Leiters is OUT ! End of the V12?

Perhaps, in some alternate reality where Enzo Ferrari builds electric motors and battery packs, sure, anything is possible.

Otherwise, where did you find any reference whatsoever to Piero Lardi Ferrari speaking to his father's ability to make electric race cars that dominate liquid fuel combustion cars and how would that be any less conjecture than anyone else? Nevermind that, in reality, electric race cars lose to combustion race cars. Please provide that link you imply has occurred. Please realize that electric cars were an option for Enzo even in his youth, but, it was apparently not sufficiently interesting to him to pursue...or so it would seem...

 

@512tr1992 @wrxmike

another story link with some different details:
https://pledgetimes.com/ferrari-increasingly-digital-the-new-organization-is-underway-formulapassion-it/

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Some analysis here...

First, I believe it is not possible that "Davide Abate" is a replacement for Michael Leiters. I am not sure how the Quattroruote came to that conclusion.

Here is what I find on Davide Abate:

First, from Ferrari January 10, 2022 press release:
Davide Abate will take over the reins of the infrastructures (Chief Technologies & Infrastructures Officer), in order to align and optimize the relationship between development and production, improving processes. Abate has been with Ferrari since 2012, and was already Head of Technologies.

Second, from Ferrari Magazine:
https://www.ferrari.com/en-QA/articles/60-years-of-mid-engine-masterpieces-ferrari-sf90-chassis?amp=true

It’s yet another groundbreaking facet of the SF90 Stradale, the most technically dense road car that Ferrari has ever made. ‘There are over 1000 more components than there are in the F8 Tributo, yet this car has the same length and wheelbase,’ says Davide Abate, Head of Technologies.

The SF90 Stradale’s ‘body-in-white’ is the first of a new spaceframe family. Over time, there will be three Ferrari sharing some of the SF90 Stradale’s modular hardware, although this model is the most complex of the trio. To this end the body ‘uses new materials to push performance to the maximum,’ Abate explains.

‘We use cold joining solutions rather than welding, for strength, the SF90 Stradale featuring no less than 420 of these rivet-bonded connectors, which is over 50 per cent more than for the F8 Tributo,’ explains Abate. This is complemented by some 30 metres of welding to produce a bodyshell that is 40 per cent stiffer in torsion and 30 per cent stiffer in bending than the F8, making it the stiffest-bodied regular Ferrari production car yet.

To me, it is obvious that Davide Abate is an engineer whose recent focus as been on materials/composites, absolutely nothing to do with designing engines. Therefore, in my opinion, he is NOT a replacement in any manner for Michael Leiters.

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Additional analysis from simple web searches:

Gianmaria Fulgenzi

From Ferrari press release;
Gianmaria Fulgenzi will be in charge of product development (Chief Product Development Officer); has been working for Ferrari since 2002, with a career that developed between production and Sports Management, where he was in charge of the supply chain.

>>BACKGROUND:
In 2001, he moved to Piaggio Aero as head of Industrial Engineering and two years later he moved to Ferrari has head of Mechanical Technology,
before managing the Foundry department as from 2006. From there he transferred to the Engine area, overseeing all phases of production of the Ferrari
and Maserati engines. Two years later, he was Product Development Team Leader, with the task of managing every detail of the design of the road going cars.

From 2015 to 2019 he was Head of Rear Engine Car platform, overseeing the design of rear-engined cars, initiating and following the development of the road-going SF90.

At the start of 2019, he was appointed Head of Supply Chain for Scuderia Ferrari, ensuring the supply of components, in budget, of the right quality and on time. He also researched the best possible technologies and production processes, aimed at reducing component production time, while improving quality at the best possible cost.

In my opinion, if any individual could be considered a replacement for Michael Leiters it is Gianmaria Fulgenzi, but, even then, not a lot of recent focus on engine development (i.e. managing Supply Chain)

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Ernesto Lasalandra

he was appointed Chief Research & Development Officer: like Vigna, he too comes from STMicroelectronics, where he was the general manager in the same sector. It will bring over 20 years of ‘electronic’ experience to the Maranello automotive format. His deputy will be Philippe Krief, formerly of Ferrari.

>>BACKGROUND:
https://ieeexplore.ieee.org/author/37301058400
Ernesto Lasalandra received the M.S. degree in electronic engineering from the University of Pavia, Pavia, Italy, in 1997. Since 1998, he has been with STMicroelectronics, Milan, Italy, where he is currently the Product Development Director. His interests are in the design of analog integrated circuits for microelectromechanical systems

MEMS is a chip-based technology, known as a Micro Electro-Mechanical System.

http://2016.sensorapps.org/sites/2016.sensorapps.org/files/SAS-2016_program_v12-web.pdf
Dr. Ernesto Lasalandra, STMicroelectronics
Topic:
The sensor world beyond Motion MEMS
Abstract:
From the Nintendo Wii—arguably the first mass consumer-market product enabled by MEMS and Sensors—to Smartphones, which have been the most recent high-volume driver of MEMS and Sensor adoption, we have seen dramatic growth and change in the marketplace. Still, while we’re far from exhausting the potential of existing MEMS in existing and derivative applications, the best is yet to come. The next wave of MEMS development is moving toward actuation and, while the ripples from these beautiful little machines have been building slowly for years, as they converge with those from the Internet of Things, the ride is about to get more exciting! Some examples of what we are seeing as first applications include tiny mirrors that enable people to interact more naturally with technology, smaller, faster autofocus solutions for cellphones and new types of printheads for 3D printing - and this is just the beginning.

Speaker Biography:
Ernesto Lasalandra was born in Broni, Italy, in 1972, and graduated with a degree in Electronic Engineer from the University of Pavia, Italy. He joined STMicroelectronics in 1998 in the team that started the MEMS adventure. In few years under his technical guidance on MEMS design and electronic design ST three axis accelerometers and three axis gyroscopes changed the user interfaces world.
Ernesto has piloted successful stories with microphones, magnetic sensors, environmental sensors, mirrors, actuators and touch sensors. He has numerous papers and publications on MEMS area.
Currently he is Analog & MEMS Group R&D General Manager.

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Philippe Krief
Apparently a great Chassis Engineer:
From November 2015:
https://www.carmagazine.co.uk/features/car-culture/ten-good-men-and-giulia-car-november-2015/
Philippe Krief, the Ferrari chassis engineer responsible for the Ferrari 458 Speciale. I feel I need to add a few exclamation marks in now, just for effect: !!!!!!!!
<...>
Krief is told to assemble a crack squad of just ten people, to hide in a secret location and create the perfect Alfa sports saloon for the 21st century. Talking to CAR as Giulia was first unveiled back in June, Krief described the process: ‘I called them one by one, like Mission Impossible: you choose your guy, you call – okay, they come! I called one guy in Australia, who had worked with me and quit the company. Three years later he’s working in Australia for another car maker, I call him and say, “What do you think?” And he says “I’m your man”’.

########

Andrea Antichi

was appointed Chief Manufacturing Officer; he was previously Head of Vehicle, and has been with Ferrari since 2006.

actual previous title "Head of vehicles assembly"
https://www.ferrari.com/en-QA/articles/60-years-of-mid-engine-masterpieces-ferrari-sf90-chassis?amp=true

The installation is complex, as Andrea Antichi, Head of Assembly, explains: ‘Structural glue is applied automatically to each individual car. The carbon fibre panel is then secured with bolts, each one tightened to specific torque figures.’ The bolts are attached by hand, and then checked not only for the correct torque but for the angle at which the bolts enter their holes.

 

here is the english translation:

The Ferrari launched the new organizational structure announced shortly before Christmas with the exit of some important managers like the Chief Technology Officer, Michael Leiters, and the production manager Vincenzo Regazzoni. The reorganization, according to the Maranello company, is consistent with the "strategic objectives of enhancing the exclusivity of the brand, enriching the excellence of the product, remaining faithful to its sporting DNA and focusing on carbon neutrality by 2030". Furthermore, the new structure "will further stimulate innovation, optimize processes and increase collaboration, internally and with partners, expanding the leadership team through the promotion of internal talents and the strategic inclusion of certain skills". “We want to push the boundaries further in all areas, using technology in a unique and Ferrari-unique way. The new organization will improve our agility,

Product development and R&D . The reorganization, in particular, provides for the creation of some functions directly reporting to Vigna. In fact, the "Product Development and Research & Development" department was born, which will have the task of creating the Ferrari cars and will be entrusted to the leadership, as Chief Product Development Officer, of Gianmaria Fulgenzi (in Maranello since 2002 and most recently Head of Supply Chain della Gestione Sportiva), and, as Chief Research & Development Officer, of Ernesto Lasalandra, who joins Ferrari after more than 20 years of experience at STMicroelectronics, the multinational microelectronics from which the same Vigna comes. Lasalandra will have veteran Philippe Krief as deputy

Digital and technologies . In addition, the new "Digital & Data" function was created, with the task of accelerating the digital transformation of the Emilian company. It will be led, in the role of Chief Digital & Data Officer, by Silvia Gabrielli, in Ferrari since 2019 but with a past at Microsoft. To strengthen the alignment between the development and production of the cars and ensure maximum collaboration throughout the entire process, the "Technologies & Infrastructures" function was created: it will be led by Davide Abate, former Head of Technologies and at Ferrari since 2012. Abate essentially replaces Michael Leiters.

Purchasing and production. Another executive arrives from STMicroelectronics. This is Angelo Pesci, appointed Chief Purchasing & Quality Officer and head of the function of the same name. Andrea Antichi, current Head of Vehicle and at Ferrari since 2006, was appointed Chief Manufacturing Officer and number one in production activities, a role held by Regazzoni until a few weeks ago. Finally, the "Internal Audit and Compliance" function will be led by Marco Lovati as Chief Internal Audit Officer and by Sabina Fasciolo in the role of Chief Compliance Officer. No changes are foreseen for the other functions and for the respective managers: Brand Diversification (Vigna ad interim), Communication (Charlie Turner), Design (Flavio Manzoni), Finance & Services (Antonio Picca Piccon), Sports Management (Mattia Binotto) ,

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My comment: if "Davide Abate" truly replaces Michael Leiters, it is shocking that Davide's role is within the 'Digital and technologies' group lead by an ex-Microsoft Silvia Gabrielli (Digital Transformation Advisor – Microsoft):

additional bibliography:
https://dblp.org/pid/57/3599.html

 

Oh, I see, there is no such quote. Thank you.

Forget the 'future', here is the reality:

https://tinyurl.com/yckpy5v7
1987: Ferrari F1/87
Power: 880 bhp
Weight: 540 kg / 1,191 lb
Top Speed: 330 km/h (205 mph)

https://www.fiaformulae.com/en/discover/cars-and-technology
2021: Formula E 'gen 2'
Power: 250kW, equivalent to 335bhp
Weight including driver: 903kg (battery 385kg)
Top Speed: 280km/h (174mph)

- - -
Even with 34 years of 'advancement', Formula E is completely pathetic compared to a 1987 Ferrari F1 car !

So, I conjecture Enzo Ferrari would have no desire for that.

- - - -
Recent Formula 1 specs are a little more difficult to glean, but, in general, F1 is all about "conforming to the rules" and 'hybrid' brings WEIGHT, the enemy of racing...but, comply they must...

Ferrari SF21:
https://www.ferrari.com/en-EN/formula1/sf21-reveal
WEIGHT INCLUDING WATER, OIL AND DRIVER: 752 KG

MB_AMG F1:
https://en.wikipedia.org/wiki/Mercedes_AMG_F1_W09_EQ_Power+
Weight: 733kg
Power: Up to 1000hp (750Kw)

HONDA top speed: 397.36km/h (246.9mph)
https://www.autosport.com/f1/news/how-fast-is-an-f1-car-top-speeds-of-f1-indycar-motogp-and-more-4980734/4980734/

- - - - -
So, the 1987 Ferrari F1 specs above probably does not include driver weight, let's presume the driver adds 80kg (probably less), that would put the 1987 'all in weight' at 620kg, so 'modern' F1 cars are +100kg, much lighter body composites, battery and electric motor, better transmission, and, apparently a much speedier top speed. No doubt Ferrari would conform to the rules and find a way to win, but, without a doubt, would stay completely away from Formula E (all electric) as it is not a winning formula (weight+low power+etc).

 

https://www.claudiachiari.com/en/centro-dino-ferrari-excellence-magazine-toward-goal-excellence/

 

Tesla first EV?
History has a different result
https://www.caranddriver.com/reviews/a32944084/tested-1997-general-motors-ev1-proves-to-be-the-start-of-something-big/

More?
https://www.inverse.com/article/9793-

And, as previously posted in this thread to @paulchua
https://www.ferrarichat.com/forum/posts/148296050/
here:
https://www.energy.gov/articles/history-electric-car