With Purosangue Ferrari continues to nurture the tradition of the V12, an iconic engine architecture in the history of the Prancing Horse and the automotive industry in general. The twelve-cylinder sits alongside another engine widely present in the Maranello range, the V8, which has contributed to the success of countless Ferrari models. Thus the comparison between two engine concepts characterized by profoundly different settingsbut at the same time more similar in performance than one might think.
The twelve-cylinder of Purosangue is called to compare with the famous eight-cylinder of the Cavallino, taking as reference data those of the F8 Tributo, not conditioned by the logic of coupling and cooperation with a hybrid system as is the case on the SF90 Stradale. The V12 in analysis has a considerably larger displacement, 6.5 liters against the 4 liters of the V8, but contrary to what one might think power is not the main differentiator between the two. The Purosangue unit unleashes 725 horsepower at 7750 rpm, practically equivalent to the 720 horsepower at 7000 rpm of the F8 Tributo. The torque delivery is different, with 573 Nm already available at 2100 rpm for the V12, up to a peak of 716 Nm at 6250 rpm, compared to 770 Nm at 3250 rpm for the V8.
In reality it is an unfair comparison, as to be compared are not only two different fractions, but also an aspirated unit such as the V12 with a turbocharger. Due to the high boost pressures, the eight-cylinder from Maranello is forced to limit the compression ratio to 9.6: 1against the 13.6: 1 of the twelve cylinders. On the other hand, the V12 has significantly lower specific powers, with 111 hp / L against the 185 hp / L of the V8, thus denoting less mechanical stress on the individual components. In terms of consumption, for the comparison one is forced to rely on a model other than the Purosangue, heavily penalized by its mass. Thanks to turbocharging, the V8 is significantly more efficient, with combined values of 12.9 l / 100 kmstrongly lower for example i 16.4 l / 100 km of the 812 GTS, whose 210 kg more weight than the F8 Tributo are not enough to justify such a difference. In the supersport segment, however, consumption is often not a priority either for the buyer or even less for the designers.
The question arises spontaneously about how the balance would shift if an eight-cylinder naturally aspirated and not turbocharged would be taken into consideration. The best example is provided by Corvette, which in recent months has made known the performance of its new LT6, the V8 that starting from 2023 will equip the Z06, recognized as the most powerful naturally aspirated eight-cylinder in the world. It is a 5.5 liter V8, therefore larger than the turbocharged counterpart made in Maranello and at the same time more compact than the twelve-cylinder units. To compensate for the lack of the turbocharger, the compression ratio reaches 12.5: 1, but above all there is the maximum exploitation of the dynamic supercharging, i.e. the synchronization of the opening of the valves with the pressure waves that bounce in the ducts and in the intake box. , in order to maximize the filling of the cylinders. The result is the achievement of 670 horsepower at 8400 rpm, less than 7% less than the maximum power of the twelve-cylinder Purosangue. Even more than the peak values, it emerges that with the same power the aspirated V8 is forced to reach revs higher than V12, with a consequent increase in mechanical stresses. Finally, the 624 Nm at 6300 rpm of the LT6 engine denote less torque availability than the twelve-cylinder from Maranello.
In the absence of the turbocharger, the torque and power values of the V8 are therefore slightly lower than those of the V12, but the performance data are not the main differentiating element between the two architectures, whose comparison must also transcend the presence or absence of the turbo-group. Overall, theThe eight-cylinder is more compact and therefore lighter, benefiting from the weight and aerodynamic dimensions of the car, fundamental qualities to enhance its sporting dynamics. Inevitably, moreover, the complexity of the engine itself is considerably lower, thanks to the containment of the number of cylinders, valves, injectors, lubrication and cooling channels. The V12, on the other hand, has a better balance of first and second order dynamic forces on its side. This benefit, however, collides with a longer crankshaft and prone to greater deflections, thus requiring a strengthening of the main bearings. On the other hand, the lower specific powers of the twelve cylinders help to reduce mechanical stresses and lighten the individual components.
The difference therefore does not lie mainly in the performance, as in addition to the splitting it is the management of the respective problems that can determine the final result. The choice can also be traced back to the character that you want to give to the model, to the sound and also to the evocative power of a V12 compared to the V8. A dilemma that we hope will continue for a long time to come.
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