EN | Bosch User experience for automated driving

F12 BERLINETTA Architecture

THE F12BERLINETTA’S SPACEFRAME CHASSIS BODYSHELL ARE COMPLETELY NEW AND USE DIFFERENT TYPES OF MATERIALS AND TECHNOLOGIES, MANY OF WHICH ORIGINATED IN THE AERONAUTICAL INDUSTRY.

NO FEWER THAN 12 DIFFERENT TYPES OF ALLOY HAVE BEEN USED, INCLUDING TWO NEW STRUCTURAL ALLOYS.

This has helped keep the car’s weight down (50 kg has been saved on the body-in-white alone which equates to a saving of 90 kg if the previous chassis were re-engineered to meet crash legislation) and maximise the efficiency of its performance (torsional rigidity has been increased by 20 per cent).

Crash resistance (lateral pole impact and roof roll-over) is already in line with future legislative requirements and particular attention was taken during the design phase to improving production quality, and minimising repair times and thus costs for the client.

THE F12BERLINETTA DELIVERS TRULY EXTRAORDINARY PERFORMANCE AND DRIVING INVOLVEMENT THANKS TO ITS HIGHLY EVOLVED TRANSAXLE ARCHITECTURE WHICH WAS DEVELOPED WITH EXTREMELY AMBITIOUS OBJECTIVES IN MIND.

These were to reduce overall weight, lower and move the centre of gravity rearwards in the chassis, and reduce the car’s frontal area whilst contemporaneously increasing passenger and luggage space compared to the previous V12 coupé to ensure maximum comfort over lengthier journeys. To achieve these objectives, the engineers lowered the engine, dashboard and seats.

Furthermore the rear of the car is now more compact, thanks to the repositioning and reduction in size of the fuel tank (permitted in part by a more efficient engine which delivers the same range as before) and to the new transaxle layout allowed by the rear multi-link suspension and F1 dual-clutch transmission with integrated electronic differential.

Rather than a traditional separate boot, the F12berlinetta features a generous tail-gate incorporating the rear screen which contributes both to the compactness of the design, and the generous luggage space and its accessibility, while ensuring maximum structural rigidity

This solution also ensures that more of the car’s mass sits inside the shorter wheelbase to the benefit of handling dynamics.

The end result is a car that’s lighter by 70 kg with a centre of gravity that’s 25 mm lower. It’s also shorter (-47mm), lower (-63 mm) and narrower (-20 mm) compared to the previous V12 coupé.

The rear overhang has been greatly reduced (-82 mm) while the front one has been estende (+65 mm) to accommodate the cooling systems required for the powerful V12 engine. Weight distribution is ideal - 54% at the rear – and is unmatched by competitors within the segment.

F12 Berlinetta Powertrain

V12 ENGINE

The F12berlinetta’s 6262cc 65° V12 Engine delivers unprecedented performance & revs for a naturally-aspirated 12-cylinder.

ENGINE

Type	65° V12
Bore/stroke	3.7 x 2.96 in (94 x 75,2 mm)
Total capacity	382.13 cu in (6262 cc)
Compression ratio	13.5:1
Maximum power **	545 kW (740 CV) at 8250 rpm
Specific power output	88 KW/ cu in (118 CV/l)
Maximum torque	690 Nm at 6000 rpm
Maximum revs	8700 rpm

Maximum power

545 KW

(740 CV)

at 8250 RPM

acceleration 0-200km/h

8.5 sec

0-200km/h

weight / Power

2.1 KG

/CV

THE 6262CC 65-DEGREE V12 IS THE MOST POWERFUL NATURALLY-ASPIRATED V12 YET

Maximum power is 740CV for a specific output of 118CV per litre and 690 Nm of torque. 80 per cent of that torque figure is on tap from 2500 rpm, giving massive acceleration right the way up to the 8700 rpm red line.

Just like Ferrari's F1 engines, the V12 boasts very low levels of inertia to ensure that the engine revs rapidly. Development concentrated on a number of areas, including the compression ratio which has been increased to 13.5:1.

The lower crankcase was completely redesigned to help reduce the car's centre of gravity (the engine sits 30mm lower and further back in the chassis compared to the 599 GTB Fiorano). The V12 feeds power to the rear wheels through the dual-clutch F1 transmission which gives instantaneous gear shifts.

THE TRANSMISSION FEATURES CLOSE GEAR RATIOS DEVELOPED SPECIFICALLY TO SUIT THE CAR'S PERFORMANCE AND IS INTEGRATED WITH THE ELECTRONIC E-DIFF TO REDUCE OVERALL WEIGHT.

Internal friction losses have been reduced to a minimum and innovative technologies have been employed (such as the multi-spark ignition function which implements three successive sparks of different intensity and duration) to reduce fuel consumption by 30 per cent compared to the 599 GTB Fiorano depsite the increase in power and torque.

Specifications

DIMENSIONS AND WEIGHT

Length	181,8 in (4618 mm)
Width	76,5 in (1942 mm)
Height	50,1 in (1273 mm)
Wheelbase	107,1 in (2720 mm)
Front track	65,6 in (1665 mm)
Rear track	63,7 in (1618 mm)
Dry weight*	3362,0 lb (1525 kg)
Kerb weight*	3593,5 lb (1630 Kg)
Weight distribution	46% front, 54% rear
Fuel tank	24.3 US gal - 20.2 UK/gal (92 l)

TYRES AND RIMS

Front	255/35 ZR 20 9.5J
Rear	315/35 ZR 20 11.5J
Front (winter)	255/35 ZR 20 9.5J
Rear (winter, can be used with chains)	305/35 ZR 20 11.5J

CCM 3 BRAKES

Front	15,7 x 8,8 x 1,5 inch (398 x 223 x 38 mm)
Rear	14,2 x 9,2 x 1,3 inch (360 x 233 x 32 mm)

Electronics

ESC	Electronic Stability Control
High-performance ABS/EBD	High performance Antilock Braking System/Electronic Brakeforce Distribution
F1-Trac	F1 traction control
E-Diff 3	Third Generation of Electronic differential
SCM-E with dual coil	(magnetorheological suspension control with dual coil system)

Performance

Maximum speed	over 211 mph (340 km/h)
0-100 km/h	3.1 sec
0-200 km/h	8.5 sec

Fuel Consumption

Combined

15l/100 km

CO2 emissions

Combined

350 g/km

NOTE

** Engine power is expressed in kW, in accordance with

the International System of Units (SI) and in CV (1KW= 1.3596216 CV). With dynamic overboost

NITROGEN INFLATION

Beberapa kedai mengesyorkan dan mengembung tayar menggunakan nitrogen bukan udara termampat untuk sebab-sebab berikut:

•Tayar akan kehilangan tekanan lebih cepat jika udara digunakan dan bukannya nitrogen

•Nitrogen mampat mengandungi kelembapan yang kurang berbanding dengan udara termampat

•Apabila tayar menjadi panas, kelembapan dalam tayar mengewap dan mengembang, menyebabkan tekanan dalam tayar meningkat

•Pasukan Race menggunakan nitrogen kerana mereka telah tiba ke trek dengan silinder nitrogen untuk menjana peralatan udara

•Nitrogen adalah kurang berkemungkinan untuk mengubah tekanan dengan perubahan suhu

•Oksigen dalam tayar boleh menyebabkan pengoksidaan pelapik dalaman tayar dan pengaratan roda

COOLING SYSTEM SERVICE

Flushing Coolant

–Step 1: Drain system.

–Step 2: Fill system with clean water and flushing/cleaning chemical.

–Step 3: Start engine; run until it reaches operating temperature with heater on.

–Step 4: Drain system and fill with water.

–Step 5: Repeat until drain water runs clear.

–Step 6: Fill system with 50/50 antifreeze/water mix or premixed coolant.

–Step 7: Run engine until it reaches operating temperature with heater on.

–Step 8: Adjust coolant level as needed.

COOLANT TEMPERATURE WARNING LIGHT

Most vehicles have heat sensor to engine operating temperature indicator

light

If light comes on (or temperature gauge goes into red danger zone) 

coolant is 250°F to 258°F (120°C to 126°C)

If coolant temperature warning light comes on, follow these steps

Step 1: Shut off air conditioning and turn on heater. Set blower speed to high.

Step 2: Shut engine off and let it cool.

Step 3: Do not remove radiator cap while engine is ho 

Step 4: Do not continue to drive.

Step 5: If engine does not feel or smell hot, problem may be faulty hot light sensor or gauge.

Common Causes of Overheating

–Low coolant level

–Plugged, dirty, or blocked radiator

–Defective fan clutch or electric fan

–Incorrect ignition timing (if adjustable)

–Low engine oil level

–Broken fan drive belt

–Defective radiator cap

–Dragging brakes

–Frozen coolant (in freezing weather)

–Defective thermostat

–Defective water pump (impeller slipping on internal shaft)

–Blocked cooling passages in block or cylinder head(s)

Computer Fundamentals

The onboard automotive computer has many names:

•Electronic control unit (ECU)

•Electronic control module (ECM)

•Electronic control assembly (ECA)

•Controller

The Society of Automotive Engineers (SAE) bulletin J1930 standardizes the name as a powertrain control module (PCM)