Discussion in 'Reality Check' started by 4G63, Feb 24, 2004.
one expencive repair bill..
few, saved the lugage
I bet he wasn't speeding
Is it fixable?
no one would expect that would they?
damn, now thats sucks ass.
The funny thing is...whats left of that car is still worth more than anything I own
Hmmm, I wonder if he is interested in selling the engine.. THink it would fit in a G3 Integra?
Wasn't this posted on here a while ago.
Anyhow you can bid on it on ebay, starting bid was 250,000 us.........
What does an Enzo go for brand new anyways?? More then the F50?
I'm sure we could make it fit
They were selling for $600K US from Ferarri, to the hand picked owners that Ferrari had chosen. However some Enzo owners that currently have them, have been selling them for up to $2 million US, due to their exclusiveness.
Really? Wow.. It IS a sweet ass ride, However, I don't think any Ferrari will top the F50 for me.. Instant hard on..
ahh just to drive it once would be sooo awesome
I think I'd leave my marking on the seat :wink:
Are you saying you'd pee in the car to mark your territory?
there sure is a lot of mechanical stuff under the hood considering the engine is in the back...
Honestly, I'd say they can probably repair that back to near brand new. It'll cost a shitload, but those cars crumble in crashes.. they aren't designed to take an impact... nothing some new carbon fiber can't fix up
Direct from Ferrari...
The chassis was built entirely of carbon fibre and aluminium honeycomb sandwich panels, which made it possible to meet demands for outstanding rigidity, lightness and safety. In order to pass the offset collision tests required by the latest safety standards (56 km/h impact), highly sophisticated CAE methodologies were adopted to optimise the composite structures, to identify the optimal bodyshell structure, and to maximise the contribution of the reinforcement skin, where it is needed to support the basic panelling. The final result already meets the stricter future standards which will raise the collision speed to 60 km/h.
Respect for the styling and access targets (door solution with impact on the roof of the chassis) and the goal of passing 64 km/h offset collision tests with a view to further evolution of the requirements (extremely demanding in structural terms as a result of the 30 % increase in kinetic energy to be dissipated compared to previous collision standards), required complex planning of the tooling and the manufacturing methods.
The use of CAE optimisation methodologies was extended to the engine support frame, and particularly to the distribution of thicknesses in the suspension casting. In line with the work done for the bodyshell, a specific analysis set-up made it possible to identify the best weight-performance trade-off, supplying exact indications for the distribution of casting thicknesses.
Experiments confirmed the validity of the solutions chosen: torsional rigidity proved to be higher than the project target and to correspond to the values calculated, while all the homologation collisions gave a positive result from the start.
These results are all the more significant if we consider that the chassis weight had also been decreased considerably to 92 kg (compared to the 102 kg of the composite chassis of the earlier F50).