We already know a fair bit about what to expect from the Enzo’s replacement and have seen many spy photos of test mules. A final name has yet to be chosen, but the internal designation is F150—don’t count on that name making it to production, though, as the Scuderia’s 2011 F1 racer used that moniker to celebrate Italy’s 150th birthday before some huffing and puffing from Ford. The new supercar will have a version of the F12berlinetta‘s V-12 engine paired with a generator and an electric motor making a combined output of more than 900 hp, a carbon-fiber tub chassis similar to the McLaren MP4-12C’s, and more organic styling as compared to the Enzo’s. But while the above image of the top-shelf Ferrari’s cluttered, rough-looking hindquarters (appearing to still be in the test mule or prototype phase) mostly confirms previous intel, it also gives away a few new details.
Let’s start with the Ferrari’s rear structure. The image clearly shows that the engine and presumably the rear suspension attach to what looks to be an aluminum subframe, which is bolted to the main carbon-fiber chassis. (The chassis tub Ferrari displayed in Paris was completely naked, although it featured several likely mounting points located both front and rear to support the production car’s subframes.)
The V-12 engine nestled in the engine bay wears carbon-fiber intake plenums that stretch all the way to behind the rear axle. Just like in Ferrari’s HY-KERS hybrid diagram from Beijing (shown above), it sits forward of the rear differential, which is followed by a dual-clutch automatic transmission. An electric motor serves as the powertrain’s caboose, and can be seen poking out of the middle of the rear of the chassis. Orange wires extend from the motor to the Magnetti Marelli control unit mounted on top of the transmission, as well as up the right flying buttress before connecting to the car’s mid-mounted battery pack.
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Another set of orange wires run from the control box along the left-hand side of the V-12 engine, and although their destination isn’t visible, we’re betting they connect to the engine’s clutched alternator-generator (the green component in the lower left of the above image). No rear suspension components are visible, but the lack of shock towers has us thinking the F150 will utilize some form of a horizontal, pushrod-actuated suspension setup. Unlike the transversely oriented coil-overs at the rear of the new Pagani Huayra, however, we believe the Ferrari’s coil-overs and dampers will run longitudinally on either side of the engine. There is a distinct lack of space between the very wide rear wheel wells; the narrow area is dominated by the engine and transmission, leaving very few packaging alternatives for the suspension.
We’ll find out the full extent of Ferrari’s clever engineering when the Enzo successor debuts sometime next year. Recent rumors point to a big reveal happening at either the Geneva show in March or at the Detroit auto show in January.
By Alexander Stoklosa