October 7th 2006 Ferrari 599GTB First Drive Review by Sander Brouwers This past week I had the opportunity to test drive one of the 599GTB test mules during our official 599GTB training by FNA. Rather than repeat all the specs and data on the car I thought Id articulate some of the more subjective and intangible observations. Bodywork and Chassis The proportions of the 599GTB in person feel larger than that of the 575M it replaces, but smaller than that of the 612 Scaglietti. The styling of the car appealed to me more in person than in the pictures, with a nice synthesis of functional styling, aesthetics, and working aerodynamics. Like the larger 612 I prefer the car in metallics like Grigio Silverstone and Nero Daytona over flats like Rossa Corsa, the car is just a bit too large for solid red or yellow. One a side note, I prefer the 599GTB without the Scuderia shield options because the quarter panel location of the 599GTB is just too crowded with vents and lights to have enough room for the shield. With the introduction of the 599GTB, Ferrari with the help of ALCOA complete the transition form steel bodied cars (F355, 456M and 575M) to new aluminum space frame cars (360/F430, 612, and 599GTB) Comfort Even being 64 ~210pounds, I fit comfortably in the car, the seats are comfortable and better than the traditional Daytonas; a good compromise between support of Sport seat option and convenience of standard Ferrari seats. Seat adjustment, steering adjustment and pedal location make it easy to fit the car to almost anyone. Racing harnesses would be a nice addition to the 599GTB seats. Engine The engine is probably the most impressive part of the 599GTB, the power and drivability are superb. Although the peak horsepower number initially seems impressive relative to the numbers the last generation V12s both in the Enzo and 612 Scaglietti; big peak horsepower numbers arent the key statistic. Neither is the equally unimpressive peak torque number which is nearly the same as the 575s. What is impressive is how much progress Ferrari has made in expanding the power curve of the 599GTBs motor relative to the older V12s. The torque curves according to the dyno charts Ferrari provided us, is much flatter and wider, making good torque over a wide power band. Keep in mind the 599GTB does not have a variable length intake systems and these broad power bands are produced without varying intake runner length. The 599GTBs motor does have dual variable cam timing. Another important improvement of previous the previous line of V12 engines is that there are not longer timing belts, like the F430 this engine uses timing chains. The 599GTBs engine, although based on the Enzo design, shares no parts with the Enzo motor, only similar configuration. The intake system, block and cylinder head designs are all unique to the 599GTB. When driving the car, you immediately notice how versatile the engine is, you can comfortably drive the car around in 2nd and 3rd gear without lugging the motor. The motor pulls strong from any part of the RPM band. Once you start shifting at redline with WOT throttle you really need to be sure that you completely focus on driving, because the car eat up large sections of road in a hurry. The only other car Ive driven recently that had this kind of wide and flexible power band was the Ford GT with its supercharged V8. Transmission Only F1 transmission 599GTBs were available to drive. The new F1 Superfast transmission was very quick with crisp clutch engagements, gone is the lazier flair shifting found on some of the earlier F1 cars. As fast as the shifts are, you dont get the impression you banging gears, even at wide open throttle(WOT) shifts, the timing of clutch, shifts and engine timing are near perfect. Downshifts were also crisp and perfectly rev matched. I am satisfied that F1 technology and programming has come along far enough that one can indifferent to whether their driving a F1 or 6-speed manual. Suspension There has been a lot of hype around Ferraris application of pre-existing magneto-rheological suspension dampening system (SCM) , however the jury is still how on how well this is going to work in practice. Although the concept has been proven to be durable and applied with some degree of success by Delphi Automotive on several other vehicles, Im not sure that traditional high performance fluid dampening suspension system theory has fully merged with new with the limitless potential magneto-rheological technology provides. In laymans terms, although an impressive technology, I dont believe the full potential has been realized on a high performance application like the 599GTB, since an SCM system is infinitely variable it will only perform as effectively as the computer maps and algorithms the engineers develop for it. From the seat of the pants perspective the 599GTBs offers an excellent compromise of comfort and performance, but at the expense of road feel and predictability. The semi-active nature of the 599GTBs suspension system is in a constant state of adjustment and re-adjustment which feels unpredictable to those of us used to cars like the F430 or even older more firmly sprung 550 Maranellos or Fiorano Package 575Ms. The latter certainly dont offer the flexibility of the 599GTBs approach, but they do offer a large degree of predictability and consistency. Additionally based on my brief experience in the 599GTB on the autocross course and on a short track session, the car is spring too soft. The car does seem to exhibit noticeable amount of body roll, dive, and squat both from the perspective of the driver and a spectator watching from the outside. A stiffer swaybar and spring package, along with the appropriate adjustments in the SCM suspension dampening maps should cure this. Lastly the steering response and feedback was too numb compared to earlier cars, the 599GTBs has the same over-boosted feel that the 612 Scaglietti has, almost as though the car doesnt have an aggressive enough alignment on the front, too much power steering boost and too slow a ratio steering rack. Traction Control System To Ferraris credit, the traction control system on the 599GTB is very impressive. Gone are the days of abrupt correction and interference when the driver does something silly with the controls. Instead the 599GTBs traction control system is so progressive and subtle in its application that it is hard to tell the moment when control has shifted from driver to the computer. In Race mode the computer will even let you carry very slight power over-steer on corner exist, trimming back your throttle input just the right amount to maintain a nice composure. The only criticism one could levy on the traction control system is that it works too well, when you combine all the technology of the suspension system with the sophisticated traction control system- as you approach the limits of the vehicle it isnt quite clear if your driving the car or if it is driving you. For experienced drivers it will be a challenge to find the limits of the 599GTB and drive around the pre-determined maps designed into all the vehicle dynamic and control systems. If youre like me, you may just decided to switch the Minettino to CST Off and take personal responsibility for keep car moving in the desired direction. Tires Ferrari and Pirelli made a point of mention the new tire technology and tire compounds developed for use on the 599GTB, and the tires did work very well considering they were DOT street tires, but considering the very low tread wear rating index of 40-60, the new Pirellis are therefore comparable DOT approved Hoosier road racing slicks we commonly use on open-track days, which also have tread wear ratings near 40. Dont expect to get a lot of miles out of these tires, during the 3day training event both cars got new tires at the end of the second day. My hypothesis is that the softer Pirelli tire compounds should be credited for making a substantial contribution to the 599GTBs improved performance numbers- in other words if these same tires were installed on a 575M, the performance differential between the two cars would narrow. Conclusion What is most impressive about the 599GTB is not the performance stats, but how user friendly Ferrari was able to make a car with this kind of performance potential. The combination of light and stiff aluminum space frame chassis with forgiving suspensions and traction control system make, and a very versatile V12 power plant, make the 599GTB an easy car for almost anyone, regardless of skill level, to control effectively. In this respect, the 599GTB is the most balanced Ferraris made. However, for those drivers with more experienced, disciplined, and smoother style of driving, a more aggressive set up would be preferred. Id like to see a Fiorano or GTS/GTC performance handling package offered on the 599GTB and the steering feel improved.
On to some detail shots...Rosso Corsa with Challenge Wheels and CCM brakes. Also note how nice and flush the front parking sensor mount on the 599GTB... Image Unavailable, Please Login
Girgio Silverstone with Biege Interior... Standard wheel options, steel brakes. Image Unavailable, Please Login
Standard seat back option, what the seat backs look like if you don't order "rear seat backs in leather." Note the seat inserts are the "standard canneloni" style. Image Unavailable, Please Login
Carbon on dash...not exactly sure which options are illustrated in this pic if any... Image Unavailable, Please Login
Drivers seat control...keep in mind even if you don't order the "Recaro" option, the standard seats are still made by Recaro. Note seat memory and lumbar support controls. Image Unavailable, Please Login
Shields...see what I mean about quater panel getting a little crowded... Image Unavailable, Please Login
The business end...nice low profile...and lighter than the previous power plants. Note how much more simplied the engine bay is compare to 575/612, a lot fewer vacuum lines and mess. Image Unavailable, Please Login
Don't worry the tips look better than the F430's, more in the same vain as the 360 Challenge Stradale...not the nice flush mount park sensors rear... Image Unavailable, Please Login
Nice post, thanks. I love the car but still don't care for the rear quarter panel angle. Otherwise, a homerun imo. Also agree the shields seem to really crowd the front air strakes. With all the different styling cues going on already, i would skip the shields. I was suprised a bit by the size of the cabin, seemed to me a bit smaller than the 575, esp. the rear shelf. I want one.
I believe this is the first really negative report on the performance of the 599 that I have seen, except for the sniffing of Tiff Needell in the 5th Gear video report which I attributed to Schumacher's failure to come up and shake his hand as Tiff departed the paddock. This report is all the more remarkable in that it comes from a paid representative of the company. We are told that the company, in essence, misrepresented the engine as a detuned Enzo, since it shares no common parts. If so, he comes close to directly contradicting statements that appear in a just published hardcover promotional book on the 599 from Ferrari SPA. As for the ride, one gets the sense that the car is constantly, uncomfortably and unpredictably readjusting its suspension and that is has a flouncy, "boulevard ride" like an old Caddy in need of new shocks. Were these the comments those of an outside observer and third-party reviewer, I would find them a helpful, critical assessment of the car's strengths and weaknesses. Indeed, I was surprised to read them given the near universal acclaim the car has received. Coming from one of Ferrari's own, the report is remarkable.
Don't worry. After having driven the car for about 600km I can only conclude: the 599GTB (as most cars) has some disadvantages. However, in summary, the 599GTB is a very remarkable car - I look forward to receiving mine
How many cones did you hit in the slalom? I was there too and I came away with a different impression. You can feel the suspension firm up as you attack the slalom, true the electronics cut in too much, but that is why you have the manettino.
I didn't read it as negative, per se.... I read this as his honest first impression. More time with the car, and fiddling with the electronics might correct the "soft" feeling he refers to. I gotta say, I've got my doubts that all the new technology in these f-cars will last beyond the warranty period.... time will tell with this one. But I can also already see Ricambi selling a conventional suspension conversion kit 5 to 10 years from now. Just as people sell active suspension replacement kits for the Range Rovers from the late 90's. Anyway, great write up. Thanks!!!
