Ground effect was also boosted by adding vortex generators on the undertray. This contributes 10% of the overall downforce increase and makes good use of the know-how acquired in the GT programs, in which 2016 rules permitted extensive study of the interaction between horizontal (flicks) and vertical (dive plane) flow management components. This made space for a couple of horizontal fins or winglets divided by a vertical turning vane and an additional intake ahead of the front wheels. The sides of the front bumpers had the surfaces beneath the headlights hollowed out. The significant increase in rear downforce meant the engineers had to take another look at the front bumpers and underbody to guarantee a balanced distribution of downforce. The result is that the flow to the rear diffuser is protected and losses are reduced so that downforce has been boosted by 5%. The rear bumpers were also modified with the bypass vent from the rear wheel arch being made larger, hollowing out the volume behind the wheels to ensure the wake from the wheels is efficiently channeled. The result is a 10% increase in downforce developed by the rear components. They also create a downwash component in the flow which boosts the twin-profile’s downforce capacity. The vortex generators clean the flow field striking the wing of the effects of the wake of the hot air flow from the radiators which vents onto the bonnet. The central fin plays a dual role: It acts as a vertical fin, boosting stability at low yaw angles, while also supporting the action of the three delta (triangular) vortex generators. Two side fins and a central fin support the twin-profile rear. To guarantee good downforce and drag results, the mobile spoiler’s control logics and range of movement were also reviewed and reprogrammed. In fact, the pressure fields developed by the two downforce-generating systems support and amplify each other. This new addition was developed to work with the active rear spoiler. The FXX-K Evo’s downforce level is boosted by a twin-profile fixed wing in the back. All of this downforce gives the car a decided advantage in lateral acceleration for cornering and stability. As a result, the car generates 1,410 lb of downforce at 124 mph, and 1,826 at the car’s red-line speed. The body and the aero package went through a year of CFS studies. The new car also carries an evolved version of the company’s aero package consisting of a twin-profile rear spoiler, two side wings, and a central fin. The result? The FXX-K weighs less than the previous version of the FXX-K despite now carrying a fixed rear wing. So the design team drew on the company’s experience with Formula 1 cars and used its carbon-fiber technology on the new car. One goal for the new car was to reduce its curb weight. The car is built around the powerplant in the La Ferrari, a 6.3-liter V12 and a hybrid motor that together generate 1,035-hp and 664-lb-ft of torque and a seven-speed F1 dual-clutch transmission. Each car will be maintained and stored by Ferrari: if you buy one of the 12 cars, you just need to ring Maranello, tell them you want the car sent to a particular track, and fly there yourself: on your arrival, your FXX K will be ready to set lap records.Engineers and designers at Ferrari combined all the latest innovations and advancements used on the company’s cars that compete in Formula 1, GT3, GTE, and Challenge to come up with the Ferrari FXX-K Evo. Just like the last FXX, the LaFerrari FXX K will be raced in a spec-series organized by the manufacturer on some of the most prestigious tracks.
The mill now pumps out 860 horsepower at 9200 rpm, and the electric motors are good for another 190 horsepower, for a total of 1050. To power the car, the powerplant from the LaFerrari was not overly modified: since the V12 is already strained to the limit, the engineers only added about 50 horsepower by replacing the camshaft and modifying the valve train to be mechanically activated. The final result is impressive: more than 50% more downforce compared to the LaFerrari. There is also even more active aero, which is controlled by a central computer that optimizes the air movements for low-speed, handling or top speed.
The aerodynamics have also been optimised, because it’s been freed of the restrictions of being street-driven: various carbon fibre aerodynamic parts have been added all around the vehicle and new air ducts channel air to the brakes and motors.
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