… In relation to its size. The Italian V6 develops 663 horsepower for less than 3-liters of displacement. How? ‘Or’ What ? Discover the tricks invented by Ferrari.
Little but strong. The new thermal unit inaugurated by the Ferrari 296 GTB astonishes by its vigor given its relatively modest size. The twin-turbo V6 develops 663 horsepower for a displacement of 2992 cm3. Is 221 hp per liter. A value never seen before on a production engine.
=> Ferrari 296 GTB: all the information and official photos
Power per liter (heat engines only):
- Ferrari 296 GTB : 221 ch/litre
- Mercedes-AMG A 45 S : 211 ch/litre
- Maserati MC20 : 207 ch/litre
- Bugatti Chiron Sport: 200 hp / liter
- McLaren Artura: 195 ch / liter
Note that an additional electric motor brings the total power of the 296 GTB (the name uses the 29 for the displacement, 6 for the number of pistons) to 830 hp for a torque of 740 Nm. second Ferrari plug-in hybrid after the SF90 Stradale, released in 2019.
The thermal block, 100% new, takes the name of F163 in the brand’s internal nomenclature. The “only” 6-cylinder configuration was dictated by the downsizing trend, reducing displacement as a result of increasingly severe emission standards. It also saves around thirty kilos compared to the eight-cylinder house. But the biggest surprise of the technical sheet is in the corner of the V6. This is increased to 120 °, against 90 ° on the V8 of the F8 Tributo.
First expected advantage: a lowered center of gravity. This solution is not new, especially in competition. Maranello had tested it in the 1960s on the 1.5-liter 120 ° V6 of the Ferrari “Sharknose” 156 in Formula 1. Renault had also adopted it in the main discipline in 2002 and 2003 to lower the barycenter of its V10. , before returning to a more traditional angle (72 °) in the face of the fragility of his block. Above all, McLaren has in turn adopted a 120 ° layout for its production Artura (V6, 3-liters, 585 hp not counting the electric motor).
Second advantage: opening the “V” allows you to have more space to accommodate the two IHI turbos (not on the side of the engine) in the “valley” between the two rows of cylinders. Capable of running at 180,000 rpm, they saw the size of their turbine reduced to limit inertia. They are also better fed thanks to their new position. The exhaust gases travel less distance from the combustion chamber and follow a less tortuous route, reducing the response time (“lag”). Ferrari also promises that this layout will give the V6 a spectacular metallic sound as it approaches 8,500 rpm in the red zone.
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Third advantage of this configuration: the power chain footprint is reduced. The turbos brought inside and the more horizontal placement of the air intakes allow better “packaging” at the rear of the car. For the benefit of support, lower CO2 emissions, and design …
” The behaviour of a motor with an angle of 120 ° is very difficult, explains Chief Engineer Michael Leiters to our colleagues at Road & Track. We don’t have a counterweight to cancel the vibrations. We only have the crankshaft and that causes vibrations that are very difficult to manage. We have worked a lot to strengthen the structure. This is important not only because of the mechanical structure, but also because of thermal stress on the materials ”.
But it is not only the architecture that distinguishes this engine nicknamed “baby V12” by its parents. By using new aluminum alloys, Ferrari was able to increase inlet gas pressure up to 350 bars, optimizing combustion… and performance. Unlike McLaren, Ferrari kept a supercar engine (88 mm x 82 mm), allowing higher speeds. Especially since the presence of an electric motor and its 7.45 kWh battery relieves the twin-turbo V6 from certain missions: flexibility at very low revs, for example, is no longer entirely its business. It can therefore benefit from a more aggressive setting, to the benefit of high-placed horses. And demonstrate that Maranello’s engine manufacturers are still among the best in the world.
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