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carguytimes · 5 years

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心躍るスーパーカーの世界。日本人はやっぱりスーパーカーがお好き～マクラーレンGT／フェラーリF8トリブート

■マクラーレンGT＆フェラーリF8　TRIBUTOの発表会へお邪魔しました！・女子だってスーパーカーにはドキドキ～！私がスーパーカーに最初に出会ったのは、昔々のスーパーカーブームの時。当時、盛岡に住んでいたため、そうそうスーパーカーに出会うことはありませんでしたが、地元でスーパーカーフェスティバルのようなものが開催されたときに、弟と一緒に行って写真を撮ったことを覚えています。そのせいか（？）スーパーカーを見ると未だになぜか心が躍ります。そして日本は世界有数のスーパーカー販売国。特に2019年6月は立て続けに2つのスーパースポーツカー（海外ではスーパーカーではなく、スーパースポーツカーと呼ぶ）の発表会が行われました。まずはマクラーレン・オートモーティブからマクラーレン初のグランドツアラー「マクラーレンGT」。実用性と快適性、それに軽量化とスピードを併せ持つ最強のグランドツアラーで、日本での発表会は東京・原宿駅近くの「Jing（ジング）」で行われました。ポイントは4つ。カーボンモノコックボディからスイッチまで徹底的に軽量化を図りながらも、素材には上質のレザーや抜群の耐久性を持つスーパーファブリックなどで高級感を。また、GTならではの美しいスタイリング。マクラーレンならではのドライビングダイナミクス。さらに、日常使いのために車高を上げ、荷室はリアのエンジンルームの上に420L 、フロントボンネットの下に150L、合計570Lというスーパーカー最大級の荷室を誇り、ゴルフバックも積み込める抜群の実用性を併せ持つ、長距離ドライブにも最適なグランドツアラー。カーボンモノコック製のボディ重量は1530kg。パワートレーンは最高出力456kw（620ps）／7500rpm 、最大トルク630Nm／5500－6500rpmを発生する4.0リッターV型8気筒ツインターボエンジン。後輪駆動（FR）で、最高速は326km/h。タイヤは新しくマクラーレンGTのために開発されたというピレリ製「P　ZERO」にマクラーレン史上最大という21インチのホールがリアに装着されます（フロントは20インチ）。また、インフォテイメントもマクラーレンGTのために開発されたとのこと。日本でのデリバリーは2019年末からとのこと。日本価格2645万円（消費税10％込み）。ちなみにマクラーレンにおいて日本は世界第3位のマーケット。そしてもうひとつがフェラーリ488GTBの後継モデル「F8　TRIBUTO（トリブート）」の日本発表会。世界初公開は今年2019年3月のジュネーブモーターショーなので、私も見るのはこの日が初めて。こちらの会場は東京・東京都現代美術館。会場に入るとF8トリブートのデザインモチーフになった「308GTB」や「F40 」、F8トリブートの8気筒ターボ・チャージャーエンジン、そしてその奥に舞台がありました。ちなみにこのエンジンは『フェラーリ史上最もパワフルなエンジン』と呼ばれ、2016年から英国の「インターナショナル・エンジン・オブ・ザ・イヤー」において3年連続「エンジン・オブ・ザ・イヤー」を受賞したV8エンジン。プレゼンテーションが終わり、ビデオが流れ、クルマが姿を現す瞬間は、いつもドキドキしますが、表れたのはフェラーリにしては珍しく深ブルーのボディカラー。「F8トリブート」の一番の特徴は、歴代モデルのデザインや技術を現代風にアレンジした装備が採用されていて、エンジンルームを覆うリアウインドウは「F40」のものを、スポイラーは308GTBをはじめとする8気筒ベルリネッタのシンボルであるスタイルを採用。なるほど、そのため会場内に2台が展示されていたわけですね。納得！ミッドシップモデルで、3.9リッター　V8　DOHCツインターボ、最高出力720PS／8000rpm、最大トルクは770Nm／3250rpm。車両価格は3245万円。ちなみにフェラーリも、2018年は日本がアジア太平洋地域で最も販売台数が多いマーケットとのこと。そのほかのスーパーカーブランド、ラグジュアリーカーブランドも軒並み世界での販売台数は上位に入っていることが多く、日本は世界有数のスーパーカー大好き！な国のようです。（吉田由美）あわせて読みたい * マクラーレンとラミーがコラボしたプレミアムなアイウェアコレクションが��場 * 新世代のV12フラッグシップ「599 ＆ F12ベルリネッタ」（2006-2015）【フェラーリ名鑑】　 * マクラーレンスピードテール、コンクール・デレガンスでベスト賞を獲得！ * 「マクラーレン GT」、グッドウッド初日に人気TVキャスターによるデモランで大観衆を沸かせる * 大人も欲しい…4万円で買えるマクラーレン 720Sが発売 http://dlvr.it/R8MnsW

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robertvasquez763 · 7 years

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At Dark among the Prancing Horses: We Wander a Field of 70 Historic Ferraris

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At 10 p.m. on a Saturday night, it’s curiously quiet just up the road from the Lodge at Pebble Beach, which in a few hours will become the teeming locus of this year’s Pebble Beach Concours d’Elegance. Crews are undoubtedly scurrying to finish up preparations ahead of the moment the first automobiles will roll onto the lawn, just eight hours from now, but over on the 17th fairway, it’s practically silent. Seventy Ferraris sit, most of them covered, some by plastic sheeting, some under custom-fitted covers. And we’re just wandering around, taking them in, alone, under the high Monterey fog.

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We’d been invited down to the grass by Ferrari North America public relations representative and photographer Michael Shaffer, who’d recently taken an interest in light painting and wanted to try it out on some of the historic cars the storied Italian concern had assembled to honor its 70th anniversary. The affable Shaffer, one of the most beloved characters on the international press-junket circuit, is the lens behind plenty of the photos you see credited to “the Manufacturer” in automotive publications. Although he lends his talents to numerous clients, he’s a dyed-in-the-wool member of the tifosi, and he was perhaps even more thrilled than we were to be out among the cars, left alone in darkness to capture their significant forms.

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As far as significance goes, the 212 [above right] pales a bit between the first 125 of 1947 and the series of 250-badged cars that defined Ferrari from the late 1950s well into the ’60s. In contrast to the cars that followed but like its predecessors, the 212 carried a stumpy and pugnacious mien. Younger fans of the marque might find it a bit stodgy; it’s admittedly a car this author has grown to love only as he hit middle age.

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This particular example, a 1951 212 Inter, was the oldest car on the field, exemplifying Ferrari a mere four years into its existence. Despite its civilized demeanor, courtesy of the Giovanni Michelotti–penned Vignale body, it’s got legit motorsport cred. In 1951, Ferrari entered this car in the deadly and grueling Carrera Panamericana. Driven by Pierro Taruffi and Luigi Chinetti, the latter of whom would wind up as Ferrari’s very influential North American importer, this little Inter (distinguished from the 212 Export by its longer wheelbase) won the whole shebang. A second Inter, piloted by Alberto Ascari and Luigi Villoresi, would place second. In honor of the victory, Ferrari produced the 340 Mexico the following year, powered by Aurelio Lampredi’s short-lived larger take on the Ferrari V-12. The 212 carries a 2.6-liter version of the Gioacchino Colombo–designed engine, which bowed in the 125 and saw duty for more than 40 years.

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Mention the number 250 to a Ferrari enthusiast, and the models come fast and furious: SWB Berlinetta, GTO, Tour de France, Testa Rossa, and, of course, California Spider. The Cal Spider was available in both short- and long-wheelbase variants. It’s an SWB car that was so convincingly played by an MG in Ferris Bueller’s Day Off. But to some, its older brother—the long-wheelbase, Scaglietti-bodied variant—is the more Hollywood elegant of the pair.

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This 1959 model was originally delivered with metallic blue paint over beige upholstery, its Colombo V-12 making a reported 235 horsepower. It even has a connection to C/D. We tested this very car—still wearing its original paint—in the September 1959 issue of Sports Cars Illustrated, which, as our esteemed deceased readers may remember, was what we called our magazine back then. Not long thereafter, it was traded in for a short-wheelbase GT, and shortly after that, it was repainted red. Since then, it has been restored a number of times, had its color changed to black, and during its most recent restoration in 2011, was sprayed in the attractive Amaranto hue it wears today.

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In the latter half of the 1960s, the Colombo V-12 increased rapidly in displacement, growing from the 250’s 3.0 to the 365’s 4.4 liters. The big engine bowed first in the exceptionally rare 365 California Spider and sold most successfully in the 365GT two-plus-two, but it’s best remembered for its four-cam iteration, the mill that powered the 365GTB/4 Daytona. We found one sitting uncovered next to its short-lived sibling, the four-seat 365GTC/4.

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The Daytona competed in sports-car racing, looking both buff and exceptionally fetching in competizione guise. A knockoff version of the Spider variant (actually a McBurnie-crafted fiberglass body mated to a third-generation Corvette chassis) appeared as the hero car during the first two seasons of Michael Mann’s revolutionary Miami Vice. But most important to this publication, a Kirk F. White–owned example served as the steed that ferried Dan Gurney and our own Brock Yates across the country in 35 hours and 54 minutes during the 1971 running of the Cannonball Baker Sea-to-Shining-Sea Memorial Trophy Dash. Fifteen years ago, long before his employment at this publication, your author asked Yates whether a more affordable modern car, like a Chevrolet Camaro or a then-new Nissan 350Z, might do the job just as well. His exact words elude recollection, but the Assassin’s eyes went a bit starry as he explained his continued reverence for the old machine, emphatically noting that he’d happily drive the car cross country again.

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West Coast Ferrari distributor and casino magnate Bill Harrah reportedly hated the new 365 Berlinetta Boxer Enzo sent him. He loathed the mid-engined, flat-12–powered car so much that he returned it in exchange for a Daytona that had been sitting around Maranello. The burnt-orange car featured hot cams and rear wheels so wide that the factory added vestigial flares to the rear fenders, making the car a standout among standouts. The rumor goes that Harrah was once approached by a helicopter salesman, who sensibly suggested that air travel would make for a quicker trip between Harrah’s Reno and Tahoe casinos than making the schlep by road. Harrah told the poor sod that if the chopper was indeed faster than his Ferrari between the two points, he’d purchase one. There was supposedly a race. Harrah did not buy the helicopter. That car sold over the weekend at Monterey’s RM Sotheby’s auction for $687,500, which, if we’re frank, seems low.

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We wandered across the field, trying to pick out the year of Michael Schumacher’s F310B 1997 Formula 1 car without peeking at its accompanying placard, guessing at which cars sat under covers. We were chuffed when we picked out a 330GTS just by its silhouette under a gray sheet. One particular example of the open 330 remains this author’s personal favorite Ferrari, due to a chance encounter nine years ago. It’s a yellow car featuring a black top and a rare three-abreast seat swathed in blood-red leather, which was spotted outside the banquet hall after the Greenwich Concours d’Elegance. For some reason, just sitting there, surrounded by modern, mass-market Phantoms and Flying Spurs, the convertible from 1967 seemed defiant, radiant, and absolutely perfect in the Connecticut summer night.

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On the far side of the grass, wearing a similar hue to our beloved 330, sat a 288GTO, a car obsessed over by a certain subset of Ferrari nerds for its extreme take on Pininfarina’s beautiful 308GTB design. As iconic as is the 308 is to a generation who grew up watching Tom Selleck wheel a targa-topped GTS around Hawaii, the Dino 246GT’s successor wasn’t one of Maranello’s most stellar performers. Italian engineers weren’t immune to the plagues of the Malaise Era and were struggling to make power and shed weight in a new age of emissions control and more stringent safety regulations. Egged on by the madness of Group B competition in the 1980s, Ferrari turned the 308’s transverse V-8 90 degrees, lengthened the car to accommodate the new longitudinal drivetrain, and bolted a pair of turbos to the debored engine.

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Its bodywork was a hodgepodge of fiberglass, Kevlar, and carbon fiber; only the 308’s steel doors remained. The result, as was the case with many other Group B homologation specials of the era, was utterly nuts, but the Ferrari had no direct rival on the market when it arrived in 1984. What’s more, it never found itself in competition, due to the cancellation of the specification it was built to, and was ultimately overshadowed by its successor, the vaunted F40.

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If the 288 was a thorough rework of the 308, the F40 was an absolute perversion of the shape, as far removed from the 308’s sexed-up take on the 1970s wedge as its competitor for the hearts and minds of young boys in the late 1980s—the Porsche 959—was from a dowdy old 911. In short, if you were 11 years old in 1987, the F40 may as well have come from Mars as from Maranello.

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As with the 959, the F40’s roofline was about all that was left of its predecessors. And if the steel-tube frame underneath was decidedly retrograde tech, even for the day, one piece of the F40 heralded the future of mainline Ferrari road cars. As a 911 Turbo now carries a standard all-wheel-drive powertrain and liquid cooling, so does the 488GTB feature a longitudinally mounted twin-turbo V-8 under its rear glass. The F40 looked like no Ferrari before it, and no Ferrari since has carried its blend of brute purposefulness and Italian beauty quite so well. Perhaps only the track-special FXX K has come close. And unlike the 288, the F40 did see competition, albeit only in the hands of privateers.

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Its 12-cylinder successor, the F50, looks best under a red tarp. Though it’s often hailed as the progenitor of a series of top-line, limited-production Ferraris, the F40 truly marked the end of one era of Ferrari’s history, while the F50 heralded the dawn of another. The latter car is the direct forebear of the super Ferraris that have followed it, the Enzo of 2002 and the recent LaFerrari. In this class, beauty is secondary to purpose, and the purpose is to package everything conceivable that the company has learned from its F1 program into a roadgoing machine capable of going toe to toe with most anything the Volkswagen Group or McLaren can muster.

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Remember, however, that the F50 was ginned up during a time when the only real competition for such a machine was McLaren’s F1, which cost roughly twice as much as the Ferrari. Jaguar’s XJ220 had finished production in 1994, the year before the F50 bowed, and besides, Coventry’s high-speed entry in the supercar sweepstakes offered only a lowly V-6. The 959 was done, leaving the occasional-production 911 GT2 at the top of the line until Porsche’s Carrera GT arrived to do battle with the Enzo. The mid-engined 911 GT1 Straßenversion homologation special was so rare, it hardly counts. During instrumented testing, we found that the F40 largely outperformed its successor and that a pedestrian F355 could outbrake it. Nevertheless, the F50 remains a car of import, a herald of stupefying machines yet to come.

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Under the cover of darkness, wandering freely without throngs of gawkers to impede our view of the machinery, bench-racing cars we’ve only read about in books, we walked the fairway with Ferrari PR man Jeff Grossbard, discussing machines that our jobs occasionally afford us the opportunity to drive, even if the size of our paychecks precludes even considering their purchase. One can get cynical about the lofty perch the brand occupies, the wealth of many of the owners who care more about the prancing horse on the nose than the machinery underneath or the history that black stallion represents. But earlier in the week, the true import of the marque had made itself clear to us.

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Leaving the Inn at Spanish Bay in a blue 488 Spider, we felt a bit plebeian, preceded as we were in immediate departure by a LaFerrari and a Koenigssegg. In that company, the open 488 seemed about as impressive to the assembled gawkers as a Kia Cadenza. But out on Pebble Beach’s 17-Mile Drive, we’d stop among the throngs of tourists who weren’t necessarily in town for the Car Week hullabaloo. At one such pause along the edge of the Pacific, a retiring 13-year-old boy from London, still growing into his newfound height, cautiously approached, snapping pictures as if the Ferrari might be an unpredictable animal, one quick to flee or attack. His father sized us up warily, hoping his son wasn’t in for disappointment at the hand of a unsympathetic adult. We called out, “Hey, you wanna sit in it?” The kid’s face lit up, though he barely said a word. He removed his Adidas sandals before he stepped over the car’s high sill and proceeded to sit silently in the 488’s driver’s seat for probably 15 minutes, taking in the angles of the dash, the purposeful little red-anodized manettino on the steering wheel, the large carbon shift paddles, lost utterly in the dreams that schoolboys dream.

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Wyld Stallyns: The 12 Greatest Ferraris of All Time

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Our Favorite Cars at the 2017 Pebble Beach Concours d’Elegance

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Ferrari: News, Reviews, Photos, and More

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The best thing about a Ferrari—and, by extension, the best thing about communing with 70 of the things at night on an empty fairway—is that it taps in to that sense of awe and wonder that so often gets swept away in the mundanity of adulthood. Whether the first car to captivate you was a 250 Lusso, a 308GTS, or, yes, even an F50, the most wonderful thing about a Ferrari is merely that it exists in the world; that for 70 years these cars have fueled the dreams of generations of children as well as the inner children of many an adult. The racing victories are part of it, surely, as are the legends of men like Chinetti and Lauda, Harrah and Colombo. As is the purple ink that flowed from Il Commendatore’s pen. But to hear a 250 Testa Rossa light off, to catch a glimpse of a 308 on the street, to have the chance, as a kid, just to sit in one of the damn things and drink in the feeling, that’s a good 90 percent of the joy of the marque. The last 10 percent is reserved for owners, and we’re awfully glad the owners of these 70 cars chose to share.

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#Engines #At Dark among the Prancing Horses: We Wander a Field of 70 Historic Ferraris #car #engines

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robertkstone · 7 years

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At Dark among the Prancing Horses: We Wander a Field of 70 Historic Ferraris

–

Wyld Stallyns: The 12 Greatest Ferraris of All Time

–

Our Favorite Cars at the 2017 Pebble Beach Concours d’Elegance

–

Ferrari: News, Reviews, Photos, and More

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The best thing about a Fer

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eddiejpoplar · 7 years

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At Dark among the Prancing Horses: We Wander a Field of 70 Historic Ferraris

Wyld Stallyns: The 12 Greatest Ferraris of All Time

Our Favorite Cars at the 2017 Pebble Beach Concours d’Elegance

Ferrari: News, Reviews, Photos, and More

The best thing about a Fer from Performance Junk Blogger 6 http://ift.tt/2gbT84n via IFTTT

#IFTTT #Performance Junk Blogger 6

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jesusvasser · 7 years

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At Dark among the Prancing Horses: We Wander a Field of 70 Historic Ferraris

–

Wyld Stallyns: The 12 Greatest Ferraris of All Time

–

Our Favorite Cars at the 2017 Pebble Beach Concours d’Elegance

–

Ferrari: News, Reviews, Photos, and More

–

The best thing about a Fer

from PerformanceJunk Feed http://ift.tt/2gbT84n via IFTTT

from Performance Junk WP Feed 4 http://ift.tt/2wFFBZI via IFTTT

#IFTTT #Performance Junk WP Feed 4

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dynosaru · 7 years

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🏄🏼 California Spider 250 GT #bailloncollection #barnfind #CaliforniaSpider #250gt #250gtspyder #250gtSpider #250spider #250california #250californiaspyder #250gtswb #250californiaspider #365gts #365gts4 #365gtb #365daytona #ferrari365gtb4 #ferrari365 #ferrari250gt #250gt #250lusso #ferrarilove #ferraridaytona #ferrari250gto #250berlinetta #250gt #250gto #250gtswb #250swb #250lusso #250gte #308gtb #275gtb #275gtb4 #ferrari250

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wowstoryappsinfo-blog · 7 years

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페라리를 꿈꾸던 한 소년이 만난 페라리 488 스파이더.

New Post has been published on http://wowstoryapps.info/%ed%8e%98%eb%9d%bc%eb%a6%ac%eb%a5%bc-%ea%bf%88%ea%be%b8%eb%8d%98-%ed%95%9c-%ec%86%8c%eb%85%84%ec%9d%b4-%eb%a7%8c%eb%82%9c-%ed%8e%98%eb%9d%bc%eb%a6%ac-488-%ec%8a%a4%ed%8c%8c%ec%9d%b4%eb%8d%94/

페라리를 꿈꾸던 한 소년이 만난 페라리 488 스파이더.

안녕하세요.

닥터돈까스 입니다.

어릴적부터 차를 좋아했던 제 꿈은 페라리라는 차를 한번 경험해 보는 것이었습니다.

감히 소유하겠다는 생각보다는 “한번이라도 가까이서 장시간 바라만봐도 좋겠다.” 라고 생각했었죠.

그렇게 한 소년은 꿈을 꾸면서 자랐고, 어느덧 30살이 되었습니다.

성인이 된거죠.

성인이된 그가 만난 페라리 488스파이더를 먼저 영상으로 만나보시죠!

youtube

아이처럼 신난 그의 표정이 보이시나요?

순수하게 자동차를 좋아했던 한 소년이 다른 여러 슈퍼카들을 제치고 유독 페라리에 열광했던 이유는 무엇일까요?

지금와서 생각해보면 페라리만이 가지고 있는 이중적인 이미지 때문인것 같습니다.

경쟁모델인 람보르기니도 끌리긴 하지만 지나치게 남성적인 이미지만 존재합니다.

하지만 페라리는 다르죠.

남성적인 퍼포먼스와 여성적인 디테일한 디자인들이 공존합니다.

바로 이 점이 많은 사람들이 페라리에 열광하는 이유라고 생각합니다.

사실 페라리~ 페라리~ 하니까

막상 여자들과 차에 관심이 없는 남성분들은

“그 차가 비싼 것은 알겠는데 정확히 무슨 차에요?”

라고 역으로 질문이 들어오는 경우도 많습니다.

페라리는 현재 F1 레이싱에 참여하고 있는 브랜드로 이태리 전통의 스포츠카 생산 브랜드 입니다.

스페셜 버전 들을 제외하면 크게 4가지 라인업이 생산되고 있습니다.

1) 페라리 캘리포니아 T

혹자는 입문용 페라리라고 부르기도 합니다.

엔진이 차량 앞쪽에 위치하고 있고 후륜 구동방식의 오픈카입니다.

스포츠카이긴 하지만 비교적 편안하게 장거리를 주행할 수 있는 그랜드 투어링 (GT) 적인 측면에 보다 초점을 맞춘 차량입니다.

현재 8기통 터보 엔진이 장착되어 560마력의 출력을 뽐내죠.

가격은 옵션을 포함하면 3억 초반.

2) 페라리 488

488모델은 너무나 유명하고 사랑받았던 458 모델의 후속입니다.

488시리즈의 쿠페를 488 GTB라고 명명하죠.

GT는 그랜드투어러에서 B는 베를리네타에서 따온 이름입니다.

많은 이들이 페라리 에서 이 중간 라인업을 가장 사랑합니다.

페라리를 대표하는 V8 미드십 스포츠카 이기 때문이죠.

8기통 터보 엔진이 장착되어 670마력을 뽐내며,

가격은 모델에따라 3억 후반부터 4억 중반까지 분포합니다.

3) 페라리 FF

가장 변태적인 페라리 모델이라고 칭송받는 녀석입니다.

우선 페라리 차량중에서 유일하게 4인승입니다.

안락한 세단형 쿠페인 셈이죠.

그런데 엔진은 또 12기통 자연흡기 엔진이 들어가서 660마력이라는 엄청난 힘을 내죠.

실용성과 고출력 이라는 두마리 요소가 공존하는 특이한 차량입니다.

가격은 약 5억원 가량 (옵션포함).

4) 페라리 F12 베를리네타

대중을 위한 페라리 모델중 플래그쉽에 해당됩니다.

12기통 자연흡기 엔진으로 760마력의 출력을 뒷 바퀴에만 쏟아냅니다.

시승할때 후륜에 쏟아지던 그 무시무시한 출력이 아직도 제 엉덩이에 남아있습니다.

가격은 약 6억원 가량(옵션 포함).

물론 그 위로도 너무나도 유명한 엔초 페라리, F50의 계보를 잇는

‘라페라리’ 라는 모델도 존재하지만

20억이 넘는 가격이라 더더욱 현실과는 멀어지는 차량입니다.

자~!

이제 현실로 돌아옵니다.

레드 썬!

오늘 저와 함께 만나보실 차량은 페라리 488 스파이더 입니다.

한국에 막 도착한 따끈따끈한 차량이이죠.

페라리 모델중에서 가장 사랑받은 미드쉽 V8 모델.

그중에서도 가장 최신 모델명인 488에서 오픈 에어링까지 즐길 수 있는 그런 차량입니다.

차량의 컬러는 이번에 처음 적용된 ‘블루 코로사’라는 컬러입니다.

488 스파이더는 이전 모델인 458 스파이더와 같은 하드탑 오픈카입니다.

가장 큰 차이는 역시나 엔진의 가시성이죠.

아쉽게도 쿠페인 488GTB 모델에서 보이는 엔진이 스파이더에서는 직접 볼 수는 없어요.

페라리 488 스파이더 모델은 하드탑 때문에

뒤쪽의 덮개를 열면 엔진이 이렇게 반만 보입니다.

예쁜 엔진룸이 완전하게 보이지 않는 점이 조금 아쉽긴 하지만

대신 오픈 에어링이 가능하니 그러려니.

지인이 이태리에서 직접 찍어서 보내준 신형 페라리 488에 사용된 엔진입니다.

페라리 488의 심장.

458에서 488로 넘어오면서 엔진이 바뀌었습니다.

자연흡기 엔진에서 터보차저 엔진으로 대체되었죠.

V8 3900cc 가솔린 직분사 트윈 스크롤 터보 엔진입니다.

8000rpm에서 670마력의 최고출력을 뿜어냅니다.

이전 458 모델보다 배기량은 595cc줄어들었지만, 터보차저 효과로 100마력이나 올라갔죠.

최대토크는 3000 rpm 에서 터지며 77.4kg.m. 로 무려 458보다 20이나 증가했죠.

사실 토크 증가는 터보엔진이니 어찌보면 크게 대단한 숫자가 아닐지도 모릅니다.

단순히 증가한 숫자는 큰 의미가 없다는 소리입니다.

중요한 것은 3000rpm까지 가서야 최대토크가 나온다는 점입니다.

페라리 측에서는 ‘가변토크매니지먼트 시스템‘을 통해서 초반 토크를 억눌렀다고 합니다.

즉, 다시말해서 초반 저 rpm에서 꽝하고 터지면서

큰 가속력을 주지만 그 이후로는 토크가 유지 혹은 감소되는 기존의 터보엔진들과는 달리

터보를 사용하면서 자연흡기처럼 지속적으로 토크가 상승되는 곡선으로 인위적인 설계를 했다는 말입니다.

왕~앙앙앙앙앙 이런 느낌이 아니라…

아아아~앙앙앙앙~왕왕왕왕왕 이런 느낌으로 말이죠.

어떤 느낌일지 상상이 되지만,

막상 경험하게 되면 너무 행복할 것 같습니다.

페라리 488 스파이더를 자세히 살펴볼까요?

외부 디자인으로 바라볼때 포인트는 3군데 입니다.

1) 앞쪽 중앙 지지대를 포함한 더블프론트 스포일러.

2) 베이스 블리드 사이드 인테이크

3) 테일 파이프와 깊숙히 들어가는 디퓨저.

이렇게 세가지 포인트입니다.

하나하나 살펴보면…

1) 앞쪽 중앙 지지대를 포함한 더블프론트 스포일러.

먼저 중앙의 콧구멍같은 이중으로 된 프론트 스포일러가 처음에는 말이 많았습니다.

처음 디자인이 나왔을대 굉장히 낯설었죠.

이 디자인 뒤에는 엄청난 에어로다이믹스

즉, 공기역학이 숨어있습니다.

페라리 488은 공기역학계수가 0.325 입니다.

실제 이전 458보다도 50%가 증가된 다운포스를 자랑합니다.

고속에서 굉장히 안정적이겠죠.

이 프론트 스포일러로 공기가 들어가면 라디에어터로 들어가고,

또 일부는 차량 바닥으로 들어가서 와류를 일으키는데 이게 또 어마어마한 기술력이죠.

F1 의 기술들이 이제는 양산차로 쏟아져 나오는 것 같습니다.

2) 베이스 블리드 사이드 인테이크

측면의 스플리터로 나뉘어진 커다란 공기 흡입구를 보면 308GTB 이야기를 하지 않을 수 없죠.

페라리 V8 스포츠카의 시초인 셈인데요.

바로 거기서 따온 사이드 인테이크 입니다.

그 덕분에 확실히 이전 458 차량 보다 스포티해보이죠?

페라리 458 스파이더가

정지상태에서 시속 100km/h까지 도달하는 시간은 3초.

쿠페랑 동일합니다.

하지만 0-200km 까지는 8.7초로 쿠페보다 0.3-4초 정도 느립니다.

아쉬울 수도 있겠지만 하드탑 컨버터블 모델로 쿠페랑 거의 같이 달린다는 것은 그 어떤 브랜드에서도 할 수 없는 일이에요.

이는 하드탑이지만 통상적인 소프트 탑 보다 약 25kg정도 더 가볍기 때문이죠.

실제 쿠페 모델보다 딱 50kg 가 무겁습니다.

말도 안되는 기술력이죠.

3) 테일 파이프와 깊숙히 들어가는 디퓨저.

뒷면은 중앙에 3개로 모여있던 테일파이프가 양쪽으로 하나씩 갈렸습니다.

테일램프 디자인도 바뀌었구요.

가운데로 모여있던 이전 458 머플러가 개인적으로는 더 맘에 들지만, 자꾸보니 신형에 익숙해지는 것은 어쩔 수 없네요.

뒷 범퍼 하단의 디퓨저 밑에는 액티브 플랩이 존재합니다.

상황에 따라서 열리고 닫히면서 차를 더욱 안정감있게 제어해 주죠.

라페라리와 458스페치알레에 적용된 기술이

488부터는 기본 모델에도 적용이 되는 군요.

확실히 측면부와 후면부 디자인에서

기존의 458 모델보다 입체감이 훨씬 강조 되었습니다.

디테일들이 더 살아나고

전체적으로 역동적으로 말이에요.

실내 플랫폼은 기존과 크게 바뀌지 않았습니다.

하나하나 살펴보면…

이제는 더이상 키를 꼽고 돌리지 않아도 됩니다.

키를 소지한채 브레이크를 밟고 스티어링휠 좌측아래에 있는 엔진 스타트 버튼을 누르면 됩니다.

왼손 엄지에 딱 걸리는 그런 위치죠.

운전과 관련된 조작은 모두 스티어링 휠에 집중되어 있습니다.

기본 스티어링 휠도 충분히 멋지지만,

카본과 LED창이 들어간 스티어링휠은

여러 옵션중에서도 가장 많은 사랑을 받는 옵션입니다.

좌측에는 차량 운행 정보 및 차량 상태에 관한 버튼이…

우측에는 멀티미디어 버튼이 존재합니다.

각각 계기판의 좌측 그리고 우측 LCD 모니터와 연동되어 매우 직관적인 사용이 가능합니다.

이러한 인터페이스는 운전자 중심으로 너무나 훌륭하게 세팅되어 있어서 더 좋은 방법이 있을까?

하고 생각하게 만드는 그런 부분입니다.

시트 사이 바로 뒷편으로는

유리로 된 윈드디플렉터(바람막이)가 존재합니다.

오픈을 했을때는 바람이 실내로 들이치는 것을 막아주고,

탑을 닫았을때는 엔진음과 배기음이 실내로 더 잘 유입되게 해주는

아주 효자 역할을 하는 부분입니다.

이는 높이상 3단계로 조절이 가능합니다.

기분상태에 따라 조절가능 하겠죠?

그리고 시트 옆에 부착된 가죽 끈을 당기는 방식으로 시트를 접을 수 있습니다.

시트를 접으면 가방이나 얇은 골프백하나 정도 가로로 배치될 만한 공간이 나옵니다.

페라리 488 스파이더는 전체적으로 이전 버전보다 여기저기 수납 공간 들이 많아졌습니다.

사실 이전 버전인 페라리 458 스파이더가

워낙 완성도 높게 나왔기 때문에

많은 페라리 팬들은 후속작에 대한 우려가 컸��니다.

디자인 적으로 과연 기존보다 더 나아질 수 있을까?

터보엔진으로 바뀐다는데 감성적으로 많이 떨어지진 않을까?

특히나 배기음에 대한 우려가 엄청컸죠.

아무래도 터보엔진 특성상 사운드가 자연 흡기 보다는 떨어질 수 밖에 없기 때문이죠.

결과적으로는 페라리 488은

수 많은 팬들의 우려를 가볍게 받아 넘기며,

디자인과 성능(사운드)이라는 두마리 토끼를 모두 잡았습니다.

나무랄데가 없어 보입니다.

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페라리 488 스파이더를 바라보면서

어릴적부터 꿈꿔왔던 한 소년의 꿈은 무럭무럭 커져만 갑니다.

소년의 꿈은 이루어 질까요?

끝.

글,사진/오가나

영상/크레이브TV

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carguytimes · 6 years

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【フェラーリ 458 詳細情報】スペチアーレ/スパイダーの違いから新車価格まで - MOBY (プレスリリース)

MOBY (プレスリリース) 【フェラーリ 458 詳細情報】スペチアーレ/スパイダーの違いから新車価格まで MOBY (プレスリリース) フェラーリ 458イタリア（2009年）. フェラーリ 458イタリア 2012年型. フェラーリ458イタリアは1975年に登場したフェラーリ308GTB/GTSから始まる「V8シリーズ」の7代目となり、2009年9月に開催されたフランクフルトモーターショーにて正式デビューしました。車名の458は、 ... http://dlvr.it/Qb9HnF

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carguytimes · 6 years

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「Z」はLかVか!? 最強スポーティカー、Z31誕生直前！【OPTION　1983年9月号より】

フェアレディZ31が発売されます！　1983年でしたか…いまだにフツーに街中でも見られるなんて、Z31も息の長い名車なんですよね。さて、この記事の中でも、「OPTはこのVG型Zを買うゾ！」と宣言していますが、そのZ31こそが、OPT歴代Daiマシンの中でも、より華々しくゴマメり散った（しかもその張本人はターザン山田！）と話題のクルマになるのですが･･･それはまた、後のお楽しみです！では、日本が誇る最強スポーツカー「フェアレディZ　Z31」誕生直前のワクワクをどーぞ！・・・・・・・・・・・・・・・・・・スポーツカーの王者　オールアバウトFairlady Z 新型V6（VG型）か、伝統の直6（L型）かダイナミックなエアロフォームは、まさにフェラーリだ OPTも第1号車、購入決定！　ニューV6・Zの完全実車イラスト！待望のNEWフェアレディZ・V6バージョンのベールが明らかになった。永遠のZは、それほど基本的なイメージが変わらないと思われたが、やはり、この高性能スポーティ車時代とあって「王者」の貫禄にふさわしい変貌振りだった。実はニュー・フェアレディZの登場は狂おしい夏を過ぎた9月以降10月のモーターショー前である。スポーティ車ファンの目前のターゲットには、8月のシルビア／ガゼールのフルモデルチェンジが控えている。その新シルビアにはスカイラインRSター��用のFJ20ターボ190psが心臓に移植されるのだ。RX-7にも12Aターボの最強モデルがマイナーチェンジで登場するはずだ。なぜOPTがこうも「Z」に固執するのか。その答えはそう、フェアレディは初代2シーターオープン、フェアレディの誕生以来、常に国産スポーティカーの頂点に君臨し、常にオレ達のスポーツ心を揺さぶってきた存在だからだ。旧Zがオールペンでバッチリ決めていたら気になるし、280Zの迫力ある力強い走りには一種の羨望の目が集まる。しかも最新鋭のGTが登場しても、チューニング幅の大きいZは最高速GPでもゼロヨンでも王者の座を死守している。このポテンシャルの高さにしても右に並ぶものはない。そのZにモデルチェンジが追っている。ベールが剥がれてきた今、ニューZの全貌を黙っていることはできない！大胆なショートノーズとフェラーリ風リヤがセクシーこのカラーイラストはほぼ全面的に実車のシルエットだ。こうした想像図はいろんなカー雑誌で見ているだろうが、OPTは「実車を見た」という関係者との共同作業でイラストをおこしたのである。全体的なシルエットは現行Zのイメージが残る。これは長年、親しまれてきたZと一目で分かるアイデンティティを踏襲するという考えからだ。しかし、細部は大胆に変化する。ニューZのボンネット内にはV6パワーのVG型が収まる。このV6は現行L型の直6よりコンパクトでエンジン長が短いのが特徴だ。当然、ノーズが短くできてエアロダイナミクス的にも自由度が高い。そのうえヘッドライトはリトラクタブル式だからスラントノーズのカーブは空力的で、バンパー一体式の大型フロントスポイラーで揚力発生が抑えられるのだ。このリトラクタブルヘッドライトも細かいアイデアがあり、シェイド部の先端がスラントしてある。ボンネット上のエアスクープは突き出たバルジタイプでなく、NACAダクト形状をしている。フロントウインドウからリヤエンドへかけてのラインは現行Zに似ているが、よりシャープな感じだ。ワイパーにフルコンシールドタイプが採用されたのも外観をスッキリ見せている。フロントホイールアーチとリヤアーチはやや膨らんで、ウエストアンダーラインで絞ってある。ここらにもダイナミック感がある。もっとも��徴的なのはリヤエンドのグラマラスな肢体だ。キャビン後端がやや絞ってあり、空力効果をアップしているのだが、フェンダー部とのダイナミックな曲面が、まるでフェラーリ308GTBを思わせる。【名物Zアラカルト】 RSヤマモト　S130Z L28改2915cc＋HKSターボという心臓は、290.32km/hという国産車最速レコードを叩きだしている。 JUNオートメカニック　Z・3.5L L28をベースに、3434ccまでスケールアップされたエンジンは、300psを軽く超えトルクも30kgm以上を確保する。 Mスペシャル　アクリルトップZ L28改3165ccは、300psを超える実力を持つが、何といっても、地上高わずか1mを可能にしたチョップドルーフのシルエットはド迫力だ。ニューライフZ メーカーに先駆け、OS技研が開発した6気筒4バルブエンジン、TC24搭載のZだ。2870ccにもかかわらず、最高出力325ps、最大トルク33kgmを発揮する。坂本オート　ドラッグZ LY型（通称R390）エンジンを3090ccにスケールアップし、ニトロを併用する。400ps以上は確実と思われるパワーは、フロントエンジンのZを、スタートでウイリーさせるほど。エレクトラモーティブ　280ZXターボアメリカのIMSAシリーズで、ブッチギリの成績を見せている、コンピューターZ。L28ベースのシングルターボエンジンとしては、驚異の550psを発揮する。死喰魔　スーパーチャージャーV8Z シボレーの350エンジンを搭載し、なおかつBDS製スーパーチャージャーでパワーアップされた、狂喜のマシンだ。レーシングツーリングマシンアメリカのレース界で活躍する、ボブ・シャープレーシングZとそっくりのボディワークをみせる、ツーリングZだ。・・・・・・・・・・・・・・・・・・ Z初のV型エンジンが搭載されるだけでも、当時のチューニング業界はワイワイやっていたんじゃないの？と想像できますね。私の知人も、いま現在でもZ31をピッカピカに乗り継いでいる方がいらっしゃいます。それだけ歴代Zの中でこのZ31も魅力ある存在だということですね。そしてこの後、L型 VS. VG型の最高速＆ゼロヨンバトルが繰り広げられていくのであります！【OPTION 1983年9月号より】（Play Back The OPTION by 永光やすの）あわせて読みたい * チューニングメーカー「HKS」初代社長・長谷川浩之の熱き魂に迫った！【OPTION 1983年7月号より】 * 国産車初300km/h記録樹立、この日の谷田部は雨宮＆TRUSTも300km/hオーバーを狙っていた！その3【OPTION 1984年3月号より】 * 国産車初の300km/hオーバーマシン、HKSセリカXX「M300」のメカニズムを��ェック！　その2【OPTION 1984年3月号より】 * ついに出た！国産車初の300km/hオーバーはHKSセリカXX「M300」だった！　その1【OPTION　1984年3月号より】 * スーパーアイドル・近藤「マッチ」真彦の初レース記事…なのに、OPTの扱いは!?【OPTION1984年9月号より】 http://dlvr.it/Q3ZDJX

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jesusvasser · 7 years

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