mini_cooper4
Autotechnik Ace
1500euro and a gain to 875HP ????
It cannot be only the ECU and even so it would be costly...
It cannot be only the ECU and even so it would be costly...
The Ferrari FF is a grand touring car produced from 2011 to 2016. The successor to the 612 Scaglietti, the FF (whose name is an acronym for "Ferrari Four") is a three-door shooting brake. Development of the FF began in 2007, and it debuted at the Geneva International Motor Show in March 2011; production started in the same month in Maranello, Italy. The FF shares parts, mainly the engine, with the F12berlinetta, which was introduced one year after the FF.
Bridster
Oversteer Expert
I am not sure this video is that epic. He seems to be driving quite slowly. And he is: in the latest AMS there is a [POST=559856]winter 4x4 test/comparo[/POST] in which the FF is doing pretty okay (first in acceleration and absolutely destroys the other supercar - the Aventador in everything else as well. Even though to be fair, the Aventador has the widest rubber there and, in contrast to the FF, doesn't have a snow/ice traction control preset) but is only fifth around a track (snow) and is beaten even by the Skoda Yeti, which is not exactly something to write home about, or indeed make videos about. So, yeah, but you might still think that being almost as good as some of the "non-supercar" cars on the snow is quite solid. Hmm, it is, I guess, but let's not forget that you still don't get the ground clearance so it's still all but useless on snowy roads that haven't been properly prepared in advance.
The video is epic because it
1) shows a former world rally champion throwing a quarter-million euro Ferrari around a snowy road with hardly anymore care than if it were a Skoda Yeti; if he's pulling back, it doesn't look like by much
2) the sound of that snarling, growling V12 as he's feathering the throttle
3) it looks bad-ass, low, sleek, almost predatory.
None of this applies to that test with the Skoda you're talking about. Whether the Skoda is faster at the hands of some journalists on some snow track makes this video no less bad-ass. Unless you have a queer obsession with on-paper numbers.
1) shows a former world rally champion throwing a quarter-million euro Ferrari around a snowy road with hardly anymore care than if it were a Skoda Yeti; if he's pulling back, it doesn't look like by much
2) the sound of that snarling, growling V12 as he's feathering the throttle
3) it looks bad-ass, low, sleek, almost predatory.
None of this applies to that test with the Skoda you're talking about. Whether the Skoda is faster at the hands of some journalists on some snow track makes this video no less bad-ass. Unless you have a queer obsession with on-paper numbers.
Bridster
Oversteer Expert
It would be a lot less bad-ass if some journalist in the Yeti overtook the FF just as the former world rally champion was throwing it around amidst the sound of that snarling V12. It would be ridiculous, in fact. Ferraris are all about the performance and the speed so presenting some driving (with music and everything 
) as special while you know that almost any other car could do the same, kind of spoils it. But I wouldn't even mind that or respond if I got from it any feeling of speed or danger. Which I didn't. He was so slow around the corners that I automatically expected following cuts seconds before they happened and, frankly, it looked so timid that if he crashed he might not even scratch the paint. Now compare that to any snow rally video. The only reason this video has any aspirations of epicness is because there is a Ferrari in it.
And come to think of it I can't remember any promotional video from any manufacturer that was epic. Most definitely not the video of Balboni sliding the LP670-4 around hard enough to chip a piece of the road
. It's all just showing-off, something calculated to look good. And this video is not even doing that very well.
) as special while you know that almost any other car could do the same, kind of spoils it. But I wouldn't even mind that or respond if I got from it any feeling of speed or danger. Which I didn't. He was so slow around the corners that I automatically expected following cuts seconds before they happened and, frankly, it looked so timid that if he crashed he might not even scratch the paint. Now compare that to any snow rally video. The only reason this video has any aspirations of epicness is because there is a Ferrari in it.And come to think of it I can't remember any promotional video from any manufacturer that was epic. Most definitely not the video of Balboni sliding the LP670-4 around hard enough to chip a piece of the road
. It's all just showing-off, something calculated to look good. And this video is not even doing that very well.Tell me, what speed was he traveling at? Proof??It would be a lot less bad-ass if some journalist in the Yeti overtook the FF just as the former world rally champion was throwing it around amidst the sound of that snarling V12. It would be ridiculous, in fact. Ferraris are all about the performance and the speed so presenting some driving (with music and everything
And come to think of it I can't remember any promotional video from any manufacturer that was epic. Most definitely not the video of Balboni sliding the LP670-4 around hard enough to chip a piece of the road
Any snow rally video...ok, so you're going to compare a guy who might be in his 60's by now in a road-biased car having fun in the snow against guys half his age with cars practically purpose-built by race teams for the purpose of racing against the clock, and who have navigators to call out the course ahead and are probably on studded snow tires? What exactly is your point? That purpose-built rally cars are faster? Well, duh! I'm pretty sure NASCAR cars are faster around an oval than an FF. Doesn't mean it wouldn't still be hugely entertaining to see an FF getting loose on an oval.
If Ferraris are only about speed and performance, then why is their current lineup 100% naturally aspirated? It hadn't occurred to Ferrari that they could get more performance from forced induction, or equipment delete packages ala GT2 RS and Viper ACR? If you hadn't noticed, this Ferrari is packing an extra pair of seats.
BS that the only reason is because it's a Ferrari. I mean, who (besides you) would give a flying crap if a journalist passed him in a Yeti? It's like that "race" on track by Clarkson/May/Hammond in the SLS, 458, and GT3 RS: I can't even remember who won the race (don't much care), but the scenes of Clarkson powersliding in the Merc were a crapload more interesting. So go ahead and have fun with your "epic" on-paper mag stats. And as you say, nobody cares to shoot video of a Yeti powesliding through the snow. But people do care when cars like the FF or Lamborghinis are used in this way. It's probably because Yetis are boring as fck by comparison.
You think, say, a McLaren MP4-12C could do the same?Ferraris are all about the performance and the speed so presenting some driving (with music and everything
No feeling of danger...let's pretend that he did not get the back end perilously close to the snow banking @ 0:55 nor the nose just inches from the snow bank apex while 4-wheel drifting @ 1:26.
Teamspeed.com forum administrator has posted a review from a contributing editor.
"Teamspeed First Drive: 2012 Ferrari FF
We take the new Family Ferrari for a stroll in its natural habitat
Text by Jesse Taylor - Teamspeed.com contributing editor
You get the feeling that with the FF, Ferrari is keen to reverse the lack of respect or adulation its four-seater models have been afforded in the past compared with its leaner, meaner two-seat sports cars. Take a look at what’s been thrown at the FF: a thumping 6.3-litre V12 producing 486kW that will power it to a top speed of 335km/h, hitting 100km/h in 3.7 seconds along the way; a compact AWD transmission incorporating a seven-speed dual-clutch transaxle with an almost independent module for the front wheels. Multi-link rear suspension replaces Ferrari’s usual double wishbones for ride comfort as well as handling precision. And there are massive carbon-ceramic disc brakes to haul the FF’s all-alloy body down from 100km/h in 35 meters.
The list of technical specifications goes on, but one other thing is clear. Faced with a growing band of rivals such as the user-friendly four-doors introduced by Porsche and Aston Martin – a body style Ferrari has vowed to never produce – the FF also has enough space under that unusual shooting brake bum to swallow a decent amount of luggage and two rear seats big enough to accommodate adults in, if not sprawling elegance, certainly more than superficial comfort.
The futuristic styling melds Klingon spaceship with a touch of Volvo practicality. Styling has split my office down the middle; long-time Ferrari fans have expressed dismay at the "toothy" grille but overall I really like it. The jeweled headlights and flashy grille do make color choice critical and I'd suggest the various reds on offer aren't the way to go. Instead, silver, grey, midnight blue and black work best in my humble opinion. An all-black example, with black wheels and blacked out grille was leaving the factory the last time I was there. Before you ask, Ferrari insisted I not take photos of this stunning FF as the owner is a “very well-loved and private friend of the brand”. The stern warning came with a suggestion that the owner might be of Eastern European extraction and not one to take unwanted publicity well. I dared not push my luck.
To achieve the greatness missing from forebears such as the 612 Scaglietti, the FF also needs uncompromised performance, handling balance and the kind of exuberant razzmatazz that makes Ferraris what they are. After driving the FF both on its home soil in the snow-covered Dolomites in north-eastern Italy, and in my native Australia, there’s no doubting it’s got all that and much, much more.
First up, there’s the noise. Not only does the exhaust bark angrily from the moment the starter button is pushed, then bellow and howl as the engine scales its 8500rpm rev range, but there are a couple of tubes that transmit from the air box to the cabin to make sure occupants miss none of the snuffling induction roar.
The 6.3-litre V12 itself is a masterpiece. Although a development of the engine from the 612, there’s very little of the older engine left. With a 94.0mm bore and 75.2mm stroke, the engine is decidedly over-square which adds to its ability to rev to 8500rpm. Producing 486kW at 8000rpm, it’s actually a single kilowatt more powerful than the Enzo. Yes, it is powerful enough to imbue stunning performance in the five-meter, 1880kg FF, but sheer acceleration is only half the story. Peak torque of 683Nm arrives at 6000rpm, suggesting that, despite its brawny capacity, the 6.3-litre V12 is designed for peaky top-end power. Don’t believe it: 502Nm of that is available from as low as 1000rpm and the result is an uncanny elasticity of delivery in almost any gear, from anywhere in the rev range. The result is a crescendo of performance, and with seven ratios accessed via the huge right-hand shift-paddle and blindingly quick double-clutch gearshift, it just never seems to stop.
Ferrari engineers started work on what was to be the FF’s 4RM (Ferrari’s name for its 4WD system) back in 2004. The engineering approach to driving all four wheels is unique, thanks to a desire to mount the V12 engine behind the front axle line and the need to incorporate a rear-mounted transaxle to maintain a rearward weight bias for the car. So instead of an Audi-like solution, with a conventional gearbox position, center diff and prop-shaft taking torque forward, they went a different route. The key is the FF’s Power Transfer Unit (PTU) which is crankshaft driven off the front of the engine, and powers the front wheels when rear traction is lost. For anyone familiar with farming equipment, it’s similar in principle to the Power Take Off (PTO) found on many tractors. It acts in tandem with torque delivery to the rear wheels without being connected to them, managing the differential between engine and (front) wheel speeds, and also uses a pair of independent multi-plate clutches to direct torque to either front wheel. The result is a lightweight 4WD system, with the retention of a mid-front engine placement and a 47/53 front/rear weight balance.
Torque is channeled to tarmac via a complex array of electronic and mechanical traction aids. The rear mounted transaxle has Ferrari’s E-Diff to apportion torque left to right or, depending on the slipperiness of the surface, the 4RM comes into play, distributing torque to either or both front wheels. Stability and traction control are also activated, depending on what setting has been chosen by the driver on the GT Manettino on the steering wheel. The options are Comfort for normal driving, Sport for a bit more latitude, ESC Off, or two special programs for wet or icy roads.
It all works brilliantly. And no wonder, the system was developed with input from Finnish rallying God Markku Alen. Any doubts that this, Ferrari’s first all-wheel-drive model, might suffer from nose heaviness or understeer are quickly dispelled, which is not too surprising given it operates as a rear-driver the majority of the time.
On the snow fields atop the Dolomites you could push the FF into understeer if you were too early or aggressive with the throttle, or attempted to carry too much pace into the corner. But if you don’t drive like a muppet, the FF simple carves a neat path. On the sinuous and, in places, still icy roads nearby, the FF showed it takes a very tight corner and a slippery surface to kick the rear-end loose under power. Almost before driver reactions could intervene, the front end pulled everything together without interrupting forward momentum. It’s so good, you hardly notice.
The steering is deliciously well-weighted despite being surprisingly light and the automated gearshifts are crisp and direct. Perhaps the FF’s best trick is that, despite being monumentally quick, it is also effortless. The gearbox works like a good, conventional automatic when switched to set-and-forget mode, and the ride comfort is brilliant. Bump absorption and body control aren't just acceptable for a performance coupe on 35-series low-profile tyres, they're better than that of many German sedans. Credit for this must go to the multi-link rear end and the third generation of Ferrari’s magnetic dampers, but you can’t help thinking there’s a little black magic involved too.
Lift the tail gate (annoyingly, the boot release is in the cabin) and there’s a reasonable amount of load space. The rear seat is split 40/20/40 and although only the outer sections fold flat, this is clearly more utility than Ferrari has ever offered in a GT.
Rear legroom requires a compromise with front seat position, but headroom under that extended roofline is good enough for a 1.8-metre passenger. There are no airbags for rear head protection; Ferrari says thanks to the strength of the FF’s spaceframe, they’re not needed.
From the driver’s seat it’s a mixture of business and luxury. Steering column stalks have been eliminated to accommodate the shift paddles, meaning indicators are buttons on the steering wheel and the headlight dial is totally hidden somewhere behind. The best thing about the wheel is that it seems to have been nowhere near a styling studio for smooth looks: the Manettino, engine starter, damper selection and indicators are there to be seen and used.
It’s details like these, along with the obvious depths of engineering that have gone into all facets of the FF – engine, drivetrain, suspension, packaging and yes, even styling – that show how serious Ferrari is about its new four-seater. To drive, the FF is a stunning combination of speed, balance and comfort. It is an achievement that’s every bit as impressive as the iconic two seaters such as the 599 GTB and 458 Italia, and possibly more so given its greater spread of abilities."
Teamspeed First Drive: 2012 Ferrari FF - Teamspeed.com
"Teamspeed First Drive: 2012 Ferrari FF
We take the new Family Ferrari for a stroll in its natural habitat
Text by Jesse Taylor - Teamspeed.com contributing editor
You get the feeling that with the FF, Ferrari is keen to reverse the lack of respect or adulation its four-seater models have been afforded in the past compared with its leaner, meaner two-seat sports cars. Take a look at what’s been thrown at the FF: a thumping 6.3-litre V12 producing 486kW that will power it to a top speed of 335km/h, hitting 100km/h in 3.7 seconds along the way; a compact AWD transmission incorporating a seven-speed dual-clutch transaxle with an almost independent module for the front wheels. Multi-link rear suspension replaces Ferrari’s usual double wishbones for ride comfort as well as handling precision. And there are massive carbon-ceramic disc brakes to haul the FF’s all-alloy body down from 100km/h in 35 meters.
The list of technical specifications goes on, but one other thing is clear. Faced with a growing band of rivals such as the user-friendly four-doors introduced by Porsche and Aston Martin – a body style Ferrari has vowed to never produce – the FF also has enough space under that unusual shooting brake bum to swallow a decent amount of luggage and two rear seats big enough to accommodate adults in, if not sprawling elegance, certainly more than superficial comfort.
The futuristic styling melds Klingon spaceship with a touch of Volvo practicality. Styling has split my office down the middle; long-time Ferrari fans have expressed dismay at the "toothy" grille but overall I really like it. The jeweled headlights and flashy grille do make color choice critical and I'd suggest the various reds on offer aren't the way to go. Instead, silver, grey, midnight blue and black work best in my humble opinion. An all-black example, with black wheels and blacked out grille was leaving the factory the last time I was there. Before you ask, Ferrari insisted I not take photos of this stunning FF as the owner is a “very well-loved and private friend of the brand”. The stern warning came with a suggestion that the owner might be of Eastern European extraction and not one to take unwanted publicity well. I dared not push my luck.
To achieve the greatness missing from forebears such as the 612 Scaglietti, the FF also needs uncompromised performance, handling balance and the kind of exuberant razzmatazz that makes Ferraris what they are. After driving the FF both on its home soil in the snow-covered Dolomites in north-eastern Italy, and in my native Australia, there’s no doubting it’s got all that and much, much more.
First up, there’s the noise. Not only does the exhaust bark angrily from the moment the starter button is pushed, then bellow and howl as the engine scales its 8500rpm rev range, but there are a couple of tubes that transmit from the air box to the cabin to make sure occupants miss none of the snuffling induction roar.
The 6.3-litre V12 itself is a masterpiece. Although a development of the engine from the 612, there’s very little of the older engine left. With a 94.0mm bore and 75.2mm stroke, the engine is decidedly over-square which adds to its ability to rev to 8500rpm. Producing 486kW at 8000rpm, it’s actually a single kilowatt more powerful than the Enzo. Yes, it is powerful enough to imbue stunning performance in the five-meter, 1880kg FF, but sheer acceleration is only half the story. Peak torque of 683Nm arrives at 6000rpm, suggesting that, despite its brawny capacity, the 6.3-litre V12 is designed for peaky top-end power. Don’t believe it: 502Nm of that is available from as low as 1000rpm and the result is an uncanny elasticity of delivery in almost any gear, from anywhere in the rev range. The result is a crescendo of performance, and with seven ratios accessed via the huge right-hand shift-paddle and blindingly quick double-clutch gearshift, it just never seems to stop.
Ferrari engineers started work on what was to be the FF’s 4RM (Ferrari’s name for its 4WD system) back in 2004. The engineering approach to driving all four wheels is unique, thanks to a desire to mount the V12 engine behind the front axle line and the need to incorporate a rear-mounted transaxle to maintain a rearward weight bias for the car. So instead of an Audi-like solution, with a conventional gearbox position, center diff and prop-shaft taking torque forward, they went a different route. The key is the FF’s Power Transfer Unit (PTU) which is crankshaft driven off the front of the engine, and powers the front wheels when rear traction is lost. For anyone familiar with farming equipment, it’s similar in principle to the Power Take Off (PTO) found on many tractors. It acts in tandem with torque delivery to the rear wheels without being connected to them, managing the differential between engine and (front) wheel speeds, and also uses a pair of independent multi-plate clutches to direct torque to either front wheel. The result is a lightweight 4WD system, with the retention of a mid-front engine placement and a 47/53 front/rear weight balance.
Torque is channeled to tarmac via a complex array of electronic and mechanical traction aids. The rear mounted transaxle has Ferrari’s E-Diff to apportion torque left to right or, depending on the slipperiness of the surface, the 4RM comes into play, distributing torque to either or both front wheels. Stability and traction control are also activated, depending on what setting has been chosen by the driver on the GT Manettino on the steering wheel. The options are Comfort for normal driving, Sport for a bit more latitude, ESC Off, or two special programs for wet or icy roads.
It all works brilliantly. And no wonder, the system was developed with input from Finnish rallying God Markku Alen. Any doubts that this, Ferrari’s first all-wheel-drive model, might suffer from nose heaviness or understeer are quickly dispelled, which is not too surprising given it operates as a rear-driver the majority of the time.
On the snow fields atop the Dolomites you could push the FF into understeer if you were too early or aggressive with the throttle, or attempted to carry too much pace into the corner. But if you don’t drive like a muppet, the FF simple carves a neat path. On the sinuous and, in places, still icy roads nearby, the FF showed it takes a very tight corner and a slippery surface to kick the rear-end loose under power. Almost before driver reactions could intervene, the front end pulled everything together without interrupting forward momentum. It’s so good, you hardly notice.
The steering is deliciously well-weighted despite being surprisingly light and the automated gearshifts are crisp and direct. Perhaps the FF’s best trick is that, despite being monumentally quick, it is also effortless. The gearbox works like a good, conventional automatic when switched to set-and-forget mode, and the ride comfort is brilliant. Bump absorption and body control aren't just acceptable for a performance coupe on 35-series low-profile tyres, they're better than that of many German sedans. Credit for this must go to the multi-link rear end and the third generation of Ferrari’s magnetic dampers, but you can’t help thinking there’s a little black magic involved too.
Lift the tail gate (annoyingly, the boot release is in the cabin) and there’s a reasonable amount of load space. The rear seat is split 40/20/40 and although only the outer sections fold flat, this is clearly more utility than Ferrari has ever offered in a GT.
Rear legroom requires a compromise with front seat position, but headroom under that extended roofline is good enough for a 1.8-metre passenger. There are no airbags for rear head protection; Ferrari says thanks to the strength of the FF’s spaceframe, they’re not needed.
From the driver’s seat it’s a mixture of business and luxury. Steering column stalks have been eliminated to accommodate the shift paddles, meaning indicators are buttons on the steering wheel and the headlight dial is totally hidden somewhere behind. The best thing about the wheel is that it seems to have been nowhere near a styling studio for smooth looks: the Manettino, engine starter, damper selection and indicators are there to be seen and used.
It’s details like these, along with the obvious depths of engineering that have gone into all facets of the FF – engine, drivetrain, suspension, packaging and yes, even styling – that show how serious Ferrari is about its new four-seater. To drive, the FF is a stunning combination of speed, balance and comfort. It is an achievement that’s every bit as impressive as the iconic two seaters such as the 599 GTB and 458 Italia, and possibly more so given its greater spread of abilities."
Teamspeed First Drive: 2012 Ferrari FF - Teamspeed.com
Cashmere
RPM Ruler
The higher, the better
[image no longer available]wp-content/uploads/2011/12/shut-up-and-take-my-rupees.jpg
Optional engine stop start function.
Yeah, they all do it, Porsche charges customers if they want the side mirror support painted.
Great video review, that FF sounds like an absolute animal, and it looks seriously fast on the road, so all in all it goes and sounds like a proper Ferrari, it doesn't quite look like one. I haven't seen one in real life yet but from all reviews this is the real deal. It is my type of car, I want mine in black, with grey wheels and red interior, something similar to this
http://teamspeed.com/forums/teamspeed-member-car-month/71569-member-car-month-april-2012-storybook.html
A little OT but if Steve is raving about the FF, then the F12 must be off the chart.
speed_kills
Diesel Dynamiker
The F12 and Aventador will be fun.
Taken at the Goodwood Festival of Speed, 2012.
Novitec Rosso Reveals Ferrari FF Exhaust-System
Our friends at Novitec have released a short video for it's new FF exhaust system and it sounds nothing short of fantastic. According to Novitec Rosso Power for the standard 6.3-liter 12-cylinder engine gets a nice little boost when the high-performance exhaust system gets paired up with ignition and injection remapping, which increases the redline to 8,200 rpm putting the total output at 702 hp, an increase of 42 hp.
Our friends at Novitec have released a short video for it's new FF exhaust system and it sounds nothing short of fantastic. According to Novitec Rosso Power for the standard 6.3-liter 12-cylinder engine gets a nice little boost when the high-performance exhaust system gets paired up with ignition and injection remapping, which increases the redline to 8,200 rpm putting the total output at 702 hp, an increase of 42 hp.
I like the FF really much. That was not my first reaction when it was revealed. I remember being shocked and sad for several days. But now I think it is a better car the the 612 Scaglietti, though the 456 GT probably is my favorite Ferrari GT ever.
Also, it looks like the FF has the best AWD for sport cars, better than Quattro and maybe even GT-R.
Also, it looks like the FF has the best AWD for sport cars, better than Quattro and maybe even GT-R.
Similar threads
Ferrari
Ferrari S.p.A. is an Italian luxury sports car manufacturer based in
Maranello, Italy. Founded in 1939 by Enzo Ferrari (1898-1988), the company
built its first car in 1940, adopted its current name in 1945, and began
to produce its current line of road cars in 1947. Ferrari became a public
company in 1960, and from 1963 to 2014 it was a subsidiary of Fiat S.p.A.
It was spun off from Fiat's successor entity, Fiat Chrysler Automobiles, in 2016.
Official website: Ferrari
Official website: Ferrari
