Home Ferrari Ferrari’s (NYSE:RACE) New SF90 Stradale HyperSuper Car, How it Works

Ferrari’s (NYSE:RACE) New SF90 Stradale HyperSuper Car, How it Works



FLASH: The Ferrari (NYSE:RACE) SF90 Stradale transfers recent advances of Scuderia Ferrari competition cars to the road.

Ferrari’s CTO, Michael Leiters, who was joined by Vittorio Dini, Head of Powertrain, and Matteo Biancalana, Ferrari’s aerodynamics chief to tell us how it works.

Ferrari road cars have always been the embodiment of the transfer of racing technology says Ferrari Chief Technology Officer Michael Leiters. “Our Top engineers from F1 and our road car department meet regularly to discuss technology developments, be it know-how, methodology, software or materials.”

Formula1 moved to hybrid architecture in 2014 in order to achieve higher levels of performance combined with a higher overall efficiency,” says CTO Leiters. “The quest for higher performance is what pushed the team to move towards a hybrid architecture on road cars. The SF90 Stradale incorporates a number of areas of development that are inspired by Ferrari’s F1 cars, including the extreme interpretation of Ferrari’s ethos of HMI [Human Machine Interface], with the driver’s hands always on the steering wheel.

Also derived from F1 is the “know-how that goes into the design of the combustion chamber and the MGUK [Motor Generator Unit, Kinetic], which is the rear electric motor connected to the thermal engine,” says Vittorio Dini, Head of Powertrain. “The SF90 Stradale’s MGUK and the brake-by-wire system, which is necessary to control the brakes and to allow energy recovery front and rear without compromising brake feeling and performance, were designed using experience coming from the track.

 “The rear electric motor has a transient response that is even faster than that of a combustion engine,” says Mr. Dini, “and can therefore offset the moment of inertia of the rotor.”

The electric motor reacts to throttle input faster than the gasoline engine, so there is no impact on the character of a Ferrari engine.

Musicality: we always apply the same design criteria for the exhaust manifold (equal-length exhaust runners) and tuning and we have maintained the thin-wall Inconel exhaust manifolds like in the 488 Pista and F8 Tributo,” says Mr. Dini. “Revviness and playfulness: all our engines are well known for their revvy nature and we always apply the same control strategies which we develop in-house and which we improve from model to model.

“The entire chassis/body-in-white is new,” says CTO Leiters. “We engineer our chassis with a multi-material, multi-technology approach to optimize weight and performance. In other words, we chose the best kind of material and the correct technology depending on the area of application. A good example is the use of carbon-fiber for the rear firewall, the front bonnet and front and rear bumpers. The body-in-white employs seven different kinds of aluminium alloy and four different manufacturing technologies, with the result that it is both lighter and stiffer than previous mid-rear V8 chassis.”

The Big Q: Does Stradale introduce new aerodynamic tricks?

To reduce turbulence along the car’s flanks,” says Mr. Biancalana, “the hot air flow coming off the front-mounted coolant radiators is channeled principally to the front under-body and the vents on the front bumper just ahead of the front wheels, while only a minimal percentage of air is evacuated into the front whee-larch. This lowers pressure in the wheel arches themselves, thereby also reducing the amount of turbulence along the sides and virtually fairing both the exposed section of the front wheels below the aerodynamic under-body and the outer section. This solution has the further advantage of preventing the hot air coming off the front-mounted radiators negatively impacting the inter-coolers. The front bumper also has a convex section in plan-view which benefits front down-force. That said, most of the front down-force is actually generated by the under-body, which has been raised by 15mm and features eight pairs of vortex generators that protrude into the front wheel arch.”

“The most innovative down-force management device on the car is the shut-off Gurney on the end section of the engine cover,” says Biancalana. “It consists of a suspended wing divided into two sections. One fixed and one mobile. In conditions of low down-force the two sections are aligned, allowing the air to flow above and below the shut-off Gurney. In high downforce conditions (cornering, braking or abrupt changes of direction) , the mobile element is lowered by a pair of electric actuators, closing the lower blown area and uncovering the fixed element, generating a new tail geometry characterized by a broad load surface topped by a powerful nolder,” says Mr. Biancalana.

The coming Ferrari berlinettas will be guided by Stradale.

To see all these features in compelling videos, Ferrari has a dedicated website for Stradale Go there and learn in depth how the SF90 works.

New investors in Ferrari must be aware that the stock has had a super run. So, the Northside potential smaller than it was last year this time

Ferrari will continue to create value in the long term. Ferrari is a quality 1st long term investment, and I see it at 200/share in that frame.

Ferrari is the Aristocrat of the automotive sector.

Enzo Ferrari’s iconic Italian Supercar manufacturer claimed the title according to the latest Brand Finance Global 500 2019 report launched at the World Economic Forum in Davos.

HeffX-LTN overall technical outlook for RACE is Very Bullish overhead resistance is 171.90, and very strong support at 165.96, all Key indicators are Very Bullish in here. Ferrari finished at 166.50, -2.20 Friday in NY.

Have a terrific weekend.

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