El Tributo cabrio, 3.9 V8 720 cv 770Nm 1.400 kg 0/100-2.9" 0/200-8.2" 340 km/h, muy bonito en amarillo THE FERRARI F8 SPIDER: THE EVOLUTION OF THE SPECIES The mid-rear-engined drop-top powered by the most successful Ferrari V8 ever Maranello, 9 September 2019 – Ferrari has unveiled the F8 Spider, the new generation drop-top sports car equipped with the most successful mid-rear-mounted V8 in history. The Ferrari F8 Spider was designed in parallel with the F8 Tributo berlinetta and features the Prancing Horse’s compact and efficient RHT (Retractable Hard Top) which influences the lines of a model that leads its category. The F8 Spider is the latest addition to an exclusive and prestigious bloodline of open-top V8 cars begun with the 308 GTS in 1977. It is less extreme than the 488 Pista Spider, but sportier than the 488 Spider which it replaces in the range. Consequently, the F8 Spider sets a new benchmark for the “en plein air” sports car in terms of usable performance and exceptional handling, providing an incredibly rewarding driving experience. In fact, it excels in merging handling dynamics with surprising in-car comfort. This Ferrari spider thus combines the characteristics of the most lauded 8-cylinder engine in history with unparalleled driving pleasure. The V8 has raised the performance bar to unprecedented new heights, not only for turbo engines but power units of all types. The engine is a development of the V8 that won the “International Engine of the Year Award” for four consecutive years (2016, 2017, 2018 and 2019) and that was also selected as the best engine of the last two decades. An incredible feat unmatched in the history of the Awards. The F8 Spider’s greatest achievement is the fact that it unleashes its power instantaneously with zero turbo lag, whilst retaining this V8’s unique and very special soundtrack. This astonishing performance and the car’s disarmingly effortless handling were made possible by integrating a series of innovative, track-derived aero solutions into its design. The mission of every new model produced by Maranello is to introduce new design features and outperform its predecessors on all fronts. The challenge the engineers and designers always face is to push their own creative limits and the boundaries of technology by introducing new, leading-edge solutions and setting new levels of excellence. This is something they have done to brilliant effect once again with this new model. The F8 Spider replaces the 488 Spider and improves on all aspects of its specifications: aside from the fact that its engine delivers an extra 50 cv, the new Ferrari is 20 kg lighter than its predecessor. It weighs just 20 kg more than the more extreme 488 Pista Spider. The F8 Spider is significantly more aerodynamically efficient, too and features the new 6.1 version of the Side Slip Angle Control system. ENGINE In the automotive world, Ferrari’s V8 engine is seen as the very epitome of sportiness and driving pleasure. This is particularly the case when it is mid-rear-mounted in a two-seater. Ferrari has been honing the scope of this architecture to perfection for over four decades as it optimally balances weight for perfect handling dynamics. The V8’s technical specifications are truly exceptional. The 3902 cc unit unleashes 720 cv at 8,000 rpm and also has an impressive specific power output of 185 cv/l. Its maximum torque is now higher at all engine speeds, peaking at 770 Nm at 3,250 rpm. Today, Ferrari V8s incorporate solutions so refined they are effectively masterpieces of engineering. This power unit in particular further enhances the typical traits of all Maranello engines with smoothly progressive, limitless acceleration and zero turbo lag, combined with a unique soundtrack courtesy of a new exhaust system. The new car offers drivers pure emotions. Instantaneously accessible power is matched by exceptional handling thanks to advanced vehicle dynamics solutions. These include a new version of the Ferrari Dynamic Enhancer (FDE+) which can now be activated in the manettino’s RACE position, a move designed to make performance on the limit easier to reach and control. To achieve the 50 cv increase in power compared to the 488 Spider, the new intake line is derived directly from the 488 Challenge. In the F8 Spider, the air intakes have been moved from the flanks to the rear where they are located on either side of the blown spoiler and are directly connected to the intake plenums. This drastically reduces losses and ensures greater air flow to the engine, thereby increasing the power. The air flow also benefits from increased dynamic pressure created by the shape of the rear spoiler. Adaptive Performance Launch analyses grip as the car accelerates and then uses electronic controls to optimise the torque delivered to suit the road’s grip level, reducing wheel slip to a minimum which, in turn, maximises acceleration. The rev limiter’s “Wall Effect” strategy is another leap forward in terms of extreme engine performance. Rather than gradually limiting the revs towards the limit, it cuts off right at the 8,000 rpm red-line, maximising the amount of power available in power-on dynamic driving situations and consequently improving lap times. Adopted once again on this model is the hugely successful Ferrari Variable Torque Management strategy for all gears. To adapt it to the car’s extreme sporty spirit, all of the torque curves were redesigned to deliver a feeling of consistently smooth, powerful acceleration all the way to the red line. Maximum torque is 10 Nm higher than on the 488 Spider and is available even at lower engine speeds. The F8 Spider’s engine also inherits highly efficient weight-reduction solutions from the 488 Pista which have cut the power unit’s weight by 18 kg compared to that of the 488 Spider. Reducing the weight of rotating and non-static masses, such as the titanium con-rods, crankshaft and flywheel, allows engine speed to rise very rapidly, so much so that the driver can see the rev counter needle flying, particularly in rapid transitions, such as gear shifting and scorching low-gear acceleration, making the car feel even sportier still. These reductions in the weight of the rotating masses yield a 17% reduction in inertia. Inconel exhaust manifolds derived from the 488 Challenge alone contribute 9.7 kg to the lighter engine weight. The exhaust layout has been extensively modified across the board from the turbos to the tail pipes to produce a sound absolutely unique to this particular car. The result is an unmistakable engine timbre that is superior in terms of both the intensity and quality of the sound. The exhaust line also features a new Gasoline Particulate Filter (GPF) to comply with new homologation requirements. DESIGN Designed by the Ferrari Styling Centre, the F8 Spider continues the direction embarked upon with the F8 Tributo which acted as a bridge to a new design language that will continue to emphasise Ferrari’s key characteristics of high performance and extreme aerodynamic efficiency. When designing a spider, the choice of the top will always play a fundamental role in the car’s overall look. For some years now, Ferrari has been adopting a hard top because of the comfort it provides. As a result, the design of the F8 Spider’s lines was crafted around its RHT (Retractable Hard Top). The key to the whole design was the shifting of the separation line between the car’s body and the roof from its conventional position at the belt-line (occupant shoulder level) to above the B-pillar. The top itself is thus more compact and two-dimensional, with the result that it can be divided into two parts and stowed on top of the engine. The RHT takes just 14 seconds to deploy or retract and can be closed or opened while the car is on the move up to 45 km/h. EXTERIOR The goal the Ferrari Styling Centre set with the F8 Spider was to design a stylistic tribute to the Ferrari V8 engine, by evolving the contents of the F8 Tributo and taking inspiration from the most iconic mid-rear-engined V8 sports cars in Ferrari history. The result is a car with a strong personality of its own through an even sportier design clearly inspired by the car’s advanced aerodynamics. The front view of the car is characterised by the S-Duct around which the entire front end has been redesigned to highlight the extensive aerodynamic modifications made to this area of the car. The clearest example is new, more compact, horizontal LED headlights. The rear spoiler has been entirely redesigned. It is now larger and wraps around the tail lights, visually lowering the car’s centre of gravity and allowing a return to the classic twin light cluster and body-coloured tail, another styling cue from the early 8-cylinder berlinettas like the very first in the legendary series, the 308 GTB. The treatment of the engine cover is one of the F8 Spider’s most distinctive characteristics. The manta-like look of the cover is created by a central spine that starts from the rear screen and disappears under the wing of the blown spoiler, following the air flows themselves. The two wings that emerge from the central volume meld harmoniously with the bodywork, lending a sense of visual continuity from all angles. These wing elements are suspended creating an air vent below them which helps improve dissipation of the heat coming off the engine. The three sculpted strakes on the side elements of the engine cover also make their own contribution to this, in addition to referencing the iconic styling of the rear screen of the coupé version. The strakes are finished in black to reduce weight low and to lend a sense of visual clarity to the design. The crests that emerge from the prominent volumes of the tonneau cover fins flow sinuously rearwards and into the spoiler in an interpretation of the F1 “swan neck” (the pillars supporting the rear wings) which, in turn, enhances the already-powerfully sporty personality of the car. COCKPIT The F8 Spider’s cockpit retains the classic, driver-oriented look typical of Ferrari’s mid-rear-engined berlinettas. A concept that creates a symbiotic relationship between driver and car, very much as happens in F1, with all controls mounted on the new generation steering wheel. The sporty seats are also new. The dash incorporates an aluminium sail panel supporting the central satellite and continuing into the dash itself. Also to create a sense of visual lightness, a sliver of carbon fibre divides the upper and lower parts, streamlining the whole look. This section also incorporates the optional 7” touchscreen passenger-side display and the dash is completed by the classic instrument cluster with its central rev-counter. The tunnel is clearly separated from the dash and set beneath it, once again to enhance the sensation of lightness that the car’s interior exudes. It features a new bridge, a prominent sculptural creation that seems to float and thus further streamlines the cabin. AERODYNAMICS The F8 Spider has taken state-of-the-art aerodynamic solutions and innovations from Ferrari’s GT and Challenge racing experience, and moulded them into the production mid-rear-engined drop-top that makes the highest level of performance accessible to drivers of all abilities. In the F8 Spider, the position of the front radiators – which, unlike the 488 Spider, are rearward-angled – is beneficial in cooling terms but simultaneously shrinks the underbody surface area that can be used to generate downforce. Thus the geometry of the channels used to dissipate hot air had to be redesigned to ensure that maximum downforce was generated whilst cutting drag thanks to the positive interaction between the flows exiting the radiator and the front wheels. The result is a 10% improvement in the car’s overall efficiency compared to the 488 Spider. VEHICLE DYNAMICS Overall performance levels are significantly higher than those of the 488 Spider, thanks to the increase in power, weight reduction and improved aerodynamic coefficient. That performance is also now accessible to a larger number of drivers thanks to vehicle dynamics systems that make driving on the limit an easier and more confidence-inspiring experience. These include a steering wheel with a smaller-diameter rim and the introduction of the new Ferrari Dynamic Enhancer Plus into the integrated SSC concept, now in 6.1 guise. To achieve their goal of making the car’s impressive performance easy to access and control, Ferrari’s engineers worked on integrating engine and aerodynamics performance with the latest iteration of the vehicle dynamics control systems. The Side Slip Control system, which improves drivers’ control on the limit for an even more engaging behind the wheel, has been further evolved. The transition from version 6.0 to 6.1 reflects the fact that the Ferrari Dynamic Enhancer system (FDE+) now also activates in the Race position of the manettino. The FDE is a lateral dynamics control system that uses Ferrari software to adjust the brake pressure at the callipers. It debuted on the 488 Pista and was later adopted on the 488 Pista Spider. The F8 Tributo then featured the new FDE+ version with extended functionality which is now also being used on the F8 Spider. The control system, which is operational through and exiting corners (but not under braking), now also extends to low grip conditions and to the Race setting of the manettino. 7 YEARS MAINTENANCE Ferrari’s unparalleled quality standards and increasing focus on client service underpin the extended seven-year maintenance programme offered with the F8 Spider. Available across the entire Ferrari range, the programme covers all regular maintenance for the first seven years of the car’s life. This scheduled maintenance is an exclusive service that allows clients the certainty that their car is being kept at peak performance and safety over the years. This very special service is also available to owners buying pre-owned Ferraris. Regular maintenance (at intervals of either 20,000 km or once a year with no mileage restrictions), original spares and meticulous checks by staff trained directly at the Ferrari Training Centre in Maranello using the most modern diagnostic tools are just some of the advantages of the Genuine Maintenance Programme. The service is available on all markets worldwide and from all Dealerships in the Official Dealership Network. The Genuine Maintenance programme further extends the range of after-sales services offered by Ferrari to satisfy clients wishing to preserve the performance and excellence that are the signatures of all cars built at the factory in Maranello which has always been synonymous with leading-edge technology and sportiness. Ferrari F8 Spider Technical Specifications Engine Type V8 – 90° – turbo – dry sump Overall displacement 3902 cc Max. power output* 720 cv (530 kW) @ 8000 rpm Max. torque* 770 Nm @ 3250 rpm Specific power output 185 cv/l Max. revs 8000 rpm Compression ratio 9.6:1 Dimensions and weight Length 4611 mm Width 1979 mm Height 1206 mm Wheelbase 2650 mm Front track 1677 mm Rear track 1646 mm Dry weight** 1400 kg Weight distribution 41.5% front – 58.5% rear Boot capacity 200 l Fuel tank capacity 78 l Tyres Front 245/35 ZR 20 J9.0 Rear 305/30 ZR 20 J11.0 Brakes Front 398 x 223 x 38 mm Rear 360 x 233 x 32 mm Transmission and gearbox 7-speed, dual-clutch F1 gearbox Electronic controls E-Diff3, F1-Trac, high performance ABS/EBD with Ferrari Pre- Fill, FrS SCM-E, FDE+, SSC 6.1 Performance 0-100 km/h 2.90 s 0-200 km/h 8.2 s Max. speed 340 km/h Fuel consumption and emissions Under homologation * With 98 octane petrol ** With optional contents
También tienen que presentar el 812 Spider, que se filtró hace unos días... https://www.bmwfaq.org/threads/ferr...osangue-y-mas-novedades.959629/#post-17106085
Ya está aquí, V12 800 cv FERRARI 812 GTS: THE V12 SPIDER RETURNS 800 cv makes it the most powerful production convertible on the market Maranello, 9 September 2019 – Exactly 50 years on from the debut of the last spider in the Ferrari range to sport a front-mounted V12, the 812 GTS hails a triumphant return for a model type that has played a pivotal role in the marque’s history since its foundation. The Ferrari V12 spider story features many iconic models and began in 1948 with the 166 MM, an authentic thoroughbred competition GT that won the two most prestigious endurance races in the world in 1949: the Mille Miglia and the 24 Hours of Le Mans. The last in that long lineage was the 1969 365 GTS4, also known as the Daytona Spider because of Ferrari’s legendary victory in the 1967 24 Hours of Daytona when two works 330 P4s and the NART-entered 412 P took the chequered flag side-by-side to occupy the top three places. The front-mounted V12 architecture has not been used in a Ferrari series-production spider since the 365 GTS4. That said, four special series limited editions have been launched: the 550 Barchetta Pininfarina in 2000, the Superamerica in 2005, the SA Aperta in 2010 and, most recently, the F60 America of which just 10 were built to celebrate Ferrari’s 60th year on the American market in 2014. Like its historic predecessors, the 812 GTS sets a new benchmark in terms of performance and exclusivity. Sporting Ferrari’s majestic 800 cv V12, it is not merely the most powerful production spider on the market, but also the most versatile, thanks to its retractable hard top, a unique feature in this segment which also guarantees a larger boot capacity. The retractable hard top (RHT), which opens in just 14 seconds at speeds of up to 45 km/h, does not impinge upon the interior dimensions, thus maintaining the donor car’s roomy cockpit. The electric rear screen, which acts as a wind-stop, makes the car truly useable with the top down while, with the top up, it can be left open to allow occupants to continue to luxuriate in the naturally-aspirated V12’s unique soundtrack. ENGINE The 812 GTS is the spider version of the 812 Superfast, from which it takes both its specifications and performance, most notably the power unit which, thanks to its ability to unleash a massive 800 cv at 8500 rpm, is the most powerful engine in its class. 718 Nm of torque guarantees impressive acceleration virtually on a par with that of the 812 Superfast while the heady 8900 rpm rev limit means that sporty driving is undiminished. As on the 812 Superfast, these performance levels were achieved in part by optimising the engine design and in part by innovations, such as the use of a 350 bar direct injection system, and the control system for the variable geometry inlet tracts, developed on naturally-aspirated F1 engines. These systems allowed the increase in displacement from 6.2 to 6.5 litres to be exploited to maximise power output whilst retaining excellent pick-up even at low revs. The high pressure injection system also improves nebulisation of the injected fuel thus dramatically reducing the amount of particulates emitted when the catalytic converter is warming up, and the fitment of a Gasoline Particulate Filter (GPF) together with the Stop&Start On the Move strategy, which cuts and restart the engine while the car is on the move, ensures the engine complies with all emissions regulations. Particular attention was also paid to calibrating the Manettino settings to enhance the engine’s potential and the sensation of extreme power delivered by the car. That said, the driver will always be able to easily and confidently dose the massive torque available with the accelerator pedal, thanks to smooth, progressive power delivery at all engine speeds. The shape of the torque curve reveals that torque distribution was not sacrificed to boost power. A significant 80% of maximum torque is available at just 3500 rpm, improving both flexibility and pick-up at lower revs. The shape of the power curve, which rises constantly all the way to the maximum revs of 8500 rpm, and the rapidity with which engine speed increases, thanks to low inertia, give occupants the feeling of boundless power and acceleration. The latter sensation comes courtesy of the overall increase in maximum power output and the optimisation of the aforementioned power curve between 6500 and 8900 rpm, which maximises the average horse power exploitable for press-on track driving when engine revs are kept consistently high. The dual-clutch transmission’s gear-shift strategies enhance the car’s sportiness. When the Manettino is in sportier settings, both up- and down-shift times have been significantly cut and the transition time has been optimised to enhance the driver experience. Combined with the shortened gear ratios, these modifications, mean that occupants will instantly feel that the car’s response to the throttle. The geometry of the exhaust system was evolved to increase and balance the sound from the engine and tailpipes, with the aim of accentuating the car’s extremely sporty character with the roof down. Exhaust-wise, prevalence was given to combustion order harmonics by modifying the geometry of the centre extension pipes. All the pipes in the 6-in-1 exhaust manifold to the monolithic catalytic converter are of equal-length and this optimises the sound by giving predominance to the first-order combustion harmonics. The result is a full-bodied V12 sound in the cabin in all kinds of driving but which is particularly appreciable when the roof is open. DESIGN Designed by the Ferrari Styling Centre and based on the 812 Superfast, the 812 GTS echoes the formal language and proportions of Ferrari’s front-engined V12 without altering either its exterior dimensions or interior space and comfort, so it represents the perfect marriage of sportiness and elegance. From the side view the 812 GTS has a fastback sleekness: a two-box design with a high tail reminiscent of the glorious 365 GTB4 (Daytona) of 1968. The draped design of the flanks visually shortens the tail and is characterised by sharply slanted crease lines and impressively muscular wheelarches that imbue it with the power and aggression warranted by its imposing V12. On the spider version of the 812 Superfast, the entire rear of the car – roof, tonneau cover and luggage compartment – has been redesigned. The idea was to lend the car a new blend of sleekness and balance, thanks to two buttresses beneath which the roof movement mechanism is stowed. The buttresses were designed to visually embody a sense of forward thrust and lend the side windows a signature look that would set the spider apart from the berlinetta. When the top is dropped, the roof panels disappear beneath the aforementioned tonneau cover. From a stylistic perspective, the rear wheelarch has lost the 812 Superfast’s characteristic aerodynamic by-pass. The absence of this duct has been compensated for, however, by reconfiguring the rear diffuser which now has an additional flap. The new 812 GTS also features a new, highly sculptural and model-specific multi-spoke forged wheel. A choice of three versions will be offered: diamond-finish, liquid silver and Grigio Scuro. AERODYNAMICS Aerodynamically, the 812 GTS posed two main challenges for the Ferrari designers: how to guarantee the same performance as the coupé version with the top up and, at the same time, ensure maximum passenger comfort with the roof down. In terms of pure aerodynamic performance, the retractable hard top and its stowage compartment required that the rear of the car be modified. Thanks to meticulous resculpting of the tonneau cover surfaces and, most importantly, the integration of a triplane wing into rear diffuser to create efficient suction (and thus downforce) from the underbody, the aerodynamicists were able to compensate for the downforce lost by the removal of the 812 Superfast’s rear wheelarch by-pass duct, the air intake of which was behind the quarterlight. Drag, on the other hand, was cut by using the air vents on top of the rear flank to efficiently channel excess pressure build-up out of the wheel well. Meticulously detailed work went into guaranteeing an excellent standard of comfort on-board with the top down. There was huge focus on minimising both turbulence inside the cabin and aerodynamic noise to ensure occupants could converse undisturbed even at high speeds. As with the LaFerrari Aperta, two small L-shaped flaps on the upper corners of the windscreen generate a coherent concentrated vortex that creates outwash in the velocity field immediately above the rear screen, thereby avoiding excess pressure behind the occupants’ heads. In this area, the aerodynamicists created an aerodynamic passage in the front trim of the two buttresses that fair in the seats, and topped it with an aerofoil which channels the airflow striking the trim into the tonneau zone at the rear, thus facilitating both venting of pressure in the cabin and recompression of the separation bubble downstream from the wind stop which in turn benefits aerodynamic efficiency and stabilises the flow. VEHICLE DYNAMICS The aim in developing the 812 GTS was to retain the exhilarating feeling of speed and power delivered by the berlinetta version in terms of accelerating, response times and agility. The 812 GTS is equipped with all of the 812 Superfast’s new generation components and control systems and, like it, delivers impressive handling. It sports Electric Power Steering (EPS) which, in line with Ferrari tradition, is used to fully exploit the potential of the car in terms of performance by integrating it with all of the electronic vehicle dynamics controls, including Version 5.0 of Ferrari’s patented SSC. Another of the integrated systems is the Virtual Short Wheelbase 2.0 system (PCV), which has been further evolved based on experience gained since its debut on the F12tdf. The following high performance driver assistance features are also featured: Ferrari Peak Performance (FPP): when cornering, the steering wheel torque will provide the driver with an indication that the car is getting closer to its limit of grip, helping the control of that dynamic state: - Ferrari Power Oversteer (FPO) – in the case of oversteer, most frequently induced while powering out of corners, the steering wheel torque will give the driver feedback to give steering wheel inputs that are coherent with realigning the car correctly - Optimised calibration of the car’s magnetorheological dampers mean its elastic set-up is the same as the berlinetta version’s despite the 75kg increase in weight caused by strengthening work on the chassis. Consequently, its overall performance levels are very close to those of the berlinetta, with 0-100 km/h acceleration in under 3 seconds and 0-200 km/h in just 8,3 seconds. The Ferrari 812 GTS’s maximum speed is the same as the berlinetta’s: 340 km/h. 7 YEARS MAINTENANCE Ferrari’s unparalleled quality standards and increasing focus on client service underpin the extended seven-year maintenance programme offered with the 812 GTS. Available across the entire Ferrari range, the programme covers all regular maintenance for the first seven years of the car’s life. This scheduled maintenance is an exclusive service that allows clients the certainty that their car is being kept at peak performance and safety over the years. This very special service is also available to owners buying pre-owned Ferraris. Regular maintenance (at intervals of either 20,000 km or once a year with no mileage restrictions), original spares and meticulous checks by staff trained directly at the Ferrari Training Centre in Maranello using the most modern diagnostic tools are just some of the advantages of the Genuine Maintenance Programme. The service is available on all markets worldwide and from all Dealerships on the Official Dealership Network. The Genuine Maintenance programme further extends the range of after-sales services offered by Ferrari to satisfy clients wishing to preserve the performance and excellence that are the signatures of all cars built at the factory in Maranello which has always been synonymous with leading-edge technology and sportiness. Ferrari 812 gts Technical Specifications Engine Type V12 – 65° Overall displacement 6496 cc Bore and stroke 94×78 mm Maximum power output* 588 kW (800 cv) at 8500 rpm Maximum torque* 718 Nm at 7000 rpm Specific power output 123 cv/l Max. engine speed 8.900 rpm Compression ratio 13.6:1 Dimensions and weight Length 4693 mm Width 1971 mm Height 1276 mm Wheelbase 2720 mm Front track 1672 mm Rear track 1645 mm Dry weight** 1600 kg Weight distribution 47% ant – 53% post Boot capacity 210 l Fuel tank capacity 92 l Tyres Front 275/35 ZR 20” 10” J Rear 315/35 ZR 20” 11.5” J Brakes Front 398x223x38 mm Rear 360x233x32 mm Transmission and gearbox 7-speed dual-clutch gearbox Electronic controls EPS, PCV 2.0, E-Diff3, F1-Trac, ABS/EBD prestazionale con Ferrari Pre-Fill, FrS SCM-E, SSC 5.0 Performance 0-100 km/h <3.0 sec 0-200 km/h 8.3 sec Max. speed over 340 km/h Fuel consumption and emissions Under homologation * With 98 octane-rated petrol and dynamic ram effect. Engine power is expressed in kW, in accordance with the International System of Units (SI) and in CV (1KW=1.3596216 cv). ** With optional equipment
Ferrari F8 Spider (2020) | Información general Fernando Ríos (@RiversChains) El Ferrari F8 Spider es la variante descapotable del F8 Tributo y el sustituto del 488 Spider, modelo en el que está basado. Tiene un techo de dos piezas completamente automático que emplea 14 segundos en plegarse o desplegarse, operación que además se puede realizar a velocidades de hasta 45 km/h. El motor es el mismo que el del F8 Tributo y similar al del 488 Pista Spider, una variante potenciada y con mejores prestaciones del 488 Spider. Es uno de ocho cilindros en uve colocado en posición central trasera, con 3,9 litros de cilindrada, dos turbocompresores y 720 CV de potencia. Sobresale por la elevada potencia específica (185 CV/litro) y por la facilidad para girar a regímenes muy elevados (entrega la potencia máxima a 8000 rpm). Va unido a una caja de cambios automática de doble embrague y siete velocidades y tiene tracción en las ruedas traseras. En España hay muy pocas alternativas a la venta que tengan unas características similares al F8 Spider, como se puede ver en este listado de descapotables de más de 700 caballos. El rival más directo es el McLaren 720S Spider, que tiene un motor de potencia casi pareja (717 CV) y tracción trasera. El Lamborghini Aventador S Roadster también podría ser una alternativa por concepto (deportivo descapotable de potencia muy elevada), pero es mucho más grande y tiene tracción total. Según los datos facilitados por Ferrari, el F8 Spider tiene unas prestaciones idénticas a la variante con techo cerrado, el F8 Tributo. Así, necesita únicamente 2,9 segundos para pasar de 0 a 100 km/h y es capaz de alcanzar los 340 km/h. Los McLaren y Lamborghini citados en el párrafo anterior aceleran desde parado en prácticamente el mismo tiempo, aunque el segundo alcanza una velocidad máxima más elevada (ficha comparativa). Con respecto al 488 Spider, Ferrari dice haber trabajado para que su conducción al límite sea más sencilla y divertida. Para ello ha mejorado el funcionamiento del Slide Slip Angle control (control de deslizamiento lateral), un sistema que analiza el deslizamiento del vehículo, lo compara con los valores ideales y reparte la fuerza del motor entre las dos ruedas motrices para mejorar el paso por curva. También ha mejorado el coeficiente aerodinámico (Cx) un 10 % respecto a su antecesor modificando el diseño de algunos elementos de la carrocería, como el conducto de aire que va desde la parte delantera a la trasera del vehículo (Ferrari lo denomina S-Duct), el alerón posterior o incluso los faros (son más pequeños y permiten incorporar nuevas tomas de aire). Las llantas del F8 Spider son de 20 pulgadas y tienen unos neumáticos en medidas 245/35 (eje delantero) y 305/30 (eje trasero). Los discos de freno son de material carbocerámico y miden 398 mm (eje delantero) y 360 mm (eje trasero). El habitáculo tiene un diseño similar al del 488 Spider, aunque ahora volante tiene un diámetro inferior y frente al pasajero puede ir una pantalla de 7 pulgadas desde donde se pueden ver algunos datos relativos al funcionamiento del vehículo (velocidad, revoluciones o marcha seleccionada), emisoras de radio o indicaciones del sistema de navegación. https://www.km77.com/coches/ferrari/f8/2020/spider/estandar/informacion
Ferrari 812 GTS (2020) | Información general Enrique Calle (@QuiqueCalle) El Ferrari 812 GTS es la versión descapotable del 812 Superfast (ficha comparativa). Al igual que este, tiene un motor de doce cilindros ubicado por delante del habitáculo, cuya potencia es 799 caballos. El cambio de marchas es automático de 7 relaciones y la tracción es en las ruedas posteriores. Mide 4,69 metros de longitud y su maletero tiene 210 litros de capacidad. Tiene un techo rígido plegable que se puede accionar hasta 45 kilómetros por hora y necesita 14 segundos para completar su movimiento. La luna posterior es una pieza que se puede abrir independientemente del techo. Eso permite llevar la parte posterior abierta aun cuando el techo va sobre la carrocería. Esa pieza también hace las veces de deflector para reducir las turbulencias en el habitáculo cuando se circula con el techo plegado. El motor tiene 6,5 litros de cilindrada y no tiene turbocompresor ni va asociado a ningún sistema de hibridación para aumentar la potencia (o reducir el consumo). Por lo tanto, Ferrari ha conseguido una cifra de potencia elevada haciendo un motor que puede funcionar a un régimen muy elevado (la potencia máxima es a 8500 rpm). El Lamborghini Aventador SVJ Roadster, que tiene la misma cilindrada, consigue los 770 caballos al mismo régimen. Por lo tanto, el Ferrari tiene una potencia específica mucho mayor (123 frente a a 118 CV/l del Lamborghini). El sistema de inyección (directa) puede funcionar hasta 350 bar y la relación de compresión es muy elevada (13,6 A 1). Para cumplir las normas de emisiones utiliza un filtro de partículas. Ferrari ha tenido que hacer cambios importantes en la aerodinámica del 812 GTS respecto al 812 Superfast debido a que el techo y la parte posterior de la carrocería (el sitio previsto para alojar el techo) son distintas. El 812 GTS no tiene los conductos de aire en las aletas traseras que hay en el 812 Superfast (cuya función es proporcionar apoyo aerodinámico a alta velocidad, imagen) y lo ha compensado utilizando un alerón de tres planos junto al difusor posterior. Otros cambios que Ferrari ha hecho en la aerodinámica han servido para «asegurar el confort de los ocupantes cuando circulan con el techo plegado». La velocidad máxima del 812 Superfast y del GTS es la misma: 340 kilómetros por hora. Como el 812 Superfast, el 812 GTS tiene dirección en las cuatro ruedas (Short Wheelbase 2.0) y un control de estabilidad que dispone de la función «Ferrari Side Slip Control» (SSC), que permite tomar las curvas con cierto ángulo de derrapaje. Hay una función llamada Ferrari Power Oversteer (FPO) que, en caso de sobreviraje, el sistema de dirección (eléctrica) aplica cierta fuerza en el volante para indicar al conductor hacia dónde tiene que mover el volante para conseguir recuperar la trayectoria. El incremento de 75 kg respecto al 812 Superfast, ha hecho que Ferrari tenga que cambiar el ajuste de la suspensión de dureza variable de tipo magneto-reológico. https://www.km77.com/coches/ferrari/812/2020/spider/gts/812-gts/informacion
La vista frontal del F8 quita el hipo, maravillosa. Además tiene la altura perfecta para dejarte 6 o 7mil pavos en carbono saliendo del garaje o con el primer badén que pilles. Ya, se puede levantar.
