Derived from the 599xx

Many of the cutting-edge solutions sported by the 599 GTO are also the product of the Maranello engineers’ experience in the development of the 599XX, the prototype experimental car of which, as its legendary moniker suggests, the 599 GTO is the road-homologated version.

599 GTO NUMBERS

ENGINE

V12

CM3 TOTAL DISPLACEMENT

5999

MAXIMUM POWER @ 8250 RPM

670

TOP SPEED KM/H

335

  • OVERALL LENGHT   4710 mm
  • OVERALL WIDHT   1962 mm
  • HEIGHT    1326 mm
  • WHEELBASE   2750 mm
  • FRONT TRACK   1701 mm
  • REAR TRACK   1618 mm
  • DRY WEIGHT   1495 Kg
  • KERB WEIGHT   1605 Kg
  • WEIGHT DISTRIBUTION   47% Front – 53% Rear
  • FUEL TANK CAPACITY   105 l
  • BOOT (TRUNK) CAPACITY   320 l
  • FRONT   285/30 ZR20″
  • REAR  315/35 ZR20″
  • FRONT (WINTER)  255/35 R20″
  • REAR (WINTER, CAN BE USED W/ CHAIN)  305/35 ZR20″
  • FRONT  398 x 38mm
  • REAR  360 x 32mm
  • CST WITH F1-TRAC SYSTEM  Control for stability and traction
  • TPTMS  Tyres Pressure and Temperature Monitoring System
  • TYPE  65° V12
  • BORE AND STROKE  92 x 75,2mm
  • UNIT DISPLACEMENT  499,9 cm³
  • TOTAL DISPLACEMENT  5999 cm³
  • COMPRESSION RATIO  11,9:1
  • MAXIMUM POWER**  493 kW (670 CV) at 8250 rpm
  • MAXIMUM TORQUE  620 Nm (63 kgm) at 6500 rpm
  • MAXIMUM SPEED  OVER 335km/h
  • 0-100 KM/H  3.35sec
  • 0-200 KM/H  9.8sec
  • GEARBOX  F1; 6 gears + Reverse
  • SUSPENSIONS  SCM 2 Magnetoreological damping Control
  • FUEL CONSUMPTION   17,5 l/100km
  • Co2 EMISSIONS   411g/km

599 GTO DYNAMICS

PUSHING RESPONSIVENESS TO THE LIMIT

Extremely responsive to driver inputs

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 anti-roll 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 corners.

 

AERODYNAMICS

BENEFTIED FROM FERRARI ENGINEERS' EXPERIENCE IN F1

Solutions transferred from the track

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 drag.

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.