The beginning of Ferrari’s 60th Anniversary weekend celebration at the Fiorano test track, coincided with a glimpse into what Ferrari’s future technology will offer with the presentation of the FXX Millechili project.

Placed centre-stage in front of an FXX and F2007 Formula One car, the FXX Millechili outwardly looks like a scaled-down version of the Ferrari Enzo, which is basically what the styling represents. Styling, however, was not of importance with this particular project. The full 1:1 concept is a static surface model largely made of cardboard and plastic. Even the alloy wheels are represented by paper print-outs, which is the norm for internal design presentations, but hardly ever the case for external launches. Indeed looking like a basic development model, the FXX Millechili concept is all about technology and, in particular, fuel efficiency. Despite its outward pretensions, the FXX Millechili is the most important concept car Ferrari has ever presented.

The Millechili name was first used for a successful entry in the Ferrari: New Concepts of the Myth design competition. Coined by designers Louis Agullo Spottorno (Spain) and Felix Hiller (Germany) from the Istituto Europedo di Design in Turin, Millechili literally translates as “1000 kilos” (2207 lb). This gives the concept a weight nearly 300kg less than that of the Enzo.

The Millechili’s compact outer dimensions give an indication as to how the Enzo design could be scaled-down in size, yet still offer the volume for a V8 or V12 engine in its current specification. The FXX Millechili could contain as much as 660 bhp from the 6-litre Enzo V12 under its compact bodywork.

Ferrari are now showing an even higher level of commitment towards making strong lightweight structures for their road cars, which will be imminently noticeable with pipeline projects such as the replacement for the F430. The Millechili is nearly a metre shorter than the Enzo on which the styling is based, with the concept’s wheelbase being 93.7 inches compared to the Enzo’s 104.3 inches. The length of the frontal area has also been drastically reduced by (6.2 inches) and now measures (43.3 inches) from the top of the windscreen to the tip of the nose. This provides the Millechili with a front overhang far shorter than that of the Enzo. Likewise the rear overhang has also been truncated. The reduction of length in the nose is the result of an F1-inspired carbon fibre safety structure. Lighter than aluminium, the carbon fibre structure can be made around 20 percent shorter due to its energy absorbing efficiency.

As the price in carbon fibre falls, the material will spread throughout the structure of production Ferraris. This technology will also filter down towards more affordable cars, even though it has already been applied on some family cars such as e.g. the Audi A2 with its carbon fibre floorboard structure.

Almost all of the new advances in technology presented by Ferrari are claimed to be derived from Formula One, and these are all be developed for introduction on future road-going Ferrari production cars. The most noteworthy of these advances includes a hybrid powertrain, which will decrease weight and improve efficiency in a bid to appeal to international legislators introducing emissions limits which Ferrari can’t meet with current performance levels.

For the 2009 Formula One season, F1 cars will be able to regenerate and re-use 60kW of power. An adaptation of the system will be introduced on Ferrari road cars in 2012. The hybrid powertrain comprises a battery and an electric motor which briefly delivers a surge of torque to the rear wheels during gearshifts under acceleration to cover the conventional engine’s temporary loss in power supply. By 2012 gear shifts could take as little as 30 milliseconds; one fifth of the time required by today’s F430 sequential F1 gearbox (150 ms).
 

This hybrid technology will provide smoother gear changes, and is regarded by Ferrari as a more interesting solution than the twin-clutch DSG gearbox which they are currently also developing with scepticism.

Over the past two years Ferrari has been working together with Imperial College London on an active aerodynamic system call ‘synthetic jets’. These synthetic jets are openings in the rear underbody of the car which measure around 20mm in diameter. The jets fractionally open in an instant to alter airflow underneath the car. Depending on their status the synthetic jets either work to reduce drag in order to improve speed and efficiency, or increase drag to assist braking which in turn allows the car’s conventional braking system to be reduced in size and weight. This technology is still being trailed in the laboratory, with road-going prototypes scheduled for 2008.

The interior of the FXX Millechili is represented by an individual model of a steering wheel and pedal box. By securing the seats in a fixed position, future Ferraris will have smaller cockpits measuring at least 80mm less in height and length. Like with a Formula One car, the driver’s head will be kept in a fixed position, in turn allowing a lower roofline for aerodynamics and requiring less space for crash safety. Instead of heavy electric seats, the future setup will include a pedal box and steering column which can be adjusted in rake by 150mm. A fixed steering wheel boss, similar to that found in the Citroën C4, packages all the controls that the driver needs in order to be in full command of the car.

Ferrari’s petrol engines will also undergo radical changes. Ferrari experimented with direct injection in Formula One, although it is now banned. Developments in direct injection are now being readied for implementation in Ferrari’s new generation of road car engines, which will provide fine fuel atomisation and precise metering for a more efficient combustion, as well as sharper throttle response. Reduced frictional losses will provide a massive 6 percent improvement in mechanical efficiency, with a further 3 percent improvement from the gearbox which can be produced a third lighter. All future Ferrari engines will also be able to run on bioethanol.

These new advancements are the result of more stringent investigations towards power-to-weight and specific power output, which remain Ferrari’s key criteria. Advancements in brake technology will see Ferrari road-cars being fitted with second-generation Brembo CCM-2 carbon ceramic brakes. The increased friction of the compound will allow smaller diameter discs, with resulting weight reduction. This technology will reduce the diameter of the 599 GTB Fiorano’s front discs from nearly 400mm to around 350mm as well as the elimination of the heavy and bulky brake booster.

A new generation of super-low rolling resistance tyre, together with an F1-derived carbon fibre suspension setup tuned to the tyres handling characteristics will also cut down on unsprung weight. This consequent reduction in unsprung weight will provide improved handling and will also allow smaller and lighter wheels depending on feedback from style-conscious customers. Ferrari, however, can pride themselves as trendsetters with technology itself being the styling benchmark.

Whereas the FXX Millechili will never be built, it represents a technological showcase for the future of all road-going Ferraris. The Fiorano presentation also included the debut of the 612 Scaglietti 60th anniversary edition, more details of which will follow later.