Bburago Sig­na­ture Se­ries Fer­rari FXX-K

Ki­netic En­ergy Meets Fiery Pas­sion

Die Cast X - - 56 -

OK, let’s get this out of the way right up­front: The Fer­rari FXX-K doesn’t make much sense. Con­sider this: It’s a track-only su­per­car that is not le­gal on any pub­lic road in the world, but it’s also not le­gal for any rac­ing se­ries.

The FXX-K is based on the road-go­ing LaFer­rari, but its name is a di­rect de­scen­dant of the 2005–07 Enzo-based

FXX track spe­cial, with which it shares no com­po­nents. Of course, that dis­tin­guish­ing let­ter “K” makes all the dif­fer­ence—in the form of a Ki­netic En­ergy Re­cov­ery Sys­tem (KERS) that aug­ments the tra­di­tional 848hp V-12 gaso­line pow­er­plant with an ex­tra 187 elec­tric horses.

The KERS em­ploys twin elec­tric mo­tors, in­vert­ers, gen­er­a­tors, and a lithium bat­tery pack, which re­cov­ers ki­netic en­ergy un­der brak­ing and stores it in the bat­tery un­til needed dur­ing ac­cel­er­a­tion. This hy­brid sys­tem is sim­i­lar in de­sign to those de­vel­oped for For­mula 1, but with a com­bined 1036hp, it is even more pow­er­ful than the F1 ver­sion! The en­tire sys­tem is con­trolled by a net­work of sen­sors in­te­grated into the trac­tion, sta­bil­ity, and an­tilock-brak­ing sys­tems. This serves two purposes: First, it op­ti­mizes per­for­mance in real time for the driver on track, and sec­ond, it records all that data for Fer­rari en­gi­neers to use in ve­hi­cle de­vel­op­ment. It’s the most ex­clu­sive and ex­pen­sive car Fer­rari makes, but that’s not just be­cause of the car it­self. Just 40 ex­am­ples were built, and they were of­fered by in­vi­ta­tion only to a se­lect list of “Client Test Driv­ers.” And be­cause it can’t be driven on the road or in com­pe­ti­tion, the only op­por­tu­nity those own­ers have to run their FXX-Ks is at spe­cial Fer­rari-hosted track days around the globe. And that is where the para­dox­i­cal FXX-K starts to make a lot of sense for Fer­rari. The FXX-K is lit­er­ally a rolling test and de­vel­op­ment pro­gram, where the driv­ers pay— and pay hand­somely to the tune of more than $3 mil­lion for a 2-year con­tract—for the priv­i­lege of do­ing Fer­rari’s test­ing for them!

But the FXX-K isn’t just about power. En­gi­neers also gave it some of Fer­rari’s most ad­vanced aero­dy­nam­ics, gen­er­at­ing more than 1500 pounds of down­force at speed through a col­lec­tion of wings, split­ters, and dif­fusers. These aero de­vices also make for a truly dra­matic look, which is where Bburago comes in.

The car’s strik­ing fea­tures are repli­cated in 1:18 in two color schemes, match­ing two of the ac­tual FXX-Ks in the 40-car pro­gram. There is the black and yel­low no. 44 of Texas en­tre­pre­neur John Tay­lor, and the red no. 88 of Chi­nese realestate ty­coon Sam Li. Although nom­i­nally a heav­ily mod­i­fied LaFer­rari, the FXX-K is, to my eye, sig­nif­i­cantly bet­ter look­ing. The tar­mac-hug­ging ground ef­fects and more prom­i­nent scoops and wings look fuller and more com­plete than the street car’s— un­usual in road-ver­sus-race car com­par­isons. And Bburago cap­tures all the com­plex­i­ties of the shape with ad­mirable fi­delity, and the car is cov­ered in an ab­so­lutely beau­ti­ful fin­ish. The FXX-K cer­tainly presents bet­ter than its price tag would sug­gest.

The but­ter­fly doors lever up and out; I re­ally like their smooth travel, and the sat­is­fy­ing click when they close has an up­scale feel to it. Peer be­neath them and you see a race-ori­ented cock­pit, with sur­faces col­ored and tex­tured to ac­cu­rately de­pict car­bon fiber. The deeply sculpted race seats have race-style har­nesses. The drilled metal pedal set with its ac­cel­er­a­tor and brake ped­als (plus a large dead pedal where the clutch pedal would be were it not made ob­so­lete by the pad­dleshifted 7-speed) is a lit­tle blocky and not quite up to the level of the rest of the ex­cel­lent in­te­rior. That is more than com­pen­sated for by the steer­ing wheel and cen­ter stack, both of which fea­ture del­i­cate switchgear nicely picked out with paint—in­clud­ing a pair of “manet­tino” knobs for di­al­ing up the sus­pen­sion firm­ness, throt­tle re­sponse, elec­tronic dif­fer­en­tial set­ting, and the re­gen­er­a­tion/ boost set­tings of the KERS.

Com­pared to the com­plex­ity of the cock­pit, the en­gine bay is al­most tame by com­par­i­son. The

The but­ter­fly doors open smoothly, sup­port their own weight, and snap shut with a sat­i­fy­ing “click.”

Newspapers in English

Newspapers from USA

© PressReader. All rights reserved.