This is the overview page for the Ferrari LaFerrari. From now on, as we further review this car, we will be updating this page with whatever fresh content we create. Future drive reviews, updated specifications, videos, and other relevant information will all be found right here, in one convenient spot.
This is the Ferrari LaFerrari. No, seriously, that’s the name. LaFerrari. We’re hoping the team in Maranello is a big fan of Johnny Cash’s “A Boy Named Sue.”
Much like the boy named Sue, though, the LaFerrari’s silly name hides some serious potential. This is the fastest, most powerful production Ferrari ever built, utilizing a 6.3-liter V-12, a hybrid powertrain, and a Formula 1-inspired kinetic energy recover system to generate 963 system horsepower. That adds up to 60 more stallions than the McLaren P1 that also debuted at Geneva, and 213 horsepower more than the $3.9-million Lamborghini Veneno.
The V-12 alone is a brute, pumping out 800 horsepower and 516 pound-feet of torque. The electric motor is responsible for an extra 163 ponies. Like all good hybrids, the LaFerrari is capable of running in electric mode only, although there’s no mention of how far and how fast it can go in EV mode.
Ferrari has gone to great lengths to integrate what was learned with the HY-KERS Concept into the LaFerrari. The system utilizes a pair of electric motors, one of which is channeling power to the drive wheels while the other manages ancillary systems. A battery pack mounted low in the floor of the car (for better weight distribution and center of gravity) stores power for the motors. The LaFerrari sucks up parasitic energy lost during braking, much like your Toyota Prius. It’ll function whether the ABS is triggered or not, and is the primary means of recharging the battery packs. The other method of juicing up comes when the V-12 produces more torque than is necessary for conditions. Rather than just sending that power to the wheels, it’s routed into the batteries, where it can be stored for later use.
Active aerodynamics, inspired by Ferrari’s legendary F1 team, play a major role in the LaFerrari. Unlike the McLaren P1, though, Ferrari’s efforts are far more extreme. The system uses the front diffuser and guideplanes, mounted underneath the car, to influence airflow towards the back, where the adjustable spoiler and rear diffuser can generate less or more downforce depending on conditions. Unlike the P1, which uses a wheel-mounted button to control its active aero, the Ferrari’s system is completely automated.
Ferrari is being coy on performance details, such as system torque, top speed, 0-to-62 times, and 0-to-124 times. We’re told it has less than 663 pound-feet, that it’ll hit 62 miles per hour in under three seconds and pass 124 mph in less than seven seconds. The top speed sits somewhere below 217 mph. We’d love to give you exact numbers, but we just don’t have them.
In case you were delusional enough to think you could get your hands on a LaFerrari, we’d like to tell you that all 499 of them have been spoken for (surprise, surprise). What isn’t surprising is that the press release doesn’t contain pricing information. We’d be stupefied if the LaFerrari didn’t retail for well into the seven-figure range.
Please scroll down for the official press release from Ferrari.
The LaFerrari unveiled at Geneva
An iconic name for a car that encompasses the very best of Prancing Horse passion, technology and exclusivity
On display the most comprehensive and acclaimed Ferrari range ever
Maranello, 5th March 2013 – The wraps are finally off the LaFerrari. The Prancing Horse’s eagerly-anticipated limited-series special, of which just 499 will be built, made its world debut today at the Geneva International Motor Show.
“We chose to call this model LaFerrari,” declared Ferrari’s President, Luca di Montezemolo, “because it is the maximum expression of what defines our company – excellence. Excellence in terms of technological innovation, performance, visionary styling and the sheer thrill of driving. Aimed at our collectors, this is a truly extraordinary car which encompasses advanced solutions that, in the future, will find their way onto the rest of the range, and it represents the benchmark for the entire automotive industry. LaFerrari is the finest expression of our company’s unique, unparalleled engineering and design know-how, including that acquired in Formula 1.”
For Ferrari the development of a limited-series special like the LaFerrari represents an opportunity to experiment with all the technological solutions that will later filter down onto the production cars. Of particular significance in this context is the introduction of the hybrid system which, making full use of the Scuderia Ferrari’s F1 KERS know-how, has resulted in a solution that exalts Ferrari’s fundamental values – performance and driving thrills. The hybrid technology used, known as HY-KERS, represents the perfect combination of maximum performance and lower emissions. LaFerrari in fact emits just 330 g/km of CO2 but without resorting to electric-only drive which would not fit the mission of this model. The HY-KERS system is, however, designed so that in future applications a car can be driven using exclusively electric power for a few kilometres and, during development testing, a full-electric version of LaFerrari achieved just 220 g/km of C02 emissions on the combined cycle.
The LaFerrari is equipped with dynamic controls that are integrated for the first time ever on a Ferrari road car with active aerodynamics and the HY-KERS system. Thanks to Ferrari’s proprietary logic which govern all the systems, the car can achieve absolute levels of performance, aerodynamic efficiency and handling without any form of compromise in any area. A very advanced and uncompromising approach was also taken with the interior design which features an HMI inspired by F1 single-seaters.
The LaFerrari’s architecture posed the first challenge for the Prancing Horse team at the planning stage of the design. The aim was to achieve ideal weight distribution (59% at the rear) and a compact wheelbase despite the extra bulk of the hybrid system. The result is that all of the masses are situated between the car’s two axles and as close as possible to the floor to lower its centre of gravity (by 35 millimetres) and thereby guarantee dynamic handling and compact dimensions.
The layout of the cabin made a significant contribution in this regard. The seat is fixed and tailored to the driver while both the pedal box and steering wheel are adjustable. The driving position is similar to that of a single-seater and was designed after consultation with the Scuderia Ferrari drivers, Fernando Alonso and Felipe Massa, who played an active role throughout the entire development process.
The LaFerrari’s chassis features no less than four different types of carbon-fibre, all hand-laminated and autoclave-cured in the racing department using the same design and production methods as the Formula 1 car. This helped optimise the design: various functions were integrated (e.g. seats and battery compartment) into the chassis to improve torsional rigidity (+27%) and beam stiffness (+22%) whilst cutting weight.
The LaFerrari is the first car in Ferrari history to be powered by the HY-KERS system. The ICE represents the pinnacle of engine development and research, with a 6262 cc V12 that punches out 800 CV and revs to a maximum of 9,250 rpm, a record for an engine of this displacement. It also features a very high 13.5:1 compression ratio and a high specific output equal to 128 CV per litre. The engine is coupled with a 120 Kw (163 CV) electric motor, giving it a combined power output of 963 CV.
The high torque levels available at low revs from the electric motor allowed the engineers to optimise the internal combustion engine’s performance at higher revs, thus providing a constant supply of exceptional power throughout the rev range. Total torque generated is in excess of 900 Nm. The hybrid system is composed of two electric motors developed in collaboration with Magneti Marelli – one powering the driven wheels and the second the ancillaries – and a battery pack attached to the floor of the chassis consisting of cells that are assembled in the Scuderia Ferrari department where the KERS for the F138 is also made. The Scuderia’s expertise allowed considerable savings in weight and size of the individual components and the batteries weigh just 60 kg while providing the highest energy density possible for this kind of application.
The batteries are charged in different ways: under braking (even hard braking with the ABS active) and every time the V12 produces more torque than required, such as in cornering. In the latter instance, rather than the being sent to the wheels, the excess torque is converted to energy and stored in the batteries.
The electric motor is coupled with the F1 dual-clutch gearbox to the benefit of optimal weight distribution, but also to boosting energy efficiency as torque is instantly available to the wheels and, vice versa, from the wheels to the electric motor in recharging.
Active aerodynamics play an essential role, as they allow a complete adjustability of the car’s configuration to attain LaFerrari’s exceptional performance.
The engineers’ aim was to deliver the highest degree of aerodynamic efficiency ever achieved with any road car, with a coefficient of nearly 3, thanks to technical solutions honed with CFD analysis and fine-tuned in the F1 Wind Tunnel.
To boost efficiency, the LaFerrari sports active aerodynamic devices front (diffusers and guide vane on the underbody) and rear (diffusers and rear spoiler) which generate downforce when needed without compromising the car’s overall drag coefficient. These devices deploy automatically on the basis of a number of different performance parameters which are monitored in real time by the car’s dynamic vehicle controls, thus guaranteeing the ideal configuration on the basis of the driving conditions.
One further innovative aspect of the LaFerrari is the integration of its active aerodynamics and hybrid system with the other dynamic control systems aboard. This means the car responds intelligently to driver inputs, making for a seamless blend of unprecedented performance and unparalleled driving emotions.
Proprietary Ferrari algorithms deliver optimal integration of the electric motor and V12 for instantaneous response. In cornering, for instance, the HY-KERS keeps the V12’s revs high to guarantee better acceleration on exit.
The LaFerrari’s Brembo braking system is also integrated with the hybrid system, and incorporates several new features, including new lightweight callipers designed to guarantee correct cooling and carbon-ceramic material (CCM) discs featuring a new composition.
The car’s extreme performance potential called for a different tyre set-up, with 265/30 R 19 Pirelli P-Zeros on the front and 345/30 R 20s on the rear.
All in all the car guarantees maximum driving thrills in every situation and performance levels are top level: 0-100 km/h in less than 3 seconds and 0-200 km/h in under 7 seconds, a lap time at Fiorano of under 1’20” – 5 seconds faster than the Enzo and over 3 seconds faster than the F12berlinetta. LaFerrari is thus the fastest road car in Maranello’s long history.
Styling The Ferrari design team led by Flavio Manzoni developed the LaFerrari’s styling working in close synergy with the engineers to emphasise the exacting link between form and function. The result is an extreme, innovative design which retains close links to the marque’s tradition. This is most evident in its side profile: the car has a sharp, downward-sloping nose and a very low bonnet which emphasises its muscular wheelarches, a clear nod to the gloriously exuberant forms of late-1960s Ferrari sports prototypes.
The LaFerrari’s body has been given a sculptural treatment heavily influenced by its clearly F1-inspired aerodynamics and a tail section that exudes uncompromising sportiness.
Inside there’s a newly-designed steering wheel sporting all the major commands, and the gear-shift paddles are now longer and more ergonomic. The signature bridge on which the F1 gearbox functions are clustered has taken on a sleek, suspended wing-like shape. The whole interior, in fact, has a fiercely track-inspired, pared-back allure.
The Ferrari range
Aside from the new limited-series special, the Ferrari stand also features the complete range which is the most wide-ranging and critically acclaimed in its entire history. The five models all share the same Ferrari DNA in terms of performance, driving pleasure and technology, yet each one has its own strongly unique identity, in line with the company’s philosophy of “different Ferraris for different Ferraristi”.
Ferrari’s 12-cylinder GT sports car prowess is represented at Geneva by the FF, the very first four-seater and four-wheel drive in Prancing Horse history. It will be sporting a Grigio Ingrid livery with an elegant glass roof and Iroko interior. The FF is also now seamlessly integrated with Apple technologies, thanks to direct access to the infotainment system via SIRI voice commands and the adoption of two iPad Minis as the entertainment system of choice for the rear seat passengers.
Blistering performance and sublime driving pleasure even at low speeds are assured behind the wheel of the multi-award-winning F12berlinetta, which is powered by a mid-front V12. Unique handling characteristics, extreme aerodynamics and an innovative yet classic design are its signatures. The car on show at Geneva has a Grigio Silverstone livery and a Sella di Cavallo interior.
Moving on to the 8-cylinders, the California 30, in sophisticated Nero Stellato with a Crema interior, is a convertible GT that uncompromisingly marries sportiness and versatility. The California’s already-massive popularity with both press and public alike grew still further after its V8’s output was upped by 30 hp to 490 hp, and 30 kg was slashed off its overall weight.
The blistering 458 Italia is a sublime, thoroughbred sports car. It and its drop-top sibling, the 458 Spider, are equipped with the same extraordinary mid-rear-mounted V8 engine which was named International Engine of the Year in both 2011 and 2012. These two models continue Ferrari’s glorious tradition with this particular layout. The coupé seen at Geneva sports an aggressive Bianco Avus livery and sleek black interior with carbon-fibre trim, while the Spider, which dominates the Tailor-Made extreme personalisation area, takes its inspiration from the legendary 1957 250 Testa Rossa that sold for a record 16 million dollars at auction at Pebble Beach in 2011. It has the same red and blue livery and a host of competition car details in its cabin, not least of which are suede-upholstered seats and Alutex trim.
Total maximum power 963 CV
Total maximum torque >900 Nm
V12 maximum power* 800 CV @9000 rpm
Maximum revs 9250 rpm
V12 maximum torque 700 Nm @6750 rpm
Electric motor output 120 Kw (163 CV)
CO2 emissions** 330 g/km
Maximum speed over 350 km/h
0-100 km/h <3 sec
0-200 km/h <7 sec
0 - 300 km/h 15 sec
Type 65-deg. V12
Bore and stroke 94 x 752 mm
Total displacement 6262 cc
Compression ratio 13.5:1
Specific power 128 CV/l
Length 4702 mm
Width 1992 mm
Height 1116 mm
Wheelbase 2650 mm
Weight distribution 41% fr, 59% r
Front double wishbones
Front 265/30 - 19
Rear 345/30 - 20
Carbon ceramic brakes (Brembo)
Front 398 x 223 x 36 mm
Rear 380 x 253 x 34 mm
ESC stability control
High performance ABS/EBD Sistema frenata anti bloccaggio prestazionale /electronic brake balance
EF1-Trac F1 electronic traction control integrated with the hybrid system
E-Diff 3 third generation electronic differential
SCM-E Frs magnetorheological damping with twin solenoids (Al-Ni tube)
With the battle already well underway between the Porsche 918 Spyder and the McLaren P1, many have been wondering when Ferrari would finally unleash its own hybrid powered hypercar so we could find out how it stacks up against the competition. That day has finally come.
"You won't believe me but, what's amazing about this is out easy it is to drive," says CAR's Chris Chilton, right before throwing the LaFerrari into full opposite lock at Ferrari's Fiorano test track. Both CAR and EVO are to commend the LaFerrari's impressive manageability. "It feels like a 1000bhp 458 Italia", says Chilton.
EVO's also comments that the LaFerrari's brakes have trumped the best Porsche has to offer on the 918 by harvesting the regenerative braking energy even during moments of ABS intervention for more ideal efficiency. However, in terms of brake feel, while the LaFerrari beats the Porsche, it still can't quite match the McLaren P1, which does not use regenerative braking at all.
EVO also notes that the steering is "quick, but not jumpy", making it easier to perform one clean input from turn-in to apex to exit, rather that making a series of small corrections along the way.
So who wins the battle of the hybrid hypercars? Both outfits proclaim that they are withholding their verdicts until they can put together a comprehensive comparison test between the three, and with this much raw performance and cutting edge technology on tap from each, we can't say we blame them. In the meantime, we'll just have to drool over this pair of videos below until that day is upon us.