how does ferrari make thier engines rpm happy?

[merlot566jka]

or any other exotic engine for that matter

how do they get them so rev happy and still be reliable?

why 5 valves?

do they use variable valve/cam timing?

with thier fixed cam engines, how do they get them to idle so low, and make top end horsepower in the 10000 rpm range?

anybody know where to find details (other than mechanical specs) of exotic engines?

im just curious

[GutlessSupreme]

A lot of exotic European motors are rev happy because they are usually under 5 L in displacement but it's spread out over 12 cylinders. Those are tiny pistons and they have a very short stroke.

And who said anything about them being reliable?

[pocket-rocket]

Some quick facts on the Ferrari F50 engine:

http://en.wikipedia.org/wiki/Ferrari_F50

Name: Tipo F130, model SFE 4.7 VJGAEA
Position: Mid-Engine
Configuration: Longitudinal 60-valve 65° V12, derived from F1 unit
Aspiration: Natural, with Variable Length Intake Manifold via butterfly valve in Intake Manifold
Intake Manifold: Carbon Fiber
Block: Nodular cast iron
Heads/Pistons: Light-alloy aluminum heads/forged Mahle pistons
Oil Sump: Aluminium
Connecting Rods: Forged titanium
Crankshaft: Forged steel
Cam covers/Oil and Water pump housing: Magnesium sand castings
Exhaust Manifold: Stainless steel
Weight: 436.5 lb
Timing gear: 5 valve/cyl (3 intake, 2 exhaust), 4 overhead camshafts (2 per cylinder bank) driven by low-noise Morse chain
Displacement: 4698 cc/286.68ci
Max Power: 513 bhp (383 kW) @ 8000 rpm
Max Torque: 347 lb·ft (470 N·m) @ 6500 rpm
Power/Disp.: 109.1 bhp/litre
Weight/Power: 5.8 lb/bhp
Bore x Stroke: 3.35 in. x 2.72 in.
Bore:Stroke: 1.23:1 (Oversquare)
Compression: 11.3:1
Redline: 8500 rpm
ECU: Bosch Motronic 2.7 (controls the fuel feed, ignition timing, and variable length intake and exhaust systems)
Fuel Feed: Sequential injection
Ignition: Bosch Static electronic distributorless ignition
Lubrication: Dry Sump, tank incorporated within the final drive housing, 3 scavenger pumps
Variable Intake: Butterfly valve in carbon fiber intake manifold closed at low rpm, open at high rpm
Variable Exhaust: Butterfly valve in upper tailpipes closed at low rpm, open at high rpm

And compare this info to the specs listed on this site for the 3100 for bore and stroke:

http://60degreev6.com/forum/showthread.php?t=24937

Bore 89 mm 3.50 in
Stroke 84 mm 3.31 in

I am sure the forged Titanium rods *drools* have a good amount to do with it, besides the smaller bore/stroke. I am willing to bet Ferrari also take the time to polish everything that should be done in the way of heads/intake and rotating assemblies are balanced as well. Engine blocks are probably torque plate bored and have align bored mains as well.

[ForcedFirebird]

or any other exotic engine for that matter

how do they get them so rev happy and still be reliable?

why 5 valves?

do they use variable valve/cam timing?

with thier fixed cam engines, how do they get them to idle so low, and make top end horsepower in the 10000 rpm range?

anybody know where to find details (other than mechanical specs) of exotic engines?

im just curious

A 60* could be made to do that as well, takes time and money.

There isn't much difference between an exotic engine and a racing engine (except the race engine might last a little longer, lol). Balancing and lightening the rotating assy, flow and dyno research, lots of tesing, polishing, custom parts etc, but why? You have to remember these car mfgrs you mention have spent generation perfecting what you see today - and you pay dearly for it

I know the 60* can be pushed pased the 340-350 hp N/A I have seen it reach already, but not too many people are willing to do so.

[merlot566jka]

interesting. i wonder why i couldnt find that info on wiki?

so short stroke, means less force at tdc and bdc on the rods, bearings and the like.

im sure they are balanced to perfection, and align bored and honed.


so what about idle? how is it managed?

[1988GTU]

but not too many people are willing to do so.

Willing? I doubt it. More like flat broke. The folks that do have the money that can actually make a fast engine don't make it happen. Reason why I think that is because they either want the stock DD advantage, or just don't care that much for power and a 3400 will do them just fine.

[geoffinbc]

If you have a shore stroke and small bore then there is not too much cylinder volume to fill. combined that with well flowing heads, which in reality wont flow better than and LS3 or LS7 head, and you have an engine that breathes really easy even at high RPM. Also they would have valve timing to match the power band they are working in. It idles fine but most likely not below 1000RPM. But of course all these engines lack the part of the power equation and that is torque . I just read a review on the new BMW M3 and it makes 400HP but only 295lbs of torque. I always like to see both number equal or close to it. That way you have power out of the hole.

Lust look at any motorcycle engine from a sport bike and add 4,6 or 8 more cylinders and you have a Ferrari motor LOL.

I always liek to look at it like this. If I pay even 20,000for say an LS7 engine and then throw a couple more grand at it I can have hundreds of more horsepower and GOBS of torque and even better mileage and still be way a head in price per horsepower. I can even get a new Diesel and make more horsepower and more torque than I can imagine AND gas millage would be DOUBLE

[dohcfiend]

A lot of exotic European motors are rev happy because they are usually under 5 L in displacement but it's spread out over 12 cylinders. Those are tiny pistons and they have a very short stroke.

And who said anything about them being reliable?

..x2

[pocket-rocket]

I read BMW's latest approach (read: I read this something like 3-4 years ago) to the M cars was to wind them up with high rpms like a rubber band (bad paraphrasing, and it makes them sound like Honduhs) to create power, rather then take the normal metal shearing strength of torque to do the work... I think I shed a tear that day