Suspension components were mostly borrowed from the 612, but spring and damper rates were suitably revised for the shorter wheelbase and some 250 pounds less curb weight. The Ferrari 599 GTB Fiorano also employed the same type of aluminum spaceframe construction to weigh some 88 pounds less than the Ferrari 575 berlinetta, this despite its increased size.
Typical of Ferrari, brakes were four-wheel vented and cross-drilled discs of generous diameter: 13.9 inches fore, 12.9 inches aft. Even larger brakes made of carbon-ceramic material (CCM) were available in combination with all-round 20-inch wheels. Standard rolling stock comprised five-spoke star-pattern 19-inch front wheels with Z-rated 245/40 Pirelli P Zero tires and 20-inch rear wheels wearing the same rubber in massive 305/35 size.
An undeniable part of the Ferrari 599 GTB Fiorano's magic was its 5999cc V12 (the model number stems from that displacement divided by 10). This was basically the 65-degree quad-cam unit developed for the mighty Enzo, but retuned -- not detuned, Ferrari insisted -- for tractability in daily driving.
Although horsepower declined from 650 to 611, the Fiorano delivered more torque over a wider rev range. And though maximum torque, a muscular 448 pound-feet, came at a fairly heady 5600 rpm, over 90 percent was available from only 3500 rpm, just where you want it in a fast GT.
Like the Enzo V-12, the Fiorano unit employed dry-sump lubrication and a small-diameter twin-disc clutch, which allowed placing the engine much lower and further back in the chassis compared to the Maranello layout. That, in turn, benefited handling by lowering the center of gravity and shifting front/rear weight distribution from 50/50 to 47/53 percent, again desirable for a high-performance rear-wheel-drive car.
As in the Maranello and 612, the transmission mounted at the rear as a transaxle, with the usual choice of a six-speed manual or Ferrari's six-speed F1 sequential manual. Ratios in both were slightly shorter (numerically higher) versus 612 gearing for better acceleration, and the F1 gearbox got a new "Superfast" electrohydraulic mechanism that reduced shift lag from the Maranello's 250 milliseconds to just 100 milliseconds.