The new Ferrari Roma, which has been dubbed the Novitec Roma and is considered one of the most exquisite models produced by the Italian company in recent years, has taken some time to pass through the German coach’s workshops. The Italian receives subtle enhancements as well as a major boost in performance.
Each model values the experience that Novitec provides to its clients. One of them is the new Ferrari Roma, which, despite having traveled through the German preparer’s workshops, appears to have been unaltered on the outside, maybe because to the fact that it has been described as one of the most exquisite models of the Italian brand in the world. In recent years, the tuning specialist has seen a decline in the market, but this is something that we are confident will not deter him.
While it is true that a closer examination is required to discern the distinctions between the series production Roma and the retouched version, the Novitec Roma does include a unique carbon fiber front grill. The same material used for the mirror housings, the front bumper’s tiny but conspicuous spoiler, the side sills, and the rear diffuser’s finish.
New Ferrari Roma, Novitec Demonstrates Its Expertise
The chassis package also contains a set of springs and shock absorbers that reduce the body’s height to the ground and the center of gravity by a few millimeters, just enough and essential for the Cavallino sports car’s performance to improve significantly. Rampant. With the new control unit designed by Novitec specialists, the new 3.9-liter biturbo V8’s 620 hp maximum output and 760 Nm torque are essentially nothing.
For the first time, the Ferrari Roma goes through Novitec’s hands, and it’s a very subtle car.
The German company sells wheel spacers made of aluminum, as well as forged alloy wheels in various designs with titanium bolts or a central locking nut. They are supplied by Americans from Vossen and are available in a variety of sizes depending on the axis: 21 inches in front and 22 inches behind, completed in colors to suit the client. With 255/30 R21 tires on the front axle and 315/25 R22 tires on the back, the tire mount alone is noteworthy.
A simple “plug and play” chip that boosts the Roma’s technical specs to 704 horsepower and 882 Nm, as well as new injection maps and exhaust system adjustments. Figures show that it can accelerate from a standstill to 100 km/h in 3.2 seconds, which is 0.2 seconds faster than the series model. Novitec has also said that it exceeds the maximum speed of 325 km/h, but has not specified by how much.
Every product, of course, has a complicated structure of platform strategies, cost structures, and model policy; the character features, on the other hand, are determined by the attitude. To provide an example, consider the location of two levers. The first says “performance,” while the second says “serenity.”
The farther one of the two levers is pushed forward, the further the other is pushed back: greater performance equals less tranquility. And the other way around.
This is where the most varied inventions emerge. At one end of the spectrum, there are track cars like the 911 GT3, Huracán STO, and, most brazenly, the McLaren Senna. Luxury labels, on the other hand, prepare a foam soup.
The Golden Center
However, a very unique speciality exists exactly in the center, or at the middle position of both levers, as it were. When tranquillity and performance are placed on a same basis, the outcome is the Gran Turismo, the pinnacle of sports car design. He pushes the performance supply to the point when tranquility still emerges, but never to the point where the performance can no longer take it.
In the past, in the 1950s and 1960s, there were GTnor, the sports car’s counterpart, which existed solely because performance had not yet been able to entirely eradicate the tranquility. The divergence began as driving dynamics progressed.
The majority of them sank into the faster-higher-further spiral of technological advances, while some withdrew into their comfort zones as the golden mean dwindled. If you ask me, the classic, conventional GT has only one survivor today: the Aston Martin DB11. He has the format, the concentrated, but immaculate management, the required performance, as well as the required composure in dealing with it.
With so much flexibility in the qualities, it’d be ludicrous if performance and tranquility couldn’t be improved simultaneously – McLaren reasoned, slamming the two levers of its sports car machinery to a halt and rattling, rattling a new model onto the wheels. The GT is a sports car.
When you first look the flounder in the almond eyes, your first impression is: “Nice concept with the contortion, but it went terribly wrong.” Anyway, you’re presumably stuck in your super athletic skin up on the island, but this so-called “Geee Teee” has turned you into a rat-sharp gadget.
But when you come closer, you’ll see that the core is as hard as normal, but the shell has a velvety touch to it. Alternatively, without the foliage: a superlight carbon fiber monocoque with speeds exceeding 7,000 rotations per minute with gullwing doors on one side. On the one hand, there’s piano lacquer, a dimmable glass canopy, luxuriously padded seat shells, and a large baggage lounge.
Is this a strange combination? However, hi. The tangled opposites, on the other hand, have a certain allure. Especially since the extra fabric softener does not appear to wipe off the regular driving sense, this ultimate road touch. The key characteristics, on the other hand, are precisely what distinguishes a McLaren: crystal-clear hydraulic steering, great torsional rigidity of the body, an unimpeded perspective of the road, and a universal V8 that grips you with mechanical power.
He sits on your neck physically, but his peculiar nature burrows into the sole of your gas foot from beneath. Seriously, there are a few biturbo units in this performance class that can get their loaders up to speed even faster, but none that reacts as sweetly and naturally as this one. Regardless of the load situation of the high-octane cocktail of two twin scrollers and four liters of displacement, the high-octane concoction of two twin scrollers and four liters of displacement.
As a GT stylist, the ESC excels.
As a result, both levers have a better impact. On the one hand, the peace is enhanced when the drive does not drag at the top of your jeans like an oil rag; on the other hand, the capacity to portion the torque with newton millimeter accuracy improves performance significantly. In summary, the relationship could not be closer, but there is a preset breaking point: the back axle, which must handle 630 Nm.
So you’d rather be a ferocious hellhound than a cute tiger? To put it another way, the tranquility lever begins to vibrate more violently the further you plunge into the throat of the propeller. The Pirellis, on the other hand, resist the orgy of acceleration, unlike the S and LT models, which occasionally flap their fins at a quick rate. Sure, the GT is a bit less mediated than McLarens of its size, with 620 horsepower. In the end, however, it is the control electronics that produce the sensation of force balance.
She’s thoroughly assimilated the GT idea, regulating the engine punch back based on steering angle – even before things get going down there. This clutching at the stern isn’t a pleasant experience for anyone.
A parabolic emotional flight
In contrast to the McLaren, the Elfer clan’s big boss was never formally designated as a Supersport GT; rather, it evolved into this dual function over time. Because Zuffenhausen Swabians and Swabians in general are business-minded, they have always steered the Turbo in the most profitable course.
He did that from the beginning, and he did it so brilliantly that he arguably rescued the entire sports car bloodline from being relegated to the 928. Some people, on the other hand, developed a fear of him. Fear of his frenzied performance, and not without reason. Fascination is fueled by fear at first, but it costs customers in the long term.
In any event, throughout the generations, one has gradually combed the monster’s personality, put an end to the chaos, blasted the power development, and ultimately tied it to the bun’s four-wheel drive. As a result, there’s a press fit for the limit region, savagery in the fango pack, and the ideal blend of sports car and GT – where “GT” at Porsche also stands for something else: comrades GT2 to 4, which are the polar opposites of one Gran Turismo.
The uncertainty in racing is due to the GT class. It dates back to a time when GTs were also sports cars, and has since acted as a distinction between prototypes, which were renamed sports cars.
The entire thing is a mess of language, but it fits very nicely with the current Turbo in that it is now a little ripped from several perspectives.
You are correct; this is not a novel situation. The predecessor was already caught in a balancing act between claim and reality, but the bow has been tightened for the long haul. On one hand, the tranquility faction has put in a lot of effort. It has improved its wet characteristics and removed the previously optional semi-slicks from the equation.
Argumentation: If no one has bought, no one will buy, and no one needs ring records for self-adulation like the Turbo, so stop wasting your time. All of this would be acceptable if the performance department didn’t pull the other lever – with wider track widths, larger wheel dimensions, a variety of lightweight construction alternatives, a redesigned cooling system, and the model’s largest performance jump in history: from 560 to 650 horsepower.
Whether you understand the GT in the literal meaning or in the Porsche sense, the perception of incompetence differs. After all, one area of complaint stems from the surcharges list, which is easily resolved. We’re talking about the optional PASM sports suspension, which immediately and forcibly knocks the foolishness of tranquility out of your brain.
The normally smooth 911 becomes a vibrating plate because to the hard kinematics, unlike the McLaren, which puts its radical design near to you in an extraordinarily sensitive way, springs extremely softly, and dampens politely.
Only one thing is lacking from the repertoire: the opportunity to get a taste of the potential off the racetrack by simply zacking yourself on the hand with mustard, ketchup, and a nice thing! You receive the Supadupasport GT here, a work of engineering cooked to perfection, and then you’re forced to eat the side dishes because to the poor quality.
However, only towards the far end of the spectrum do the handling a
romas continue to grow. The two deployment spoilers anchor in the airflow, and the transverse lock, rear axle steering, and torque distribution fuse into a massive gluteal muscle that propels you through turns even stronger, more neutral, and, most all, more nimble when the mode switch is set to “Sport Plus.” When you return from the ideal line to the everyday grind, the PDK flickers about in eighth gear, and the attraction is reduced to the fundamental Porsche sensation, which is delightful but can be had for half the price in the Carrera.
Sure, even with the McLaren, the desire is always bigger than what is permitted, but with him, the StVO’s ankle cuff isn’t quite as hefty. This is due to the fact that reality cannot contaminate alien flair. Regardless of whether you’re blasting down the track at 326 km/h or weaving your way behind a dog barber smart approaching Schwieberdingen, the GT feels like a moon rocket in its own right, thanks to the mid-engine architecture. On the other side, greed is holding back, because even on a rural road, you can sense that the 911’s performance is constrained.
While the 110 kg (!) Porsche just leans on its active stabilizers in bends, the lateral acceleration pulls the McLaren’s struts away at some point, and the severity of the touch with the road also tingles more intensely in the Fingertips. The front axle collapses first, followed by the entire man stumbling.
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