2.529:1 (reverse) Final drive: 3.70:1 Final drive assembly: aluminum sand casting Remaining gearset housing: magnesium sand casting Support bracing: steel Flywheel: steel Clutch: dry, twin plate Cooling: oil-water Oil cooler between gearbox lubricant and engine
Chassis Type: central carbon fiber tub, light-alloy suspension and engine-gearbox assembly mounting points co-polymerised to the chassis Materials: carbon fiber, epoxy resin, Nomex honeycomb structure core, sandwich construction Torsional stiffness: 34,570 N⋅m (25,500 lb⋅ft) per degree
Suspension Front: Rose-jointed unequal-length wishbones, push-rods, coil springs, Bilstein gas-pressurised monotube dampers, electronic adaptive damping, electronic height adjustment (40 mm max) Rear: Rose-jointed unequal-length wishbones, push-rods, coil springs, Bilstein gas-pressurised monotube dampers, electronic adaptive damping, mounting points on a spacer between the engine and gearbox Travel: 55 mm bump, 60 mm rebound Camber angle: -0.7 degrees front, -1.0 degrees rear Anti-roll bars: front and rear Max. roll angle: 1.5 degrees Electronic adaptive damping (based on steering wheel angle and velocity, the body's vertical and longitudinal acceleration, brake line pressure, and vehicle speed) Maximum reaction time (from minimum to maximum damping force or vice versa): 140 milliseconds (0.14 s) Average reaction time (from minimum to maximum damping force or vice versa): 25 to 30 milliseconds (0.025 to 0.03 s)
Steering Type: TRW rack and pinion, 3.3 turns lock-to-lock, unassisted Caster angle: 5.5 to 5.7 degrees Turning circle: 41 ft (12 m)
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