Ferrari: Enzo News
06-16-2003, 11:51 AM
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Ferrari: Enzo News
Before you read the article read this:
"On the trip back from the track, Rapp complained that the Enzo’s special Shell Helix 10W-60 synthetic oil, of which the V-12 requires 12.2 quarts, runs him $60 per quart. If a $732 oil change sounds criminal, consider that the factory won’t warrant the engine if you don’t use the oil and estimates the replacement bill at $200,000."
Boy oh boy!
I am not gonna post any pics since there are a lot better pics than the ones on the C+D article.
--------------------------------------------------------------------------------
Ferrari Enzo
An F1 car, a tough old man in sunglasses, and 75 years of glory stuffed into one easy-to-swallow capsule.
BY AARON ROBINSON
July 2003
Squashed into the seats like wet towels on spin cycle, we rocketed up the main straight of Ferrari’s Fiorano test track in Maranello, Italy, in the new Enzo wondercar, the tach needle spinning like a propeller, our blinking test gear converting the g-forces into numbers that could splash across our cover big enough to read from across the street. We pulled into the pits, and the Ferrari engineers swooned. Swooned! Our acceleration times were the fastest ever recorded with an Enzo, just a few blinks off those of Schumacher’s F1 car. Journalists from other magazines stood around gaping!
Actually, it didn’t happen.
Our day at Fiorano last April went about as smoothly as election day in Haiti. Ferrari slashed the promised test time because the F1 team needed the track, and the only person allowed behind the Enzo's wheel was Ferrari's own test driver who, though fast, was unfamiliar with our procedures and our test gear, which, anyway, was periodically fritzing out. The test gear spit out a jumbled mess of numbers that had to be sorted back home.
The Ferrari brass felt so bad about it they tossed us the key to one to drive from Modena over the Alps to Germany, where we could collect performance numbers on the wide-open autobahn. For a week we compiled impressions of the Enzo in every sort of driving situation. We raped and pillaged Europe's fastest roads. We lived like rock stars!
Okay, that didn't happen, either.
See, Ferrari doesn't lend out Enzos for magazine tests. As with the F40 and F50, we had to track down an owner in the U.S., someone who would let us drive an Enzo around without putting it through the pricey punishment of actual testing. That's when something good really did happen. We met Bob Rapp.
Rapp is construction magnate William J. Pulte, southern gentleman Atticus Finch, and Santa Claus rolled into a firm handshake, a soft-spoken voice, silver hair, and a smiling, apple-cheeked face under an Augusta Masters cap. Rapp has a supersize heart, and it palpitates particularly for Ferraris. He's owned 23, including the flowing 512S in which Mario Andretti, Jacky Ickx, and Arturo Merzario finished third at the 1970 Daytona 24 Hours. Rapp vintage-raced it for 18 years. When Ferrari announced the Enzo, "the hype interested me," he confesses. "My ego is mainly in cars, and I wanted the first one—the one everyone wants to see."
So do a lot of other people with the cash to afford an Enzo, so Rapp submitted the requisite application to Ferrari and promptly sold his entire car collection. After some haggling and a few stressful cell-phone calls, his Enzo landed at Foreign Cars Italia in Greensboro, North Carolina, in March, painted in Ferrari "fly yellow" with caramel-colored seats and a set of fitted Ferrari luggage. Sure enough, everyone wanted to see it.
The Enzo's hype interested us, too, but getting our twitching mitts on one of the 399 copies Ferrari plans to sell worldwide, or the 80 coming to the U.S., seemed a daunting challenge. Recall that with the last Ferrari supersled, the 1995-97 F50, the factory, for reasons unknown, forbade owners from allowing journalists to test one. Ferrari could do that: The F50 was leased for two years to customers rather than sold outright. Also, the threat of denied perks, such as factory tours and first crack at future cars, was enough to elicit whimpers from even the most steel-spined business titans. We did manage to test an F50, but that's another story.
Ferrari Enzo
(continued) 1 2 3
Ferrari Enzo
Highs: Perfect steering, perfect brakes, perfect handling, perfect power. (Did we mention that it’s just about perfect?)
Lows:The oil costs $60 a quart, the brake pads $6000, and its nose is easily bruised.
The Verdict: If this isn’t your dream car, you’re having the wrong dreams.
This time, Ferrari is exchanging greenbacks for the Enzo with no apparent strings attached. Ferrari would not actively help us find a car, but officials did promise not to interfere (and they did apologize graciously and profusely for that April day at Fiorano). Chicago-area Ferrari dealer Rick Mancuso made some calls and discovered a willing Rapp. “I like making people happy,” Rapp explains with a shrug.
Also, Rapp, 77, and his son, Robert, actually drive the car. Hard. Within a month of delivery Rapp’s Enzo showed 1200 miles on the odo, about half of which were accumulated on tracks. Rapp likes to believe his is the first customer-delivered Enzo in the world to burn through a set of $6000 carbon-ceramic brake pads and a $24,000 set of similarly constructed brake rotors. You just gotta love this guy.
Once in Greensboro, we giddily crooked a finger under the Enzo’s hidden door latch and lifted the forward-hinged, upward-swinging panel. Inside, the charcoal-hued cave of bare carbon fiber is all business. Sparse rubber floormats are the only covering over the glistening cured-resin skin of the carbon-fiber tub. The taut, French-seamed leather upholsters only the front of the bare carbon-fiber buckets, and the dashboard, also carbon fiber, has the look of being only half-finished with fist-size gaps. You can see air-vent ducts snaking in the shadows and the various joints and splines of the steering column. With the Enzo, the engineering is purposefully laid bare for all to ogle.
The steering wheel is daunting to look at but a quick study. An LED strip on the upper rim counts the revs from 6000 to 8000 while buttons flanking the airbag control the turn signals, the antislip-system modes, and the digital display. The most vital buttons drop the transmission into reverse and activate the electric front-suspension lift, which raises the long nose by a critical 1.4 inches to clear curbs. Without it, the Enzo’s 3.9-inch-high chin will bury itself in any object taller than a toadstool.
Turn the Ferrari Red key, and push the Ferrari Red start button. From behind, the harmonic cadence of 12 pistons fed by 48 valves is packed into the whistling suck of the carbon-fiber-shrouded intake and the sonorous throb from the quad tailpipes. “The Sound” swirls up your eardrums and does shiatsu on the pleasure centers of the brain. It’s a P-51 Mustang on a full-throttle pass, it’s a Stradivarius in the hands of Heifetz, it’s 9000 copies of the EPA Fuel Economy Guide being simultaneously ripped in half.
That’s especially true when you floor it and open the vacuum valve in the exhaust. Most of the time the 650-hp, 65-degree DOHC V-12 purrs like a snoozing feline. Our first miles in the Enzo were done, palms a-sweat, nosing through Greensboro rush hour in search of photo locations. The Enzo quickly proved a passive pussycat, lapping up city streets with a compliant suspension, fingertip steering, light and easily modulated power brakes, and slushy gearchanges from the finger-shifted F1-style transmission.
The Enzo’s six-speed is the most refined of the paddle-controlled breed. The changes are quick and quiet, the loss of momentum is brief, and the jerky clutch engagement has been buttered up into a gentle shove. There is no auto mode; shifting is via the carbon-fiber paddles only, but they can be tapped from most points on the steering wheel. The V-12 is exceptionally content puttering at school-zone pace, the revs sliding up and down without temperamental surges or uncouth stumbles.
The visibility forward over the humped wheel arches is as panoramic as it is exotic. Over the shoulders, nothing is to be seen except the thick bodywork. Merging into traffic and changing lanes means leaning way forward, carefully scanning the wide mirrors, and crossing your fingers. Otherwise, the $659,430 Enzo could be your next commuter car. Cruising at 70 mph on the freeway (averaging 11 mpg), we find the cabin is quiet enough to hear fan-speed changes in the automatic climate control, which can hold a perfect 72 degrees inside against a muggy North Carolina morning. The only discordant noise is from small rocks bouncing off the Enzo’s underbody tunnel, pocket change rolling around on the floor, and pothole impacts to the suspension, which make a startling crack! like a starter’s pistol.
The luxury of power steering and brakes as well as other refinements helped inflate the Enzo’s weight. At 3262 pounds fully tanked, the Enzo outweighs a McLaren F1 by 683 pounds; its predecessor, the F50, by 182 pounds; and a Chevrolet Corvette Z06 by 81 pounds. Each of the Enzo’s 650 horses has just five pounds to shoulder, better than the F50 by one and the Corvette by 2.9. But the million-dollar McLaren is still the ultimate lightweight limpet at 4.2 pounds per each of its 618 horses.
We pondered all this and more on the highway pointed north toward Danville, Virginia, home of Virginia International Raceway, a 3.27-mile roiling ribbon of straights, esses, corkscrews, and hairpins, one of which is called simply “the Bitch.” The time had arrived to fully uncoil the Enzo.
The first laps were tentative, learning the car and bedding in the very expensive new brakes. Set by the steering wheel to race mode, the V-12 yowling toward redline, each blapping upshift is harder than on the road, like being teed up and whacked down the fairway by Tiger Woods and his big dog. Be confident of the next 900 feet before booting the Enzo’s throttle because in 3.3 seconds and 154 feet the car will hit 60 mph (both F40 and F50 drivers will be at least a half-second to the rear) and will inhale the full 900 feet in about nine seconds while kissing 120 mph—all while the occupants melt into flattened putties of flesh in the seat.
Trouble is, turns come rapid fire at this track, many of them just over blind rises and with fast-changing cambers and barf-bag drops. The Enzo pulls 1.05 g on VIR’s skidpad (also stickier than its forebears and any other current production car we’ve tested) but plows into tight corners and can snap abruptly to oversteer at the exit by the ticklish electronic throttle and the explosive power it produces. Balancing the Enzo is a challenge; it reserves its best behavior for the talented and attentive.
Otherwise, the Enzo offers easy, high-volume adrenaline. The steering rack is machined free of slop and syrup, a firm link to the tires with a ratio quick enough to let hands remain at the 3 and 9 o’clock positions for the whole track. The only flaw is that your thumbs rest right where Ferrari put the touchy horn buttons, so accidental mid-apex tooting is common.
The big Bridgestones stick resolutely to the pavement, and the body remains rock stable against rolling and pitching forces. Used to their fullest, the Enzo’s carbon-ceramic discs haul the car down from 70 mph in 151 feet with the ABS pumping. On the track, taking the brakes to the ABS threshold is easy and produces more belt-straining stopping power than most people know what to do with. Coasting through the first few dozen corners at parking-lot speed is an embarrassing part of getting to know the Enzo.
That, and Pentagon-size maintenance bills. On the trip back from the track, Rapp complained that the Enzo’s special Shell Helix 10W-60 synthetic oil, of which the V-12 requires 12.2 quarts, runs him $60 per quart. If a $732 oil change sounds criminal, consider that the factory won’t warrant the engine if you don’t use the oil and estimates the replacement bill at $200,000.
“Can’t afford that,” says Rapp.
It’s not something you’ll hear often from an Enzo owner.
Those Tricky Numbers
The Enzo’s major straight-line numbers—0 to 60 mph in a flabbergasting 3.3 seconds, a quarter-mile of 11.2 at 136 mph—aren’t as ironclad as we’d like. The acceleration runs on Fiorano’s straightaway were slightly downhill and too short to get a true quarter-mile, so our 1320-foot time is a mathematical plot from the last solid data point at 120 mph and 954 feet.
Nor did we apply our usual equalizing corrections for temperature, humidity, and barometric pressure, figuring they would only make wobbly numbers more uncertain. So, our numbers reflect what that Enzo did on that day at that track, with no warranties expressed or implied. —AR
C/D TEST RESULTS
ACCELERATION (Seconds)
Zero to 30 mph: 1.5
40 mph: 2.0
50 mph: 2.7
60 mph: 3.3
70 mph: 3.8
80 mph: 5.0
90 mph: 5.8
100 mph: 6.6
110 mph: 8.0
120 mph: 9.2
130 mph: 10.3
Top-gear acceleration, 30–50 mph*: 3.9
50–70 mph: 5.8
*In 5th gear; F1 gearbox won’t accept 6th at 30 mph.
Standing 1/4-mile 11.2 sec @ 136 mph
Top speed (redline limited, mfr’s est): 209 mph
BRAKING
70–0 mph @ impending lockup: 151 ft
Fade: none light moderate heavy
HANDLING
Roadholding, 200-ft-dia skidpad: 1.05 g
Understeer: minimal moderate excessive
FUEL ECONOMY
EPA city driving: 8 mpg
EPA highway driving: 12 mpg
C/D-observed: 11 mpg
FERRARI ENZO FERRARI
Vehicle type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe
Price as tested: $659,430
Price and option breakdown: base Ferrari Enzo Ferrari (includes $8400 freight and $7700 gas-guzzler tax), $659,430
Major standard accessories: power steering, A/C, tilting and telescoping steering wheel, fitted luggage
Sound system: none
ENGINE
Type: V-12, aluminum block and heads
Bore x stroke: 3.62 x 2.96 in, 92.0 x 75.2mm
Displacement: 366 cu in, 5999cc
Compression ratio: 11.2:1
Engine-control system: Bosch Motronic ME7.1.1 with port fuel injection
Emissions controls: 3-way catalytic converter, feedback air-fuel-ratio control
Valve gear: belt-driven double overhead cams, 4 valves per cylinder, hydraulic lifters, variable intake- and exhaust-valve timing
Power: (SAE net) 650 bhp @ 7800 rpm
Torque: (SAE net) 485 lb-ft @ 5500 rpm
Redline: 8000 rpm
DRIVETRAIN
Transmission: 6-speed manual with automatic shifting and clutch
Final-drive ratio: 4.10:1, limited slip
Gear ... Ratio ... Mph/1000 rpm ... Max. speed in gears
I ... 3.15 ... 6.3 ... 50 mph (8000 rpm)
II ... 2.18 ... 9.1 ... 73 mph (8000 rpm)
III ... 1.57 ... 12.6 ... 101 mph (8000 rpm)
IV ... 1.19 ... 16.7 ... 134 mph (8000 rpm)
V ... 0.94 ... 21.2 ... 169 mph (8000 rpm)
VI ... 0.76 ... 26.1 ... 209 mph (8000 rpm)
DIMENSIONS AND CAPACITIES
Wheelbase: 104.3 in
Track, F/R: 65.4/65.0 in
Length: 185.1 in
Width: 80.1 in
Height: 45.2 in
Ground clearance: 3.9 in
Curb weight: 3262 lb
Weight distribution, F/R: 43.9/56.1%
Fuel capacity: 29.1 gal
Oil capacity: 12.2 qt
Water capacity: 20.9 qt
CHASSIS/BODY
Type: unit construction, carbon-fiber-reinforced plastic tub bonded to aluminum-honeycomb panels with 1 crossmember
Body material: carbon-fiber-reinforced plastic
INTERIOR
SAE volume, front seat: 47 cu ft
luggage space: 2 cu ft
Front seats: bucket
Seat adjustments: fore and aft, seatback angle
Restraint systems, front: manual 3-point belts, driver and passenger airbags
General comfort: poor fair good excellent
Fore-and-aft support: poor fair good excellent
Lateral support: poor fair good excellent
SUSPENSION
F: ind; unequal-length control arms; pushrod-actuated coil-shock units with 2-position cockpit-adjustable, electronically controlled shock absorbers; anti-roll bar
R: ind; unequal-length control arms; pushrod-actuated coil-shock units with 2-position cockpit-adjustable, electronically controlled shock absorbers; anti-roll bar
STEERING
Type: rack-and-pinion, power-assisted
Turns lock-to-lock: 2.6
Turning circle curb-to-curb: 40.4 ft
BRAKES F: 15.0 x 1.3-in vented, cross-drilled disc
R: 15.0 x 1.3-in vented, cross-drilled disc
Power assist: vacuum with anti-lock control
WHEELS AND TIRES
Wheel size F: 9.0 x 19 in, R: 13.0 x 19 in
Wheel type: forged aluminum with center-lock hub
Tires: Bridgestone Potenza RE050A Scuderia;
F: 245/35ZR-19, R: 345/35ZR-19
Test inflation pressures, F/R 32/32 psi
"On the trip back from the track, Rapp complained that the Enzo’s special Shell Helix 10W-60 synthetic oil, of which the V-12 requires 12.2 quarts, runs him $60 per quart. If a $732 oil change sounds criminal, consider that the factory won’t warrant the engine if you don’t use the oil and estimates the replacement bill at $200,000."
Boy oh boy!
I am not gonna post any pics since there are a lot better pics than the ones on the C+D article.
--------------------------------------------------------------------------------
Ferrari Enzo
An F1 car, a tough old man in sunglasses, and 75 years of glory stuffed into one easy-to-swallow capsule.
BY AARON ROBINSON
July 2003
Squashed into the seats like wet towels on spin cycle, we rocketed up the main straight of Ferrari’s Fiorano test track in Maranello, Italy, in the new Enzo wondercar, the tach needle spinning like a propeller, our blinking test gear converting the g-forces into numbers that could splash across our cover big enough to read from across the street. We pulled into the pits, and the Ferrari engineers swooned. Swooned! Our acceleration times were the fastest ever recorded with an Enzo, just a few blinks off those of Schumacher’s F1 car. Journalists from other magazines stood around gaping!
Actually, it didn’t happen.
Our day at Fiorano last April went about as smoothly as election day in Haiti. Ferrari slashed the promised test time because the F1 team needed the track, and the only person allowed behind the Enzo's wheel was Ferrari's own test driver who, though fast, was unfamiliar with our procedures and our test gear, which, anyway, was periodically fritzing out. The test gear spit out a jumbled mess of numbers that had to be sorted back home.
The Ferrari brass felt so bad about it they tossed us the key to one to drive from Modena over the Alps to Germany, where we could collect performance numbers on the wide-open autobahn. For a week we compiled impressions of the Enzo in every sort of driving situation. We raped and pillaged Europe's fastest roads. We lived like rock stars!
Okay, that didn't happen, either.
See, Ferrari doesn't lend out Enzos for magazine tests. As with the F40 and F50, we had to track down an owner in the U.S., someone who would let us drive an Enzo around without putting it through the pricey punishment of actual testing. That's when something good really did happen. We met Bob Rapp.
Rapp is construction magnate William J. Pulte, southern gentleman Atticus Finch, and Santa Claus rolled into a firm handshake, a soft-spoken voice, silver hair, and a smiling, apple-cheeked face under an Augusta Masters cap. Rapp has a supersize heart, and it palpitates particularly for Ferraris. He's owned 23, including the flowing 512S in which Mario Andretti, Jacky Ickx, and Arturo Merzario finished third at the 1970 Daytona 24 Hours. Rapp vintage-raced it for 18 years. When Ferrari announced the Enzo, "the hype interested me," he confesses. "My ego is mainly in cars, and I wanted the first one—the one everyone wants to see."
So do a lot of other people with the cash to afford an Enzo, so Rapp submitted the requisite application to Ferrari and promptly sold his entire car collection. After some haggling and a few stressful cell-phone calls, his Enzo landed at Foreign Cars Italia in Greensboro, North Carolina, in March, painted in Ferrari "fly yellow" with caramel-colored seats and a set of fitted Ferrari luggage. Sure enough, everyone wanted to see it.
The Enzo's hype interested us, too, but getting our twitching mitts on one of the 399 copies Ferrari plans to sell worldwide, or the 80 coming to the U.S., seemed a daunting challenge. Recall that with the last Ferrari supersled, the 1995-97 F50, the factory, for reasons unknown, forbade owners from allowing journalists to test one. Ferrari could do that: The F50 was leased for two years to customers rather than sold outright. Also, the threat of denied perks, such as factory tours and first crack at future cars, was enough to elicit whimpers from even the most steel-spined business titans. We did manage to test an F50, but that's another story.
Ferrari Enzo
(continued) 1 2 3
Ferrari Enzo
Highs: Perfect steering, perfect brakes, perfect handling, perfect power. (Did we mention that it’s just about perfect?)
Lows:The oil costs $60 a quart, the brake pads $6000, and its nose is easily bruised.
The Verdict: If this isn’t your dream car, you’re having the wrong dreams.
This time, Ferrari is exchanging greenbacks for the Enzo with no apparent strings attached. Ferrari would not actively help us find a car, but officials did promise not to interfere (and they did apologize graciously and profusely for that April day at Fiorano). Chicago-area Ferrari dealer Rick Mancuso made some calls and discovered a willing Rapp. “I like making people happy,” Rapp explains with a shrug.
Also, Rapp, 77, and his son, Robert, actually drive the car. Hard. Within a month of delivery Rapp’s Enzo showed 1200 miles on the odo, about half of which were accumulated on tracks. Rapp likes to believe his is the first customer-delivered Enzo in the world to burn through a set of $6000 carbon-ceramic brake pads and a $24,000 set of similarly constructed brake rotors. You just gotta love this guy.
Once in Greensboro, we giddily crooked a finger under the Enzo’s hidden door latch and lifted the forward-hinged, upward-swinging panel. Inside, the charcoal-hued cave of bare carbon fiber is all business. Sparse rubber floormats are the only covering over the glistening cured-resin skin of the carbon-fiber tub. The taut, French-seamed leather upholsters only the front of the bare carbon-fiber buckets, and the dashboard, also carbon fiber, has the look of being only half-finished with fist-size gaps. You can see air-vent ducts snaking in the shadows and the various joints and splines of the steering column. With the Enzo, the engineering is purposefully laid bare for all to ogle.
The steering wheel is daunting to look at but a quick study. An LED strip on the upper rim counts the revs from 6000 to 8000 while buttons flanking the airbag control the turn signals, the antislip-system modes, and the digital display. The most vital buttons drop the transmission into reverse and activate the electric front-suspension lift, which raises the long nose by a critical 1.4 inches to clear curbs. Without it, the Enzo’s 3.9-inch-high chin will bury itself in any object taller than a toadstool.
Turn the Ferrari Red key, and push the Ferrari Red start button. From behind, the harmonic cadence of 12 pistons fed by 48 valves is packed into the whistling suck of the carbon-fiber-shrouded intake and the sonorous throb from the quad tailpipes. “The Sound” swirls up your eardrums and does shiatsu on the pleasure centers of the brain. It’s a P-51 Mustang on a full-throttle pass, it’s a Stradivarius in the hands of Heifetz, it’s 9000 copies of the EPA Fuel Economy Guide being simultaneously ripped in half.
That’s especially true when you floor it and open the vacuum valve in the exhaust. Most of the time the 650-hp, 65-degree DOHC V-12 purrs like a snoozing feline. Our first miles in the Enzo were done, palms a-sweat, nosing through Greensboro rush hour in search of photo locations. The Enzo quickly proved a passive pussycat, lapping up city streets with a compliant suspension, fingertip steering, light and easily modulated power brakes, and slushy gearchanges from the finger-shifted F1-style transmission.
The Enzo’s six-speed is the most refined of the paddle-controlled breed. The changes are quick and quiet, the loss of momentum is brief, and the jerky clutch engagement has been buttered up into a gentle shove. There is no auto mode; shifting is via the carbon-fiber paddles only, but they can be tapped from most points on the steering wheel. The V-12 is exceptionally content puttering at school-zone pace, the revs sliding up and down without temperamental surges or uncouth stumbles.
The visibility forward over the humped wheel arches is as panoramic as it is exotic. Over the shoulders, nothing is to be seen except the thick bodywork. Merging into traffic and changing lanes means leaning way forward, carefully scanning the wide mirrors, and crossing your fingers. Otherwise, the $659,430 Enzo could be your next commuter car. Cruising at 70 mph on the freeway (averaging 11 mpg), we find the cabin is quiet enough to hear fan-speed changes in the automatic climate control, which can hold a perfect 72 degrees inside against a muggy North Carolina morning. The only discordant noise is from small rocks bouncing off the Enzo’s underbody tunnel, pocket change rolling around on the floor, and pothole impacts to the suspension, which make a startling crack! like a starter’s pistol.
The luxury of power steering and brakes as well as other refinements helped inflate the Enzo’s weight. At 3262 pounds fully tanked, the Enzo outweighs a McLaren F1 by 683 pounds; its predecessor, the F50, by 182 pounds; and a Chevrolet Corvette Z06 by 81 pounds. Each of the Enzo’s 650 horses has just five pounds to shoulder, better than the F50 by one and the Corvette by 2.9. But the million-dollar McLaren is still the ultimate lightweight limpet at 4.2 pounds per each of its 618 horses.
We pondered all this and more on the highway pointed north toward Danville, Virginia, home of Virginia International Raceway, a 3.27-mile roiling ribbon of straights, esses, corkscrews, and hairpins, one of which is called simply “the Bitch.” The time had arrived to fully uncoil the Enzo.
The first laps were tentative, learning the car and bedding in the very expensive new brakes. Set by the steering wheel to race mode, the V-12 yowling toward redline, each blapping upshift is harder than on the road, like being teed up and whacked down the fairway by Tiger Woods and his big dog. Be confident of the next 900 feet before booting the Enzo’s throttle because in 3.3 seconds and 154 feet the car will hit 60 mph (both F40 and F50 drivers will be at least a half-second to the rear) and will inhale the full 900 feet in about nine seconds while kissing 120 mph—all while the occupants melt into flattened putties of flesh in the seat.
Trouble is, turns come rapid fire at this track, many of them just over blind rises and with fast-changing cambers and barf-bag drops. The Enzo pulls 1.05 g on VIR’s skidpad (also stickier than its forebears and any other current production car we’ve tested) but plows into tight corners and can snap abruptly to oversteer at the exit by the ticklish electronic throttle and the explosive power it produces. Balancing the Enzo is a challenge; it reserves its best behavior for the talented and attentive.
Otherwise, the Enzo offers easy, high-volume adrenaline. The steering rack is machined free of slop and syrup, a firm link to the tires with a ratio quick enough to let hands remain at the 3 and 9 o’clock positions for the whole track. The only flaw is that your thumbs rest right where Ferrari put the touchy horn buttons, so accidental mid-apex tooting is common.
The big Bridgestones stick resolutely to the pavement, and the body remains rock stable against rolling and pitching forces. Used to their fullest, the Enzo’s carbon-ceramic discs haul the car down from 70 mph in 151 feet with the ABS pumping. On the track, taking the brakes to the ABS threshold is easy and produces more belt-straining stopping power than most people know what to do with. Coasting through the first few dozen corners at parking-lot speed is an embarrassing part of getting to know the Enzo.
That, and Pentagon-size maintenance bills. On the trip back from the track, Rapp complained that the Enzo’s special Shell Helix 10W-60 synthetic oil, of which the V-12 requires 12.2 quarts, runs him $60 per quart. If a $732 oil change sounds criminal, consider that the factory won’t warrant the engine if you don’t use the oil and estimates the replacement bill at $200,000.
“Can’t afford that,” says Rapp.
It’s not something you’ll hear often from an Enzo owner.
Those Tricky Numbers
The Enzo’s major straight-line numbers—0 to 60 mph in a flabbergasting 3.3 seconds, a quarter-mile of 11.2 at 136 mph—aren’t as ironclad as we’d like. The acceleration runs on Fiorano’s straightaway were slightly downhill and too short to get a true quarter-mile, so our 1320-foot time is a mathematical plot from the last solid data point at 120 mph and 954 feet.
Nor did we apply our usual equalizing corrections for temperature, humidity, and barometric pressure, figuring they would only make wobbly numbers more uncertain. So, our numbers reflect what that Enzo did on that day at that track, with no warranties expressed or implied. —AR
C/D TEST RESULTS
ACCELERATION (Seconds)
Zero to 30 mph: 1.5
40 mph: 2.0
50 mph: 2.7
60 mph: 3.3
70 mph: 3.8
80 mph: 5.0
90 mph: 5.8
100 mph: 6.6
110 mph: 8.0
120 mph: 9.2
130 mph: 10.3
Top-gear acceleration, 30–50 mph*: 3.9
50–70 mph: 5.8
*In 5th gear; F1 gearbox won’t accept 6th at 30 mph.
Standing 1/4-mile 11.2 sec @ 136 mph
Top speed (redline limited, mfr’s est): 209 mph
BRAKING
70–0 mph @ impending lockup: 151 ft
Fade: none light moderate heavy
HANDLING
Roadholding, 200-ft-dia skidpad: 1.05 g
Understeer: minimal moderate excessive
FUEL ECONOMY
EPA city driving: 8 mpg
EPA highway driving: 12 mpg
C/D-observed: 11 mpg
FERRARI ENZO FERRARI
Vehicle type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe
Price as tested: $659,430
Price and option breakdown: base Ferrari Enzo Ferrari (includes $8400 freight and $7700 gas-guzzler tax), $659,430
Major standard accessories: power steering, A/C, tilting and telescoping steering wheel, fitted luggage
Sound system: none
ENGINE
Type: V-12, aluminum block and heads
Bore x stroke: 3.62 x 2.96 in, 92.0 x 75.2mm
Displacement: 366 cu in, 5999cc
Compression ratio: 11.2:1
Engine-control system: Bosch Motronic ME7.1.1 with port fuel injection
Emissions controls: 3-way catalytic converter, feedback air-fuel-ratio control
Valve gear: belt-driven double overhead cams, 4 valves per cylinder, hydraulic lifters, variable intake- and exhaust-valve timing
Power: (SAE net) 650 bhp @ 7800 rpm
Torque: (SAE net) 485 lb-ft @ 5500 rpm
Redline: 8000 rpm
DRIVETRAIN
Transmission: 6-speed manual with automatic shifting and clutch
Final-drive ratio: 4.10:1, limited slip
Gear ... Ratio ... Mph/1000 rpm ... Max. speed in gears
I ... 3.15 ... 6.3 ... 50 mph (8000 rpm)
II ... 2.18 ... 9.1 ... 73 mph (8000 rpm)
III ... 1.57 ... 12.6 ... 101 mph (8000 rpm)
IV ... 1.19 ... 16.7 ... 134 mph (8000 rpm)
V ... 0.94 ... 21.2 ... 169 mph (8000 rpm)
VI ... 0.76 ... 26.1 ... 209 mph (8000 rpm)
DIMENSIONS AND CAPACITIES
Wheelbase: 104.3 in
Track, F/R: 65.4/65.0 in
Length: 185.1 in
Width: 80.1 in
Height: 45.2 in
Ground clearance: 3.9 in
Curb weight: 3262 lb
Weight distribution, F/R: 43.9/56.1%
Fuel capacity: 29.1 gal
Oil capacity: 12.2 qt
Water capacity: 20.9 qt
CHASSIS/BODY
Type: unit construction, carbon-fiber-reinforced plastic tub bonded to aluminum-honeycomb panels with 1 crossmember
Body material: carbon-fiber-reinforced plastic
INTERIOR
SAE volume, front seat: 47 cu ft
luggage space: 2 cu ft
Front seats: bucket
Seat adjustments: fore and aft, seatback angle
Restraint systems, front: manual 3-point belts, driver and passenger airbags
General comfort: poor fair good excellent
Fore-and-aft support: poor fair good excellent
Lateral support: poor fair good excellent
SUSPENSION
F: ind; unequal-length control arms; pushrod-actuated coil-shock units with 2-position cockpit-adjustable, electronically controlled shock absorbers; anti-roll bar
R: ind; unequal-length control arms; pushrod-actuated coil-shock units with 2-position cockpit-adjustable, electronically controlled shock absorbers; anti-roll bar
STEERING
Type: rack-and-pinion, power-assisted
Turns lock-to-lock: 2.6
Turning circle curb-to-curb: 40.4 ft
BRAKES F: 15.0 x 1.3-in vented, cross-drilled disc
R: 15.0 x 1.3-in vented, cross-drilled disc
Power assist: vacuum with anti-lock control
WHEELS AND TIRES
Wheel size F: 9.0 x 19 in, R: 13.0 x 19 in
Wheel type: forged aluminum with center-lock hub
Tires: Bridgestone Potenza RE050A Scuderia;
F: 245/35ZR-19, R: 345/35ZR-19
Test inflation pressures, F/R 32/32 psi
06-16-2003, 11:57 AM
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Even though extrapolated, 11.2 for the 1/4 mile is the first 1/4 mile time that makes me raise my eyebrows for a stock (limited) production car, after spoiled from 10 second DSMs (and others) that look totally stock (since the early 90s).
This is one fast b!tch. Chunky fast b!tch too.
This is one fast b!tch. Chunky fast b!tch too.
06-17-2003, 12:17 PM
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I talked with the owner of a Lambo Countach last weekend at a show and he said his beast takes 18 quarts of $80/per oil!! The Enzo oil needs look like a bargin compared to that!
Trending Topics
02-27-2004, 04:30 PM
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Crashed Ferrari Enzo on sale on Ebay
For Sale: One Mangled Enzo - - Source: Autoexpress
Seeing a Ferrari Enzo for sale is as rare a sight as there is in motoring - only 349 were made, after all.
So when one appeared on auction website eBay it caught our eye, and when we realised what state it was in - slightly 'restyled' at the front - we were even more intrigued. The starting bid was £130,000, and the seller said the car had a mere 353 miles on the clock and was waiting for a new owner in Florida. But then the plot thickened - the Enzo mysteriously disappeared off the Internet before the end of the auction. It's not clear whether it was sold privately, or Ferrari was unhappy and stepped in to get the sale stopped.
Meanwhile, both Ferrari and Maserati will unveil special editions at the Geneva Motor Show next week. The prancing horse is to show an extreme version of the 575M, while its stablemate will reveal a new hard-edged Coupé called the GranSport.
02-27-2004, 11:26 PM
#11
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Originally posted by fahoumh
I wouldn't be surprised if the owner who crashed it has been blacklisted by Ferrari....assuming they can do that.
I wouldn't be surprised if the owner who crashed it has been blacklisted by Ferrari....assuming they can do that.
or atleast i could see that happening. basically, unless this person is amazingly rich or some huge name world wide success, this person wont be invited for special ferrari perks. sure, he could buy a cheap ass 575 or 360 but he wont get invitations to the specialty cars anymore.
02-28-2004, 05:16 PM
#12
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It was the owner's son that crashed. About $400K in damages.
http://www.wreckedexotics.com/newpho...0205_001.shtml
http://www.wreckedexotics.com/newpho...0205_001.shtml
02-28-2004, 06:39 PM
#13
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Its interesting cause not too many people are going to want an Enzo with that much damage, but on the other had its a chance for a buyer to get around Ferraris requirements for owning one to begin with, which I think are to haven previously owned an F50, which in itself requires the ownership of a previous Ferrari.
02-28-2004, 10:49 PM
#14
Pit Stop?
Originally posted by pbozek
It was the owner's son that crashed. About $400K in damages.
http://www.wreckedexotics.com/newpho...0205_001.shtml
It was the owner's son that crashed. About $400K in damages.
http://www.wreckedexotics.com/newpho...0205_001.shtml
02-29-2004, 11:24 AM
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HOLY SHIT! THIS GUY IS FROM TAMPA!
i heard about him, he lives on Bayshore Blvd and has like 5 or 6 ferraris. i doubt it was his son because there are 3 schools where youd find kids who live on bayshore. Plant HS, Tampa Prep and Berkeley (where i go). theres alot of intermingling between the schools (ex. my brother is going out with a plant girl, my friend transferred from Berk. to TP and my other friend had a gf at TP). it would have gotten around what kid it was if he went to one of our schools. maybe he is not in high school.
in any event, i do remember word of this guy going around school. didnt hear anything about his son wrecking it tho.
i heard about him, he lives on Bayshore Blvd and has like 5 or 6 ferraris. i doubt it was his son because there are 3 schools where youd find kids who live on bayshore. Plant HS, Tampa Prep and Berkeley (where i go). theres alot of intermingling between the schools (ex. my brother is going out with a plant girl, my friend transferred from Berk. to TP and my other friend had a gf at TP). it would have gotten around what kid it was if he went to one of our schools. maybe he is not in high school.
in any event, i do remember word of this guy going around school. didnt hear anything about his son wrecking it tho.
02-29-2004, 11:28 AM
#16
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by the way, if that website is correct, its probably the guy that owns Lazydays RV Center. theyve got a brand new members only center that requires that you have bought an RV, membership only lasts 2 years and in order to me renewed you have to buy another RV for 200k or more. its like a really high end club kinda thing, they roll out the red carpet. there was a huge thing about this place a while ago.
01-20-2006, 02:56 PM
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http://www.supercars.net/pitlane/pics/1986907c.jpg
Source: www.supercars.net
Rumors:
Ferrari F60 Millemiglia
2008
6300 cc
800 hp
Source: www.supercars.net
Rumors:
Ferrari F60 Millemiglia
2008
6300 cc
800 hp
01-20-2006, 02:58 PM
#18
Senior Moderator
Originally Posted by ItalianStallion
i'd love to put a CL against an Enzo. we're just hittin 60 when he's cruising past 100. wow.
Wait until you hit some twisties.
01-20-2006, 04:32 PM
#19
The sizzle in the Steak
Originally Posted by gavriil
http://www.supercars.net/pitlane/pics/1986907c.jpg
Source: www.supercars.net
Rumors:
Ferrari F60 Millemiglia
2008
6300 cc
800 hp
Source: www.supercars.net
Rumors:
Ferrari F60 Millemiglia
2008
6300 cc
800 hp
Speechless!
UNREAL
01-20-2006, 05:59 PM
#22
Senior Moderator
Originally Posted by gavriil
http://www.supercars.net/pitlane/pics/1986907c.jpg
Source: www.supercars.net
Rumors:
Ferrari F60 Millemiglia
2008
6300 cc
800 hp
Source: www.supercars.net
Rumors:
Ferrari F60 Millemiglia
2008
6300 cc
800 hp
01-20-2006, 08:03 PM
#24
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I don't get it. It's not a technical marvel any longer cause a bigger, heavier, and more comfortable car-that-shall-remain-nameless is faster in the straight, around a corner, and at the top end. The Veyron will be more exclusive and certainly more mad. Looks-wise, they're both playing second fiddle to the Zonda.
So what's the big deal? It's probably a better drive than the Veyron, but I can say the Elise is more real fun than any of these. Or was it just cause they have to put out an evolution of the F50? Cause in that case, they should've just stopped at the F40.
So what's the big deal? It's probably a better drive than the Veyron, but I can say the Elise is more real fun than any of these. Or was it just cause they have to put out an evolution of the F50? Cause in that case, they should've just stopped at the F40.
01-20-2006, 08:28 PM
#25
Senior Moderator
01-20-2006, 08:31 PM
#26
Senior Moderator
Originally Posted by goldmemberer
I don't get it. It's not a technical marvel any longer cause a bigger, heavier, and more comfortable car-that-shall-remain-nameless is faster in the straight, around a corner, and at the top end. The Veyron will be more exclusive and certainly more mad. Looks-wise, they're both playing second fiddle to the Zonda.
So what's the big deal? It's probably a better drive than the Veyron, but I can say the Elise is more real fun than any of these. Or was it just cause they have to put out an evolution of the F50? Cause in that case, they should've just stopped at the F40.
So what's the big deal? It's probably a better drive than the Veyron, but I can say the Elise is more real fun than any of these. Or was it just cause they have to put out an evolution of the F50? Cause in that case, they should've just stopped at the F40.
I guarantee you, this car will not be slow.
I will bet it will be just about as fast as the Veyron in the 1/4 and beyond... but top speed will remain the Veyron's claim to fame...
01-20-2006, 08:53 PM
#27
I'm the Firestarter
I'm sure this car will own the Veyron on a track.
01-20-2006, 09:32 PM
#28
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Originally Posted by srika
As stated many times before, Ferrari has never been about building the fastest production car on Earth.
Originally Posted by srika
This one is a race car for the street, just as all the previous super Ferraris have been.
Originally Posted by srika
I guarantee you, this car will not be slow. I will bet it will be just about as fast as the Veyron in the 1/4 and beyond... but top speed will remain the Veyron's claim to fame...
I will bet it will be just about as fast as the Veyron in the 1/4 and beyond... but top speed will remain the Veyron's claim to fame...Again, I'm not a fan of the Bugatti, per se, but it really does trivialize all the sports-cars-with-delusions-of-being-comfortable that we'll see for the next decade or so.
01-21-2006, 12:57 AM
#29
Senior Moderator
Originally Posted by goldmemberer
I don't get it. It's not a technical marvel any longer cause a bigger, heavier, and more comfortable car-that-shall-remain-nameless is faster in the straight, around a corner, and at the top end. The Veyron will be more exclusive and certainly more mad. Looks-wise, they're both playing second fiddle to the Zonda.
So what's the big deal? It's probably a better drive than the Veyron, but I can say the Elise is more real fun than any of these. Or was it just cause they have to put out an evolution of the F50? Cause in that case, they should've just stopped at the F40.
So what's the big deal? It's probably a better drive than the Veyron, but I can say the Elise is more real fun than any of these. Or was it just cause they have to put out an evolution of the F50? Cause in that case, they should've just stopped at the F40.
Its not always just about horsepower, and the fastest 0-60 or 1/4 mile. There are civics that can beat both the bugatti and ferrari in these regards.
Whats the big deal?
1/ Its an Ferrari. Yes that counts for something
2/ It brings more F1 technology to the street than any other car
3/ Its an 800 hp Ferrari
4/ Sorry, but I dont think the buggatti would beat it on the track
5/ Its a Ferrari. Its got mojo. Just listening to that distinctive engine is enough to make some people cream their pants.
And I really dont get the "fun" comment. Go carts are hell of fun but so what
Anyways, if an 800 HP Ferrari isnt enouh to excite you, then what is?
01-21-2006, 10:46 AM
#30
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looks like it'l look waay better tan the enzo. but im not going to call it groundbreaking until it can be one of the very best, a la Enzo
07-21-2006, 05:40 PM
#32
_____ like a rabbit
Ferrari Enzo by Novitec Rosso
Race bolide with street approval
The Enzo shows all-out in what the myth Ferrari consists. This model, limited to 399 pieces, is a true race-bolide with street approval. The Enzo is a superlative, that doesn't need any changes.
The Novitec rear lights in black and the Novitec exhaust system are only to emphasise the awesome rear end of this exceptional sport car. The distinctive sound of this twelve cylinders engine with 485 kw (660 hp) is amplified due to the Novitec exhaust system.
Novitec Rosso satisfies also the wish of personalising the Enzo's cockpit. For the realisation of own ideas or prior expert advice, differen detail-design solutions from selected materials, as per example diverse fine leather sorts or carbon, are offered.
The Enzo shows all-out in what the myth Ferrari consists. This model, limited to 399 pieces, is a true race-bolide with street approval. The Enzo is a superlative, that doesn't need any changes.
The Novitec rear lights in black and the Novitec exhaust system are only to emphasise the awesome rear end of this exceptional sport car. The distinctive sound of this twelve cylinders engine with 485 kw (660 hp) is amplified due to the Novitec exhaust system.
Novitec Rosso satisfies also the wish of personalising the Enzo's cockpit. For the realisation of own ideas or prior expert advice, differen detail-design solutions from selected materials, as per example diverse fine leather sorts or carbon, are offered.
why you would do this is beyond me
...
07-21-2006, 06:31 PM
#33
Mazda3 and Honda Civic in
Originally Posted by stangg172004
[IMG] .jpg[/IMG]
why you would do this is beyond me...
why you would do this is beyond me
...mmm apparently the upgrades are so suttle that I dont see them except for the tailights and exhaust.
Looks like they did a good job
11-08-2006, 08:08 PM
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Swede in Ferrari crash gets prison time in California - - Source: yahoo.com
LOS ANGELES (Reuters) - A Swedish former video game executive who made headlines by destroying a $1 million Ferrari in a spectacular crash was sentenced on Tuesday to 3 1/2 years in prison after pleading guilty to embezzlement and drunken driving charges, prosecutors said.
Under terms of a surprise plea agreement entered days after a jury deadlocked on the charges against him, Bo Stefan Eriksson, 44, also had his multimillion-dollar California mansion seized and was ordered deported from the United States after serving his sentence.
Eriksson's trial for car theft and embezzlement ended in a mistrial last week after the jury split 10-2 for conviction.
The Swede returned to Los Angeles Superior Court and entered a guilty plea to embezzlement and illegal weapon possession charges. In exchange, the theft charges were dropped. Earlier, Eriksson pleaded no contest, the California equivalent of guilty, to drunken driving.
"Justice was served by this plea," Deputy District Attorney Tamara Hall said after the hearing. "This is a fair resolution and is consistent with a majority of jurors who found him guilty on the embezzlement charges."
A lawyer for Eriksson said the plea came about in part because he was concerned about the cost and time involved in another trial.
"Essentially, it was what Stefan wanted to do," defense attorney Jim Parkman said. "Stefan believes he can be successful in the future. He wanted to move on and ultimately be out of jail in a year."
Eriksson, a former executive with the bankrupt video game company Gizmondo Europe, was speeding on Malibu's winding coastal road at 160 mph (250 kph) in February when he smashed his rare Enzo Ferrari into a power pole, slicing it in half.
The crash unraveled a high-flying life of big spending, luxury cars, burned-out businesses and a criminal record for fraud that included five years jail time in Sweden. A month before the crash, Eriksson had declared bankruptcy with debts of $200 million.
Prosecutors said the Ferrari and two other sports cars worth $4 million were imported to California without the agreement of British banks, which leased them to Eriksson.
At his trial last month, defense attorneys conceded Eriksson was behind on car payments, but argued the banks were aware of Eriksson's move to the United States.
Prosecutors in Los Angeles said Eriksson's home, estimated to be worth between $4 million and $5 million, had been seized and would be sold to pay fines and restitution to the banks.
Under terms of a surprise plea agreement entered days after a jury deadlocked on the charges against him, Bo Stefan Eriksson, 44, also had his multimillion-dollar California mansion seized and was ordered deported from the United States after serving his sentence.
Eriksson's trial for car theft and embezzlement ended in a mistrial last week after the jury split 10-2 for conviction.
The Swede returned to Los Angeles Superior Court and entered a guilty plea to embezzlement and illegal weapon possession charges. In exchange, the theft charges were dropped. Earlier, Eriksson pleaded no contest, the California equivalent of guilty, to drunken driving.
"Justice was served by this plea," Deputy District Attorney Tamara Hall said after the hearing. "This is a fair resolution and is consistent with a majority of jurors who found him guilty on the embezzlement charges."
A lawyer for Eriksson said the plea came about in part because he was concerned about the cost and time involved in another trial.
"Essentially, it was what Stefan wanted to do," defense attorney Jim Parkman said. "Stefan believes he can be successful in the future. He wanted to move on and ultimately be out of jail in a year."
Eriksson, a former executive with the bankrupt video game company Gizmondo Europe, was speeding on Malibu's winding coastal road at 160 mph (250 kph) in February when he smashed his rare Enzo Ferrari into a power pole, slicing it in half.
The crash unraveled a high-flying life of big spending, luxury cars, burned-out businesses and a criminal record for fraud that included five years jail time in Sweden. A month before the crash, Eriksson had declared bankruptcy with debts of $200 million.
Prosecutors said the Ferrari and two other sports cars worth $4 million were imported to California without the agreement of British banks, which leased them to Eriksson.
At his trial last month, defense attorneys conceded Eriksson was behind on car payments, but argued the banks were aware of Eriksson's move to the United States.
Prosecutors in Los Angeles said Eriksson's home, estimated to be worth between $4 million and $5 million, had been seized and would be sold to pay fines and restitution to the banks.
11-09-2006, 02:08 PM
#38
Suzuka Master
Is this the same accident that the dude ran from??? I remember seeing something in car talk some months back.
Deport his ass first and make him spend jail time in his own damn country!
Deport his ass first and make him spend jail time in his own damn country!
11-27-2006, 11:30 PM
#40
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Another Ferrari Enzo destroyed in high-speed crash - - Source: LeftLaneNews.com
Russian billionaire and parliamentarian Suleiman Kerimov was in critical condition this weekend after crashing his black Ferrari Enzo in Nice on the French Riviera. The car split in half after striking a tree, and subsequently burst into flames.
The accident is the latest in a string of high-profile Enzo crashes over the past 12 months that have destroyed four of the $1 million cars. The specific cause of Kerimov's crash is not yet known.
Kerimov was "seriously injured," according to a hospital spokesman. He was transported to Marseille's major burns center following the accident. A female passenger was also hospitalized with injuries.
Russian billionaire and parliamentarian Suleiman Kerimov was in critical condition this weekend after crashing his black Ferrari Enzo in Nice on the French Riviera. The car split in half after striking a tree, and subsequently burst into flames.
The accident is the latest in a string of high-profile Enzo crashes over the past 12 months that have destroyed four of the $1 million cars. The specific cause of Kerimov's crash is not yet known.
Kerimov was "seriously injured," according to a hospital spokesman. He was transported to Marseille's major burns center following the accident. A female passenger was also hospitalized with injuries.