All posts in “Ferrari Supercars”

2022 Ferrari 812 Competizione / Competizione A: An In-depth Look

Ferrari 812 Competizione

Late last month, Ferrari revealed some of the core details surrounding the latest iteration of the company’s 812 Superfast grand tourer. We were teased with the likes of a 819 hp naturally-aspirated V12 engine which revved all the way up to 9,500 rpm, and albeit for a few photos to satiate the world’s collective visual vortex, little more was as explicit when it came to the specifics. After the unveiling today which was streamed live on various social media platforms, we now know a lot more, as was promised.

Ferrari 812 Competizione A

First, the name: it’s officially known as the Ferrari 812 Competizione. But, it can also be called the Ferrari 812 Competizione A. That’s because Ferrari surprised us by unveiling not one, but two versions of this hardcore 812 Superfast variant right from the get go. The latter – meant to replace the 812 GTS – is a Targa counterpart which features a removable carbon fiber roof panel which can be neatly stowed away in a special made-to-measure storage compartment. Besides the obvious aesthetic differences born from having an open-top configuration, the two cars are identical mechanically.

Performance

Both the Competizione and Competizione A will be powered by the same 6.5L naturally-aspirated V12 engine. In addition to producing 819 hp and possessing a symphonic 9,500 rpm of vocal range, we now also know that it also churns out 512 lb-ft of torque. Those are the peak figures of course, which are attainable at both 9,250 rpm and 7,000 rpm respectively.

Based on the power plant used in the regular 812 Superfast models, the engine needed to be revised to get it perform the way Ferrari was intending. The prancing-horse engineers started by redesigning the pistons and fitting lightweight titanium connecting rods to the assembly, so that the engine could be pushed harder and at a higher frequency than ever before. Naturally, new cylinder heads were also in order, as were F1-derived carbon-coated cams. The air intake system has also been remodeled to ensure that the V12’s cardiac requirements are being satisfied.

The engine remains mated to the same 7-speed dual-clutch transmission equipped on the regular Superfast, though the unit on the Comp cars has been re-calibrated to shift about five percent faster.

The overall result – more horsepower, a bit less torque and an extra 500 rpm to boot. Off-paper, this translates to stellar performance figures:

  • 0 62 mph: 2.85 seconds
  • 0-124 mph: 7.5 seconds
  • Top speed: 211 mph
  • Lap time (Fiorano Test Track): 1:20

These are approaching hypercar credentials, and all of this is achieved in the absence of turbochargers or a hybrid set-up. Speaking of hypercars, it’s just 0.3 seconds off the pace of a LaFerrari and a distinguishable 1.5 seconds faster than the regular 812 Superfast at Fiorano. While these are all based on the coupé version of the car, we imagine that the Competizione A would only suffer a very miniscule performance penalty, if one is even measurable at all. Such are the standards set these days by Ferrari cars of this caliber.

Aerodynamics & Design

The 812 Competizione manages to generate 30 percent more downforce than the 812 Superfast. At the front, larger air intakes flank the grill, which is enclosed by a more aggressive bumper with fins at each end appearing to function as integrated canards; a massive front splitter is then added for good measure. Air vents right behind each of the rear wheels and a reimagined carbon fiber diffuser also form part of the organism responsible for optimizing any air flow going under, through or over the VS’s silhouette. This design also helps to ensure that the engine, brakes and other heat-soaking components get adequate cooling.

Ferrari 812 Competizione

The aforementioned front diffuser opens up when the car is travelling at over 155 mph, while the the rear diffuser now spans the full width of the Comp car’s haunches, which in turn also required a rejig of the original exhaust system design. The rear spoiler remains integrated with the body, but has also been made higher, wider, and more optimized for performance in conjunction with the diffuser.

One of the most notable changes takes place at the back end of the car, with the rear glass being replaced by a body-colored panel which could be best described as a “super-louver” made from carbon fiber and aluminum. This is one element of the Competizione’s extreme-downforce mandate, which comes at the loss of some of the regular car’s utilitarian demeanor. The Competizione A instead, gets a bridge between the flying buttresses, which plays much of the same role as said “super-louver” while also incorporating the Targa design.

Chassis & Handling

The 812 Superfast VS will continue to embrace Ferrari’s most impressive tech, with familiar features such as the Side Slip Control 7.0 (SSC) traction and stability control system, and rear-axle steering coming standard. The latter system is notably impressive and is unlike any other similarly functioning system in a road car today, with each of the rear wheels able to turn at different angles independently of one another. Ferrari says this will improve rear stability and handling precision, which should be particularly useful in an 819 hp rear-wheel drive machine.

Typical of just about every performance-biased special edition car ever produced by Ferrari, is a strict carbon fiber diet – and this is no different for the upcoming Ferrari 812 Superfast VS. Owners should expect a healthy serving of the carbon fiber good stuff – inside and out – which not only upgrades the car aesthetically, but also allows for the just-as-important art of weight reduction.

With all options exhausted, including the carbon fiber wheels, the Competizione weighs about 38 kg less than the 1,525 kg Superfast, bringing it barely within the 1,400 kg range. No official details yet on how much the ‘A’ tips the scales, but the expectation is that it will be slightly heavier than the coupé – extra reinforcements, bracing, et al – despite all the extra carbon fiber that went into the Targa design.

Michelin Pilot Sport Cup 2 R tires will come standard on both of the Comp cars, with 20″ wheels wrapped in 275/35 and 315/35 in the front and rear respectively. These are the latest evolution of Michelin’s tried-and-tested street-legal extreme performance tire, and offer much more grip than previous iterations at the cost of a lower wear rating. The Competizione and Competizione A are ready to conquer to Nürburgring right from the showroom floor.

Pricing

Ferrari says that the Competizione coupé will have a base price of US$598,567, while the Competizione A will be quite a bit more expensive, starting at US$694,549. Production has already begun, with the first deliveries scheduled for early 2022 the coupé, and about a year after that for the Targa. Word on the street is that all allocations have already been sold / spoken for.

Official Ferrari press release can be viewed here.

Image & Video Gallery

Ferrari 812 Competizione

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This is the New Ferrari SF90 Stradale

Ferrari’s New Hybrid Supercar

Ferrari has been teasing its new SF90 Stradale hybrid supercar for a little while now, and earlier today it released the car’s information and images. It’s a stunning new hybrid supercar that offers 989 hp from a plug-in hybrid powertrain. It features a plug-in hybrid setup that utilizes a turbocharged 3.9-liter V8 paired to three electric motors. 

Two of those electric motors are mounted on the front axle and one is mounted between the engine and the gearbox. This setup with the V8 and electric motors makes the Ferrari good for a 2.5-second 0-60 mph time. The powertrain is the most powerful of any Ferrari and puts the SF90 Stradale atop the Ferrari lineup. 

The car also features an all-new chassis made of carbon fiber and aluminum. The sleek body panels and its aerodynamic shape help the model make a whopping 860 pounds of downforce at speed, and the whole profile of the car is extremely low so it can slash through the air at high speeds. It has a two-piece rear wing that comes from the company’s work in F1 racing.

While the SF90 Stradale features many firsts for the company, it’s not all new ideas. The car looks like a Ferrari and even has a flying buttress and a split glass area at the rear. The rectangular-shaped taillights and the dual exhaust ane absolutely gorgeous. At the front, you have a low nose and some interestingly shaped headlights that are new for the brand. 

Inside the car, there’s a 16-inch fully digital HD screen and a driver’ focused cabin. The leather, Alcantara and other materials look unparalleled, and we actually like the fact that it’s not all carbon fibered out on the inside. It’s an attractive, modern, but simple interior built for the driver, and it’s as good looking as the exterior. 

Ferrari LaFerrari: Price, Specs, Videos, Images, Performance & More

Introduction

What happens when quite possibly the world’s greatest supercar and hypercar maker sets out to create its greatest model ever?

The Ferrari LaFerrari – that’s what.

Described at launch by company president Luca Di Montezemolo as “the maximum expression of what defines our company,” the LaFerrari was revealed at the 2013 Geneva Motor Show.

Limited to just 499 examples (although since an additional 210 Aperta open-top LaFerraris have been produced), the LaFerrari featured a Formula-One derived HY-KERS system – an electric motor teamed to a 6.3-litre V12. Some would shirk at the concept of a hybrid Ferrari, but while enhanced efficiency is a by-product of the LaFerrari’s powertrain, this was by no means Ferrari’s motivation with the system.

Following in the footsteps of legendary Ferrari halo cars as the 288 GTO, the F40, F50 and Enzo, the LaFerrari had its work cut out from the start. Add to that competition – yes, at this insane level of performance and prestige – from Porsche and McLaren with their hybrid hypercars, the 918 and P1, and this ultimate Ferrari model had a lot to deliver in order to stand out.

Design, Styling & Interior

The overall shape of the LaFerrari – inside and out – is dictated mainly by the car’s carbon fibre tub chassis. Up front, surfaces are kept to a minimum and what is there is minimised to aid aerodynamics, with every strafe and slice in the car’s bodywork having been optimised in the F1 Wind Tunnel. Ferrari sought to produce a shape with the highest degree its efforts have granted the hypercar with a drag coefficient of just 3.

Underneath the car, active aerodynamic features including diffusers and a guide vane team up with the rear spoiler to generate downforce, gluing the LaFerrari to the road or track. These active features are automatically controlled by the car’s computer brain, which analyses various parameters to adjust the systems to work optimally to the conditions.

Inside the LaFerrari, carbon fibre detailing dominates, with the two seats bolted directly to the tub. A bulky squared-off steering wheel greets the driver, with Formula-One inspired LEDs to indicate when to change gear and Ferrari’s now-familiar Mannetino drive mode selector nestled among the various controls on the wheel.

An in-house design team headed up by Flavio Manzoni handled styling for the Ferrari LaFerrari. Inspiration was gathered from the engineering team to ensure a form that reflected the functional elements of the car, as well as taking inspiration from various Ferrari racecars from over the years.

Performance

LaFerrari’s 6.3-litre V12 hybrid power plant produces 950hp (788hp at 6750rpm from the V12 and 160hp courtesy of the electric motor, which delivers the power to the differential). The car’s dry weight is a meagre 1255kg, and on a charge 0-60 is dispatched in under three seconds. Top speed is rated by Ferrari as somewhere north of 217mph.

Figures only tell a part of the story with this car, with the sensations and usability involved in that performance having been prioritised by Ferrari during the car’s development. Despite its obvious track potential the LaFerrari is reputedly fairly comfortable and compliant on the road. Ambling about town, the car’s double clutch automatic gearbox takes the onus of shifting away from the driver, while a surprisingly supple ride cossets the driver, despite the perceived harshness often brought on in vehicles fitted with carbon fibre tubs.

Get it to a track, however, and the LaFerrari will do its thing better than almost any other road car on the planet. Those who questioned the addition of the hybrid powertrain may be surprised to find out its fitment is mainly to help out on the racetrack – with lowered emissions just a byproduct of that.

The HY-KERS system ensures on-demand torque across the rev range, improving throttle response for the driver and making chasing that 9250rpm redline even more addictive.

Ride & Handling

Performance and track capability are almost a given in a car of this caliber, and those the LaFerrari has in cartfuls. Its really surprising party piece are its manners on the road.

Ferrari wanted the car to be usable on the road and its automatic gearbox is sedate and easy to live with around town as these systems go, according to reviews of this scarlet missile.

Visibility is good around the front three-quarters, while the ride quality is as good as you can expect in a hypercar with seats bolted directly to a super-stiff carbon fibre chassis.

Take things up a notch and the LaFerrari provides an involving experience, with the active aero and stability control system working in tandem to flatter the driver. Steering response is smooth and communicative; giving an enjoyable response on the road that also translates well to track driving. Many of the videos we have brought together include footage of LaFerraris in acrobatic tail slides, which the system allows to flourish – to a point.

On track, the LaFerrari impresses further with the full fury of the V12 and HY-KERS systems available to be exploited in a chassis that is more than up to the task. Gearshifts are reputedly so quick as to almost be seamless, and the balance of the package allows the car to simply erupt along straights and flow through corners.

Prices & Specs

If you’re looking for a LaFerrari, it will have to be used as the limited run of 499 hardtops and 210 Aperta open-tops all sold out, despite an initial asking price of around $1,420,000 for the coupe and no official price confirmed for the convertible.

Thanks to the exclusivity of this “ultimate Ferrari” prices have quickly skyrocketed to hilarious levels on the auction circuit, so if considering one then deep pockets and a chequebook long enough to fit at least six zeroes and a digit or two in front are a must.

Ferrari auctioned off the final “new” examples of the Aperta and coupe LaFerrari to benefit charity. The final coupe (car number 500) went for $7 million, in aid of reconstruction in Italy following 2016’s earthquakes.

More recently, the last of the run (210th) Aperta convertible broke records when it went under the hammer at RM Sotheby’s, fetching almost $10 million, with the proceeds of the sale going to Save the Children.

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Ferrari ‘Holy Grail’ Sold For Many Monies

They probably didn’t use Craigslist for this one, but a 1963 Ferrari 250 GTO was sold privately for $70 million USD.

Sky News reported that one of the only 36 250 GTO’s in existence was rumored to have been sold to a classic Ferrari collector, David MacNeil. The founder of WeatherTech, those great custom-made floor mats for your car, purchased the vehicle which has a 3.0L race-proven Tipo 168/62 Comp V12 engine with six Weber carburetors and 300 horsepower.

This recent sale made this the most expensive car ever sold, beating the previous record set by another 250 GTO in 2013.

Meanwhile, I have issues trying to get a Best Offer on eBay… Such is life.