The Prancing Horse has officially revealed details and photos with the 2010 Ferrari 599 GTO, which is the company’s fastest road car ever, based on the 599X.
The 2010 Ferrari 599 GTO will only be sold in 599 exemplars and performance figures indicate the 65-degree V12 engine from under the hood punches 670 HP (500 kW) @ 8250 rpm and 620 Nm @ 6500 rpm while the supercar’s total weight is only 1496 Kg.
The 2010 Ferrari 599 GTO has a power to weight ratio of 2,23 Kg per HP and thanks to its F1 style 6-speed gearbox that shifts in less than 60 ms the car takes 3.35 seconds to accelerate from 0 to 100 Km/h, reaching a maximum speed of 335 Km/h.
Whats also impressive is the fact that the 2010 Ferrari 599 GTO complies with the Euro 5 emissions standards as it covers 100 km on 17.5 litre of fuel and emits 411 grams of CO2 per Km.
The 2010 Ferrari 599 GTO was not announced yet.
Ferrari press release :
Maranello,8 April 2010 – Now available on www.ferrari.com are the
first photos and information on the new 599 GTO, an extreme V12
berlinetta developed to a specific performance-oriented brief. The 599
GTO is, in fact, the company’s fastest ever road car. It is an
exclusive limited edition special which, in true Ferrari tradition, is
a completely new concept, albeit inspired by a production car. In fact
the 599 GTO is based on the 599XX, the advanced experimental track car,
and can be considered almost a road-going version.
The 599 GTO is reserved for just 599 clients who seek the maximum
expression of high performance driving. The 599 GTO benefits directly
from the technological transfer from racing and set a record lap time
at Fiorano in 1’24”.
The Fiorano lap time provides just one indication of the potential
of this car. Just as significant are the technical specifications – 670
hp in a 1495kg car represents a weight-to-power ratio of just 2.23
kg/hp, and ensures a 0-100 km/h acceleration time of just 3.35” as well
as a top speed of over 335 km/h.
Fundamental to the GTO’s performance is the innovative approach to
chassis development which, for the first time on a production car, saw
the integration between a handling set-up tuned for a level of
responsiveness that is close to the limit and highly sophisticated
electronic controls. The result is the almost complete absence of
understeer and a truly communicative chassis.
As is Ferrari’s policy, every new Ferrari features new solutions for
a road car. Thus the 599 GTO is equipped with the latest,
second-generation carbon-ceramic brakes which are lighter and offer
better performance, new aerodynamic innovations, such as the wheel
doughnuts which increase aerodynamic efficiency as well as improve
brake cooling, and the Supersport tyres developed by Michelin
include a wider front tyre for greater roadholding. The driver-car
interface is also new with the adoption of the Virtual Race Engineer
(VRE) which provides the driver with instantaneous information on
The 599 GTO’s more aggressive character is also apparent in a number
of styling elements that recall the 599XX and from the powerful sound
of the V12.
The GTO (Gran Turismo Omologata) moniker instantly calls to mind two
Ferraris that have entered the collective imagination as symbols of
performance. After the 1962 250 GTO, which swept the boards in GT
racing categories in the 1960s and is now a highly prized collector’s
car, came the iconic 1984 GTO, which basically invented the entire
modern supercar genre.
The web special includes photos, videos and interviews on the new
car, while an exclusive preview for a small number of Ferrari clients
will be held on April 14th at the MilitaryAcademyinModena. The public
debut of the 599 GTO will instead be at the Beijing International Motor
Show at the end of April.
599 GTO TECHNICAL CONTENTS
ENGINE AND GEARBOX
The 599 GTO’s engine is directly derived from the 599XX unit
implementing, however, the necessary modifications for road-going
homologation. It thus complies with Euro 5 and LEV 2 standards. The
5999 cc 65-degree V12 engine punches out 670 CV at 8250 rpm with
maximum torque of 620 Nm at 6500 rpm and there is a smooth, constant
rush of power all the way to the redline with no loss of flexibility
even at medium and low revs. This result was obtained by working on the
fluid-dynamics and components to reduce internal friction and by
adopting, amongst other things, the 599XX’s redesigned crankshaft. The
car also has a racing-type intake system with a new manifold with
diffuser-type intake geometry and short inlet tracts designed to
improve power delivery at high revs and reduce losses. To maximise
volumetric efficiency per cylinder, a connection between the two
plenums at the front compensates for variations in the volume. This is
how the engineers managed to achieve maximum performance at high engine
speeds. The engine sound inside the car is carefully controlled to
balance the intake sound with the exhaust, which features a 599XX
derived 6-into-1 manifold.
The 599 GTO features the same, lower 60 ms shift times and the
possibility to make multiple downshifts as on the 599XX. Despite the
increase in power over the 599 GTB Fiorano, fuel consumption and CO2
emissions both improve slightly to 17.5 km/l and 411 g/km respectively.
One of the most significant innovations on the 599 GTO is the close
correlation between the chassis set-up, which is close to the handling
limit, and the input from the electronic controls which are developed
to increase overall levels of performance.
Since the very earliest states of the two cars’ development,
Maranello’s engineers worked to ensure that these two areas of the car
would be seamlessly integrated thus pushing responsiveness to the
limit. The result is, of course, superlative driving involvement as
well as faster lap times. Apart from new springs and a stiffer rear
antiroll bar, the car also features a second generation
magnetorheological suspension control system (SCM2). The suspension
works in tandem with the VDC (Vehicle Dynamic Control) and
latest-generation F1-Trac traction control. This makes the car
extremely responsive to driver inputs – thanks in part to the adoption
of a very direct steering ratio – but also very stable under braking,
sharper on turn-in, more precise in cornering and quicker out of
The 599 GTO inherits much of the development work – using the same
principles as employed in F1 – that went into making the 599XX such an
extreme performance car.
Reducing weight was a vital objective and the result was the
widespread use of composites and components manufactured with
technologies more akin to racing specifications. The areas involved
include the bodywork and greenhouse (with thinner gauge aluminium and
thinner glass), the brakes, transmission and exhaust system. The result
is a dry weight of 1495 kg (close to that of the 599XX with liquids,
but less petrol), and a weight-to-power ratio of just 2.23 kg/hp, a
very significant figure that underlines the GTO’s performance potential.
The 599 GTO’s aerodynamics have benefited significantly from Ferrari
engineers’ experience in F1 and with the 599XX which allowed downforce
to be greatly increased without impacting on drag. Thanks to solutions
transferred from the track car to the road-going version, the GTO
generates downforce of 144 kg at 200 km/h. The entire car was honed,
including the front, the sides, the flat underbody and cooling flows.
In the latter instance, the GTO can count on improved ducting to the
brake discs and pads, and the adoption of wheel doughnuts – a disc
positioned outside the brake disc that ensure that hot air exiting the
wheelarch stays as close to the body of the car as possible to reduce
Work on the nose of the car was aimed at reducing the width of the
wake generated by the front and thus reduce drag. The front spoiler
incorporates a separate lower wing that increases downforce at the
front of the car and increases the flow of cooling air to the oil
radiator. On the flanks there’s a new sill design with a more
pronounced leading edge that improves the efficiency of the central
section of the underbody. The underbody itself incorporates a new,
lower front section with diffusers ahead of the front wheels to
optimise downforce, and a new double-curve rear diffuser.
WHEEL RIMS AND TYRES
Here the difference in size between the front and rear tyres has
been changed. The GTO’s front tyres are now 285/30 on a 9.5’’ channel
with 315/35 on an 11.5’’ channel at the rear. The 599 GTO has 20’’
rims. Roll rigidity is greater at the rear to minimise understeer.
These solutions guarantee improved lateral grip and quicker turn in.
Once again, our experience with the 599XX proved fundamental in
honing the new car’s Brembo braking system because of the highly
specific development work carried out on the former on very demanding
circuits. The new CCM2 braking system is lighter and even more
consistent in high performance situations. Its consistent coefficient
of attrition meant that the ABS could be calibrated to a particularly
high performance level, further reducing lap times, thanks to improved
deceleration and shorter stopping distances. In fact, the 599 GTO
boasts an excellent 100 to 0 km/h braking distance of just 32.5 metres.
As well as their role in improving aerodynamics, the Formula 1-derived
wheel doughnuts also improve braking efficiency by optimising brake
The car-driver interface was designed to maximise car and driver
performance with a layout of the main commands that ensures absolute
efficiency and minimum distraction. The Racing manettino also puts the
emphasis firmly on sporty, track specific driving settings by offering
the driver full choice with regard to the electronic control
parameters. The ICE position on the 599 GTB Fiorano has been replaced
by CT-Off (traction control off). The GTO is also fitted with bespoke,
longer carbon-fibre F1 paddles for easier use in high-speed driving. In
addition the GTO also features the Virtual Race Engineer, a system that
monitors the status of the car and gives the driver immediate
visibility of vehicle performance.
599 GTO technical specifications
DIMENSIONS AND WEIGHT
|Length||4710 mm (185.4 in)|
|Width||1962 mm (77.2 in)|
|Height||1326 mm (52.2 in)|
|Wheelbase||2750 mm (108.3 in)|
|Front track||1701 mm (67.0 in)|
|Rear track||1618 mm (63.7 in)|
|Dry weight*||1495 kg (3296 lbs)|
|Kerb weight*||1605 kg (3538 lbs)|
|Weight distribution||47% front – 53% rear|
|Fuel tank capacity||105 litres (27.7 USgal/23.1 UK/gal)|
|Boot volume||320 litres (11.3 cu ft)|
|Type||V12 – 65°|
|Bore & stroke||92 x 75.2 mm (3.62 x 2.96 in)|
|Unitary displacement||499.9 cc (30.51 cu in)|
|Total displacement||5999 cc (366.08 cu in)|
|Maximum power||500 kW (670 CV) at 8250 rpm|
|Maximum torque||620 Nm (457 lbs/ft) at 6500 rpm|
F1 6–speed + reverse
SCM2 – Magnetorheological Supension Control
|Front||398 x 38 mm (15.7 x 1.5 in)|
|Rear||360 x 32 mm (14.2 x 1.3 in)|
|CST with F1-Trac||Traction and stability control|
|TPTMS||Tyrepressure and temperature monitoring system|
|Maximum speed||over 335 km/h (over 208 mph)|
|0-100 km/h (0-62 mph)||3.35 sec|
|Combined cycle (ECE)*||17.5 l/100 km|
|Combined cycle (ECE)*||411 g/km|
*European versionSource: Ferrari