The Ferrari 849 Testarossa has a deployable rear spoiler that helps keep the supercar planted at high speeds, but even when this is inactive, the rear end of the car looks a little awkward, thanks to upturned spoiler lips that sit above its taillights. Similarly, the new 296 Speciale has aerodynamic elements that extend beyond the main bodywork, disrupting the sports car’s clean lines, but if a new patent filed by Ferrari at the United States Patent and Trademark Office is anything to go by, Maranello may have found the ideal solution: morphing bodywork that adjusts its shape as aerodynamic requirements change, returning to its original form when speeds drop.
How Ferrari’s Morphing Bodywork Functions
Ferrari
The concept of morphing bodywork is not alien to Ferrari engineers, who developed deformable “aeroelastic” front winglets for the 458 Italia. But as noted by CarBuzz, this patent could take things further, satisfying the “aesthetic needs” of a beautiful form with “aerodynamically optimal” design. Basically, the patent aims to keep both stylists and engineers happy, incorporating an active aerodynamic element made of an elastically deformable morphing material into the bodywork. One patent image suggests using it for the rear fender, but it could also be used for the “door, the engine hood, the trunk, the fuel flap, the nose, the tail, ailerons, side skirts, etc.,” says the patent.
In a nutshell, Ferrari is confident that its idea could be applied to any exterior surface. The patent does not discuss how this novel material would be produced, but it does say that it would “elastically bend or stretch, when subjected to a given stress, and regain its original shape.” The takeaway is that Ferrari could craft a car that exhibits phenomenal downforce at high speeds without corrupting the sleek form designers envision when it’s static or traveling at lower speeds.
Autoblog’s Take: Roadblocks to Ferrari’s Morphing Bodywork Patent
Ferrari
No patent application or publication can ever be taken as confirmation of a technological innovation imminently reaching production, and there are several potential roadblocks to Ferrari’s latest idea, not least of which may be cost. This morphable bodywork likely requires electric motors to function, and these would add weight and complexity, too. It’s also worth noting that producing a long-lasting paint finish that can sustain the stress of irregular movement in global climates might be a challenge, and if a motor responsible for bodywork movement fails, accessing it for repair or replacement could be a highly labor-intensive process. But this is Ferrari, a car company that is always pushing the limits of technological progress, and if it can develop a system that helps novices drift a mid-engine supercar, shapeshifting bodywork should be a piece of cake.
