WebCars! Guide to the Ferrari Enzo

Enzo Ferrari

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Ferrari Enzo: Part II


	Ferrari Enzo on display at the LA Auto show, 2003. Note the prominent use of Enzo Ferrari's signature. Colors offered include silver, black, red and yellow.

As with the previous Ferrari supercars, Enzo quantities are limited, this time to 399 with approximately 80 slated for the US. That's an increase from the 349 F50s produced. The supply will not catch up to the demand, as is the case with ordinary cars. Ferrari reserves purchasing rights for it's special customers, so just being able to write large checks* will not put an Enzo in your garage, no matter how bad you might want one. They do this to control speculators who purchase Enzos just to turn them around for a profit and to reward loyal customers.

Surprisingly, the Enzo is not a punishing car to drive. While boulevard cruising, the exhaust system is relatively quiet. Normal conversation is not a problem, in stark contrast to the F50 predecessor, which set db records whenever sound meters were used. Going fast is another thing as variable intake runners shorten the air path and things get noisy. Also unusual is the ride quality. While not in the steering wheel selectable "race" mode, the suspension is very compliant considering the performance potential of the Enzo.

* The stated base price is $659,430, including $8400 freight and $7700 gas-guzzler tax.


Tires are tubeless Bridgestone Potenza RE050A Scuderia. the fronts are 245/35ZR-19; the rears are 345/35ZR-19. The wheels are made of forged aluminum and feature a center-lock hub (below left). The fronts measure 9.0" x 19" and the rears are 13.0" x 19"

Unlike the F50 which featured a conventional shifting transmission, the Enzo uses a F1 shifting gerbox with paddles behind the steering wheel to initiate downshifts (below left) and upshifts (below right). Computer controls prevent the driver from shifting into gears that are inappropriate for a given speed. A self-locking differential completes the package.

The transmission has two modes: sport and racing. The racing mode shortens the shifting time. Unlike the F360, the Enzo does not have an automatic mode. Internally the hard work is handled by a electro-hydraulic system which has the advantage of changing gears in a controlled manner. Gear crunching and clutch abuse is a thing of the past, so reliability is improved. The system is also faster than a conventional transmission. In the race mode gears are changed in .15 seconds; a performance oriented driver in a conventionally shifted car would take almost .50 seconds.

Ferrari Enzo, Part I

Ferrari Enzo, Part III

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