The last sentence should be carved into some pure white Calacatta marble that will stand the test of time.
Grams and kilometers have no meaning in the US. I might be able to guess since 100 kilometers/hour is something like 60 miles/hour but then the kilograms might as well be stones!
Top Gear doesn't know what they are writing about. This is from the 12 Cilindri Product Note: Image Unavailable, Please Login
Based on what has been written in the Product Note, I think there is no reason to activate flaps on straight line acceleration. It just doesn't make sense. I'm quite sure the flaps get activated only in turns and braking, where lateral/longitudinal forces exceed 0.5 g. As you can see from the table, in straight line driving the LD (Low Downforce) mode is always active regardless of the speed.
Thank you for the reminder. Now please post an image of the punchline to this joke...that is, the actual amount of downforce that occurs and at what speeds...or if no speed layering is providing, presumption is the max downforce (50kg?) is at the max speed the flaps are extended before they retract and subsequently far less downforce at lower speeds. so, please post the image from the product note of what all that technology actually buys you in terms of downforce achieved or expected (since it is likely all theoretical and not empirical) ...
I'm just sharing the link to post where Product Note was shared: https://www.ferrarichat.com/forum/posts/149640556/ The document doesn't have any other downforce figures than for the flaps: 50 kg @ 250 km/h. In case you wondered where the flap DF figures for other speeds were obtained (see my post #10245 on page 410), I calculated those based on formula: Downforce (and drag) increases in the square of the speed. Of course those were just calculations, but still accurate enough to give a proper picture of the real data.
You can add some kg because of the weight oft that stuff And just to remember, the flap on the Roma produces a downforce of 90 kg at a max.. So the two flaps on the 12 Cilindri produce more or less 50 percent of one flap on the Roma. This is really great work of the engineers.
So, when you are going 156mph and braking you will have 50kg of additional downforce at the rear to assist in creating drag. It's no wonder why there is no front splitter to balance the car with such downforce occurring.... And, I wonder what torsional forces will do to those flaps at that speed, will each remain firm or will they bend and be unable to fully deflect the oncoming rush of air. Consider driving into a cross-wind and hitting the brakes, I think the car will not benefit from these 'flaps' in any notable manner. From the photo below, it appears each flapper is supported by a single central arm, should be dual arms to provide maximum stability, but, of course, that is irrelevant as they continue to be a complete waste of time and 'Ferrari joke' on the customer: Image Unavailable, Please Login
Did not record but looks like Celeste or maybe another Celeste "family" color, also double check with the dealer for their color samples...as pictures often do not render as they would in real life
How are the flaps manually raised as seen in the picture here if the driver can't control their activation?
I think part of the reason why those flaps ended up there was a result of redesign of luggage compartment. The boot door now opens lower down but at the same time designers have needed to restore the lost rigidity by shaping rear corners differently, essentially making the structural part besides the door opening lower too. This operation has left empty space above the actual metal body... which then got filled with active flaps. I'm not claiming this happened just like this. Car design is an iterative process. But I can see why they didn't want to add more metal above the structural part of the body and opted for plastic flaps there instead. What I'm trying to say: The rear body structure sits lower in 12 Cilindri than in 812 and Ferrari could add active flaps with minimal weight penalty.
Is a low boot door of the luggage compartment essential for a Ferrari? Not for me, to be honest. But wait, my Daytona has a very low boot door of the luggage compartment. So supposedly it was essential in 1969 and as the 12 Cilindri is a retro car…
Even with objective of optimizing luggage space, hatch openings and external design, does anyone really believe there was no other way to achieve required downforce other than by tacking on Haunch Flaps?
If Luca di Montezemolo was the boss, I'm certain there would be another way because Flavio Manzoni always reported directly to him. However, in the current Ferrari team there seems to be no one who has the charisma and authority to control and restrain the Manzoni inventor giving the idea that he is freewheeling.
No I would not agree regarding 'restraint' of Flavio Manzoni. The restraint is great with the endless 'rules and regulations' the Ferrari design must adhere to. Keeping in mind that there is constant and close collaboration with the engineering side of Ferrari; both groups must work in harmony. All the while carrying the weight of Ferrari historical significance that has it's role to play in each new project model. The newest Ferrari design may not meet with universal praise but sales continue unabated.
I don't completely agree. If every interested party who is prepared to pay a deposit of 30,000 euros gets a coupe within two years, then that's not a good start. But why should owners of an 812 SF switch to the new model? It doesn't offer significantly better performance, if at all, opinions are divided about the looks and the extra cost for the upgrade(?) is enormous. And it doesn't help the car if you can spend thousands of bucks on Taylor Made, but black surfaces painted in the car's color are only available over the dead body of the chief designer
Can we all just acknowledge that these Haunch Flaps are clumsy and dumb, and that as time goes on they will only seem more laughably awkward
The design philosophy of Ferrari was never just about crafting a high-performance machine; it was about creating something that spoke to the hearts of its users. In the specific case of the 12 C coupé, there are some of us for whom previous models speak to our hearts much more intensely. I know it's our problem and no one else's, but that can't stop us from expressing our disagreement with the “nouvelle” design style that Flavio Manzoni is implementing. I know that a substantial part of Ferrari's current clientele is very different from that of the past, which makes them like invariably all the new models. One thing is certain, regardless of whether the design is better or worse, the Feraris V12 are and will always be a sales success as long as they keep that engine and have the Cavalino emblems.
Celeste Trevi. It’s one of my finalists. Image Unavailable, Please Login Image Unavailable, Please Login
