The Ferrari f355 engine’s aluminum block had Nikasil coated wet steel liners. Peculiarly lightweight solid aluminum alloy pistons drove the crankshaft through titanium alloy con rods previously seen solely in Formula one engines. The engine’s greatest innovation is its five-valves per cylinder, 3 intake and 2 exhaust, that combined high revs with high intake permeability maximizing gross potency. The aluminum head was ultra-high strength with variable rigidity twin valve springs. The radial intake valves created conical cam profiles necessary and therefore the high rotation speed necessitated a high carry for each reliability and long-term performance. The management lobe for the central intake valve was slightly offset, reducing pulse stress and therefore the emission of unburned hydro carbons.
That valves were actuated by hydraulic tappets with automatic play take-up, a primary for engines that rev over 8000rpm. In accordance with racing style, Ferrari engineers created a particularly compact high-swirl combustion chamber of 11:1 compression ratio. Ferrari’s engine was controlled by a Bosch Motronic M2.7 double hot wire electric injection-static ignition system, and lubricated by a dry sump engine oil circuit.
The exhaust system was insulated stainless-steel and featured twin-branch delivery to the catalysts: one main branch to a ceramic matrix catalyst and one by-pass branch to steel matrix catalysts. The by-pass branch solely comes into play at high speeds in response to the gap of a throttle valve controlled by the Motronic system. This engine performance by reducing exhaust back-pressure.
The drive train on the Ferrari powered a 6-speed transverse gearbox or an optional F1 electric-hydraulic transmission system with paddle shifters, derived directly from current Formula one technology. The manual, all-synchronized system offered short travel through the classic Ferrari gated shifter actuating rigid rods for a positive feel. The ratios were designed to create the foremost of the torque curve, there by enhancing the driv eability and sporty performance of the automobile. The differential was a multi-plate restricted slip kind with segmented lock that adopts a differentiated drive and over run. the only dry plate clutch was hydraulically actuated, it is housing being magnesium alloy. An oil/water heat exchanger ensured the gearbox oil was rapidly delivered to optimal operating temperature.
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