All posts in “Ferrari”

Best V8 Engines Ever Produced

In almost all cases, manufacturers who choose to equip their cars with a V8 engine do so knowingly and deliberately. After all, such engines represent the first big step in crossing over a threshold to where performance becomes the sole focus; efficiency and economy are often not even invited as guests for a ride-along in the back seat.

With a quick glance at the back mirror, those pesky 4-cylinder and 6-cylinder engines begin to disappear into the horizon. Then, with the proverbial “pedal-to-the-medal”, the V8 power plant unanimously declares “all-in” with a loud roar – because this journey is all about thrill-seeking and checking things off the bucket list.

While high-performance V8 engines have normally been reserved for exotics – and muscle cars, in the more distant past – its application has been seen more in the mainstream these days. With the proliferation of automotive technologies, the V8 engine has become a gateway into the world of attainable supercar performance; each new engine is better than the one before it. But if you prefer roaring V10s, or hearty V12s, check these links out. However, if V8s are more your cup of tea, read on.

Here’s the shortlist of 10 such engines, curated for your reading pleasure:

Ferrari F106

Ferrari F106 Engine

Ferrari’s F106 V8 engine dates as far back as 1973, where it first featured in the Dino 308 GT4. Right from the get-go, it produced an impressive 250 hp from a 2.9L naturally-aspirated engine, which featured a flat-plane crank and dual-overhead cams.

Such was the longevity and capability of the F106 unit, that it continued to be used – with significant updates and revisions along the way, including electronic fuel injection and multi-valve heads – for more than 30 years. Notable models which were equipped with the engine include the F355, 360 Modena, and arguably the most famous Ferrari of them all; the Ferrari F40, which fashioned a twin-turbocharged version of the F106 producing 471 hp.

Dodge Supercharged Hemi

Dodge Supercharged Hemi Engine

Dodge’s Hellcat series of cars have really taken the world by storm, offering almost unfathomable power in a non-exotic production vehicle – or any vehicle for that matter. It’s truly a revival of the “American muscle” movement, with the supercharged Hemi able to produce as much as 807 hp and 717 lb-ft of torque via the Dodge Challenger Hellcat Super Stock. Handling, agility, and all that other kind of stuff aside, this makes the Hellcat Challenger/Charger the quintessential American sports car which can be had for well under the 6-figure mark brand new.

The automaker is now offering the 6.2L ‘Redeye’ V8 as a crate engine (aptly nicknamed ‘Hellcrate’) through Mopar. It can be purchased at a starting price of US$21,807. The ‘Redeye’ version comes with a larger supercharger than the previous Hellcrate engine and has been tuned for more boost, a slightly higher redline, and a host of other improvements. These are what has allowed it to improve from 707 hp and 650 lb-ft of torque to its current 807 hp state. An absolute unit.


BMW S63 Engine

Like other automakers on this list, BMW is no stranger to producing some of the world’s best V8 engines. The latest incarnation would be its masterpiece ‘S63‘ – a 4.4L twin-turbocharged engine that produces at least 600 hp and 553 lb-ft of torque in the current-gen BMW M5 sedan.

Though it’s true that this grants the quintessential luxury-performance saloon some serious supercar credentials, a look back to days gone by reminds us that engines such as the ‘S62’ and ‘S65′ deserve just as much recognition for their contribution to the Bavarians’ V8 platform. Respectively, each engine displaced 4.9L and 4.0L and were both naturally aspirated.

Lexus 2UR-GSE

Lexus 2UR-GSE Engine

The 2UR-GSE is the latest iteration of Lexus‘ increasingly iconic naturally-aspirated V8 power plant. Currently reserved for the marque’s high-performance models – such as the IS F, RC F, GS F, LC 500, and brand-new IS 500 – the 5.0L engine blends typical Lexus reliability with a high-revving Japanese character. In its most powerful configuration, the 2UR-GSE produces 475 hp in the Lexus LC 500. Amidst an ever-changing landscape shifting towards hybridization and electrification, we hope that Lexus’ legendary naturally-aspirated V8 lives on for as long as possible

Much like our other selections, the 2UR-GSE owes much of its distinctions to predecessors such as the 1UZ-FE which debuted in 1989. This 4.0L V8 engine has proven to be bulletproof over the test of time, in addition to the universal recognition it has received for being smooth, refined, and sufficiently powerful for its intended application. It has served as the platform upon which the formidable GSE would eventually be conceived.

Ferrari F136

Ferrari F136 Engine

The F136 succeeded the legendary F106, first appearing as a 4.3L naturally-aspirated engine in the 2004 Ferrari F430, producing 483 hp. Like the F106, the F136 would see widespread application throughout the Ferrari lineup; however, it was also featured on a number of Maserati models in concert with the relationship between the two marques.

Most notably, a 454 hp, 4.7L version of the F136 featured on the Maserati GranTurismo and is widely regarded as having one of the best engine/exhaust notes to come out of the V8. The F136 would reach its zenith in the Ferrari 458 Italia Speciale, where it cranked out a massive 597 hp from its 4.5L naturally-aspirated power plant.

Perhaps the most significant (and regretful) fact about the F136, is that it is the last naturally-aspirated V8 engine Ferrari would ever produce. It was replaced by the twin-turbocharged F154 V8 engine in 2015, where it debuted on the Ferrari 488 GTB.

McLaren M830T / M840T

McLaren M830T / M840T Engine

Despite only producing V8-powered automobiles since as recently as 2011 (via the MP4-12C), you could argue that McLaren‘s engineers are truly the world’s V8 engine artisans, and few would dispute that. After all, it’s virtually all they know these days, with every single McLaren model – bar the V6-hybrid McLaren Artura – fitted with some adaptation of their M838T or M840T twin-turbocharged V8 motors.

The 3.8L M838T is found in its Sports Series range of cars, which includes the entry-level McLaren 540C and goes all the way up to the indomitable 666 hp McLaren 675 LT. The 4.0L M840T features on all of the Super Series cars, which covers the ‘700 range’ of models, plus the addition of the McLaren GT. In its Ultimate form, the 4.0L unit – dubbed the M840TR – produces 814 hp in the McLaren Senna GTR. The McLaren Speedtail hybrid ‘hyper GT produces some 1,035 hp through the combination of an M840T and electric motor.

GM Small Block LT1/LT2

GM Small Block LT1/LT2 Engine

Introduced in 2014 for the C7 Corvette, the 6.2L naturally-aspirated V8 LT1 engine is part of GM’s 5th-generation small block engine family. It continues to be used on the present-day Camaro, with a new version of the engine – known as the LT2 – carrying on the bloodline via the brand new mid-engine C8 Corvette. The LT2 retains the 6.2L capacity but is more powerful than the LT1, producing at least 495 hp and 470 lb-ft in its latest configuration.

This was achieved by designing more efficient air-intakes sand exhaust manifolds, while also featuring a better lubrication system and more resilient camshaft. While it’s not a monster-out-of-the-box like say, Dodge’s Hellcat engine, the lightweight naturally-aspirated powerplant remains perfectly suited for what the Corvette is the best at delivering – brilliant all-around performance at a fraction of the cost of comparable options. The still-relevant LT1 is now being offered as a crate engine via GM’s performance division, with its 460 hp on tap for under US$10,000. Project car, anyone?

Audi 4.2L FSI

Audi 4.2L FSI Engine

When Audi’s 4.2L FSI V8 engine was introduced, it was a bit of a departure from what Audi enthusiasts had grown accustomed to over the years. As one of the marques which helped to proliferate the use of turbochargers on production cars, the aforementioned engine first appeared in the 2006 Audi RS4 as a high-revving naturally-aspirated power plant.

Over time, it proved to be a fan-favorite in spite of its lack of forced induction and featured on such models as the RS5 and mid-engined R8. As a naturally aspirated unit, the FSI V8 was able to rev up to 8,250 rpm and had a distinctively exotic exhaust note, regardless of the model it was mounted in.

The engine remained naturally-aspirated up until its use in the 444 hp Audi RS5; since then, recent iterations of the engine are now turbocharged and produce up to 600 hp.

Mercedes-AMG M178

Mercedes-AMG M178 Engine

The modern-day Mercedes-AMG line-up is blessed with their omnipotent ‘M178’ 4.0L twin-turbocharged V8, which itself deserves all the plaudits and is a shoo-in for selection. While it’s the most advanced iteration of the automaker’s V8, our personal favorite would have to be the ‘M156’ 6.2L V8 first powered the 467 hp naturally-aspirated C63 AMG. Like its successor, the M156 would feature in almost every Mercedes-AMG model of that era, including the SL63.

The ultimate version of this V8 motor would be the ‘M159’, which was equipped in the automaker’s flagship SLS supercar, producing 622 hp. The SLS has since been succeeded by the Mercedes-AMG GT Black Series, which produces 720 hp from its twin-turbocharged ‘M178’, and recently set the new production car lap record at the Nürburgring.

Ford ‘Voodoo’ Flat-Plane

Ford 'Voodoo' Flat-Plane Engine

The ‘Voodoo’ engine produced by Ford is a 5.2L naturally-aspirated V8 which was made especially for cars such as the 526 hp Mustang Shelby GT350 and GT350R. Suffice to say, the Voodoo was a match made in heaven for the line-up’s most balanced and track-focused Mustang models. By utilizing a flat-plane crankshaft, the engine weighs less and revs faster and higher (to 8,250 rpm) than the otherwise standard engines in other models. Its configuration also gives it an almost-exotic exhaust note, border-lining on ‘un-American’ – but owners won’t mind, as their domestic car hangs just fine with the exotics and other high-end sports cars on the race-track.

Following the template of past flat-plane V8 engines, the Voodoo applies similar principles as engines that once powered hot-rods and muscle cars back in the 20th century – with impressive bang-for-buck, the engines produced big horsepower at a fraction of the cost of what was used in European sports cars and even domestic rivals. This provided owners with a rightfully potent automobile, and extra money left in the bank. It’s hard to argue with that!

Best V12 Engines Ever Produced

As far as internal combustion engines go, V12 engines are at the zenith. This is while still acknowledging the omnipotent W16 motors seen in today’s Bugatti hypercars, while not forgetting the likes of mainstream automakers – such as BMW and Mercedes-Benz – also having flirted with the idea of series-production V16 engines in the past. With the 16-cylinder power plants essentially synonymous with the French automaker, the V12 is the de facto ruler for the broader spectrum of ultra-high-performance automobiles.

The diversity of this list fully demonstrates the universal appeal that V12s have around the world, to both producers and consumers alike. This unanimous and long-spanning support for the technology has helped to spawn some of the most impressive engines ever produced. The usual suspects are at play here, with Ferrari and Lamborghini making their totally not unexpected appearances. The British – via Aston Martin, Jaguar, and GMA – have shared their own highly impressive interpretations as well, while more conventional brands such as BMW, Mercedes-Benz, and even Toyota have had their say.

For the most part, these engines are naturally aspirated and characteristically rev all the way to the moon. In totality, each and every one of them is nothing short of a legend.

Here’s the shortlist of 10 such engines, curated for your reading pleasure:

Ferrari Colombo V12Ferrari Colombo V12 Engine

Originally designed by Gioacchino Colombo, this engine can trace its roots back to the very first Ferrari-branded model designed by Ferrari Enzo – the 1947 Ferrari 125 S – where it debuted as a 1.5L V12. The core design of the engine would persevere for more than 4 decades; along the way growing in size, having various levels of forced induction, and becoming a dual-overhead-cam configuration with EFI. Many credit the motor’s longevity to its reputation for being bulletproof.

Successful in both road-going and race track derivatives, the list of Ferrari cars this engine has graced has no shortage of automotive icons; the Ferrari 250 Testa Rossa, Ferrari 250 GTO, and Ferrari 365 GTB/4, just to name a few.

BMW S70/2

BMW S70/2 Engine

Despite being produced by BMW, the S70/2 didn’t feature in one of the Bavarian automaker’s own production cars. Nevertheless, it did end up powering none other than arguably the most iconic supercars ever made – the 1992-1998 McLaren F1. The 6.1L naturally-aspirated unit produced 627 hp and was capable of 0-60 mph in just 3.2 seconds, and had a top speed of 240 mph. It wouldn’t be until the next millennium before those figures could be surpassed.

Interestingly enough, BMW wasn’t Gordon Murray’s first choice to supply the engine for his groundbreaking supercar, with collaborations with the likes of Honda and Isuzu falling apart before they would opt for the Munich-built power plant. Whatever might’ve happened if things turned out differently, who’s to know? But what we do know is that BMW got things absolutely spot-on with the S70/2, which continues to be regarded as one of the true and timeless masterpieces in automotive history.

Jaguar V12

Jaguar V12 Engine

Jaguar’s first foray into the world of V12 engines began in motorsport as early as 1951, with its 1964 XJ13 Le Mans race car eventually serving as the trickle-down technology source for its production cars. For the latter, this would begin with a 5.3L naturally-aspirated unit in the 1971 Jaguar E-Type and would even go on to be used by other automakers such as Daimler and Panther. An HE (or “high-efficiency”) version of this engine would be released in 1981 – featuring on the XJ12, XJ-S, and Daimler Double-Six – which improved fuel economy by almost 50% compared to its predecessor, without affecting performance.

In its final iteration, the V12 would evolve into a 6.0L HE unit which produced as much as 333 hp and 365 lb-ft of torque. It was likely to be some variation of this engine which was initially being marketed for use on the Jaguar XJ220, before the British automaker controversially decided on a 3.5L twin-turbocharged V6 engine instead. The last Jaguar V12 engined was produced on April 17, 1997.

Lamborghini V12 L539

Lamborghini V12 L539 Engine

Like Ferrari, Lamborghini also has a long and storied history with V12 engines, having created its very own first version of this power plant for its mid-’60s era Lamborghini 350GT production car. Starting off as a considerably brawny 270 hp 3.5L naturally-aspirated unit, the “Bizzarrini” engine would evolve into a 661 hp 6.5L naturally-aspirated unit and be fashioned by models as recent as the 2010 Lamborghini Murciélago LP-670 SV.

As long as the Bizzarrini engine persisted, we feel that the most significant statement of Lamborghini’s V12 mastery comes in the form of its latest iteration of the engine, dubbed ‘L539’. This power plant would share its debut with the 2011 Lamborghini Aventador, of which it initially powered with 690 hp via a 6.5L naturally-aspirated configuration. With a fresh design, the new engine was over 18 kg lighter than its predecessor and was programmed with a new firing order.  The all-wheel-drive supercar would see significant improvements during its lifecycle, with the latest iteration of the L539 car producing 770 hp in the limited-edition 2021 Lamborghini Aventador Ultimae.

Ferrari F140

Ferrari F140 Engine

If the F140 had only powered the (2002-2005) Ferrari Enzo – the first Prancing Horse model where it featured – it would have been no less significant or legendary than it is today. The 65-degree V12 engine debuted on the Enzo as a 6.0L naturally-aspirated V12 unit which produced a staggering 651 hp @ 7,800 rpm and 458 lb-ft of torque @ 5,500 rpm. Over the years, 6.3L versions of the F140 have powered the likes of the hybrid LaFerrari and the F12berlinetta.

It has since evolved to its current peak as a 6.5L power plant – dubbed the F140 GA – which produces 789 hp @ 8,500 rpm and 530 lb-ft of torque @ 7,000 rpm in the 812 Superfast; this makes it the most powerful naturally-aspirated production car engine ever produced to this day. It is likely that this could be one of the final generations of Ferrari V12 engines – whether it be naturally aspirated, turbocharged, or even hybridized – so appreciate it while it’s still around!

Mercedes-Benz M120 / M297

Mercedes-Benz M120 / M297 Engine

When Mercedes-Benz caught wind of archrival BMW’s side-hustle with Gordon Murray, let’s just say that there was no resting on any laurels going on at their Stuttgart headquarters. With a clever riposte, Mercedes would debut their first-ever V12 engine through the 1993 600 SEC (later to be renamed the S600 Coupé, and frequently referred to as the S-Class). The 6.0L naturally-aspirated power plant was good for 389 hp, 420 lb-ft of torque, and a top speed of 155 mph in its initial configuration.

Not only did Mercedes-Benz one-up BMW by using the engine for their own cars, but they also borrowed a page from their opponent’s playbook and had their M120 engine fashioned for use in the magnificent Pagani Zonda supercar as well. Hand-built and tuned by AMG, the M120 also featured on the Mercedes-Benz CLK GTR race car and also saw its displacement increased to 7.3L for use on the SL73 AMG and CL73 AMG – and at which point it was commonly referred to as the M297.  The most powerful iteration of the M120 features in the Pagani Zonda Revolución, with the non-street-legal car good for 789 hp and 538 lb-ft of torque.

Aston Martin NA V12

Aston Martin NA V12 Engine

With one of the best sounding V12s (and automobile engines, period), the story of how the Aston Martin (naturally-aspirated) V12 came to be is rather more peculiar and convoluted. The project had less, should we say, glamorous beginnings, when things basically started off with the development of a 2.5L naturally-aspirated V6 engine. This particular unit was essentially the brainchild of Suzuki and Mazda, with the latter’s then-majority owner, Ford, then taking the blueprint to Cosworth, who would go on to build the Duratec V6.

Needless to say, the story didn’t end there, and Aston Martin would end up bolting two of those engines together to create the 5.9L naturally-aspirated V12 it would stamp its name on (and market as a 6.0L). Having more in common with a Ford Taurus than owners or enthusiasts would like to admit, the motor produced 414 hp and 398 lb-ft of torque in the 1999 DB7 V12 Vantage. Aston Martin continues to employ a V12 engine to this day, with the 2017 DB11 having fashioned a 5.2L twin-turbocharged version. More recently, the company has referred back to the naturally-aspirated configuration, with a 6.5L unit designed to power its Valkyrie hypercar with over 1,000 hp @ 10,500 rpm (plus an additional 160 hp with its hybrid-electric system).

Toyota 1GZ-FE

Toyota 1GZ-FE Engine

To call Toyota’s 1GZ-FE the “Godfather” of Japanese automobile engines would be neither an understatement nor unbefitting. After all, the venerable V12 from the land of the Rising Sun – which exclusively powers the Toyota Century luxury sedan – is both one-of-a-kind and has a penchant for attracting a particular type of “underworldly” owner in its homeland. It’s the only production V12 engine to come from Japan and still manages to invoke all of the essential philosophies of Japanese craftsmanship – such as reliability, build quality, and refinement.
That being said, it’s certainly not the most powerful engine on this list and remained at around the 300 hp mark during its lengthy production run from 1997-2016. Nevertheless, it remains one of the most unique engines on this list and is no less iconic than its near-1000 hp contemporaries. This engine is prime for swapping into other platforms, with automotive personality Smokey Nagata fitting a twin-turbocharged version to his ‘Top Secret’ Toyota Supra. Thanks in large part to its distinctive engine, the Century remains a status symbol in Japan; in the way a Rolls-Royce Phantom does the same just about everywhere else.

GMA Cosworth V12

GMA Cosworth V12 Engine

It’s impossible to speak about the naturally-aspirated engine in the GMA T.50, without getting into how it’s involved in so much more than just spinning the new supercar’s rear wheels, or about how other design elements of the car are built around it. As impressive as a 12,100 rpm redline sounds, its 654 hp and 345 lb-ft of torque doesn’t sound extraordinary by today’s standards. But rest assured this engine, and this car, are on the cusp of a truly “redefining” moment in automotive history. Crucially weighing at just 178 kg, the engine plays a huge factor towards the T.50’s overall curb weight of just 980 kg – about one-third that of a contemporary supercar or hypercar.

The GMA T.50 is the culmination of decades of Gordon Murray’s aerodynamic and mechanical engineering experience. Part of what makes the T.50 so exciting, is that it incorporates the design and function of the infamous Brabham BT46 “Fan Car.” A gigantic fan –  powered by the camshaft of the engine and coupled with the curved underbody of the BT46 – created an active venturi effect that quite literally vacuumed the car onto the road, and allowed it to corner at barely believable speeds and levels of grip. The T.50 will feature something similar, and likely more advanced. On a road car. We can’t wait to see this in the flesh.

Bugatti 3.5L Quad-Turbocharged V12

Bugatti 3.5L Quad-Turbocharged V12 Engine

This Bugatti engine has had a very decorated career, albeit a short one, which makes it all the more impressive. Featured exclusively on the (1991-1995) Bugatti EB110, this 3.5L quad-turbocharged V12 is responsible for some very notable distinctions. First, it is widely regarded as being one of the catalysts in the revival of the French marque even though it failed to be directly responsible for this. It became the world’s fastest production car of its time, beating the Jaguar XJ220 in the process.

Suffice to say, it grabbed all the headlines, and really, that was the whole point. I mean, for what other purposes would the use of four turbochargers be given the green light for? Sure, it produced a whopping 553 hp and 450 lb-ft of torque, but you would have to argue that this likely could’ve been achieved with a more conventional design. After all, quad-turbocharged engines never really proliferated, and there’s probably good science behind why that’s been the case. Nevertheless, there’s nothing un-iconic about a V12 engine with almost as many turbochargers as you can count on one hand; and we love it all the same.

Ferrari 296 GTS or Spider coming next?

We have only just seen the official introduction of Ferrari’s latest supercar, the 296 GTB, for 2,992 cc of displacement on a turbocharged V6 engine in the Gran Turismo Berlinetta body, the fact it’s a hybrid isn’t shown in the model designation, and while the first customers won’t be receiving their new 818 hp Prancing Horse before 2022, I’m sure Ferrari is already working on a convertible version.

So will Ferrari come up with a 296 GTS, or simply call it the 296 Spider? Whichever it will be, we bring you the first virtual renders on how the upcoming Ferrari 296 GTS might look:

Finished in Blu Corsa over Rosso leather, titanium finished wheels on Rosso calipers, and with the Assetto Fiorano option.

Finished in Blu Corsa over Rosso leather, titanium finished wheels on Rosso calipers, but without the Assetto Fiorano option this time.

Finished in Giallo Modena over Nero leather, black-finished wheels on Giallo calipers, and with the Assetto Fiorano option.

Side view of the Giallo Modena on Nero leather finished 296 GTS, black wheels over Giallo calipers.

Going for the Grigio finish of the Ferrari 296 GTB launch spec, but in Spider form also works perfectly:

Some more side views in different colors … a Ferrari 296 GTS or Spider just doesn’t have a bad looking shade:

2022 Ferrari 296 GTB Unveiled

Ferrari ‘F171’

Around one week ago, Ferrari had publicly announced that they would be unveiling a brand new model on June 24, 2021 via livestream on social media problems. Since then, Ferrari has been mostly coy about details regarding their “new revolutionary Prancing Horse sports car”, though they did provide a teaser video on Facebook a day before the official reveal. It provides the first real glimpses of the car – in its entirety – while it gets driven in the countryside by Scuderia Ferrari Ambassador and F1 Client Driver Coach, Marc Gené.

Most rumors were suggesting that it would be a twin-turbocharged V6 hybrid supercar, and prototype/mule car spy shots have been assigned with the codename ‘F171’. It was also suggested that this new Ferrari will slot in under the F8 Tributo, becoming the company’s latest ‘entry-level’ mid-engined supercar. This primed the car to become a number of different things, which included:

  • The possible revival of the Ferrari Dino. This is getting a lot of airtime amongst Ferrari’s most hardcore fans, who have been longing for the return of this legendary badge. Although the new car will be a hybrid, it is the first time since the Dino that Ferrari has used a V6 engine. Hmmmm!
  • Direct competition for the recently released McLaren Artura, which also interesting features a twin-turbocharged V6 hybrid drivetrain. As 6-cylinder platform, it is likely that Ferrari also has its sights aimed on other similarly-propelled models such as the Porsche 911 Turbo/Turbo S.
  • The second Ferrari hybrid car – after the SF90 Stradale hypercar – which is also capable of moving on the power of its electric motors alone (albeit for limited distances).

It’s June 24: Here’s What We Now Know For Sure

Official Name

Ferrari 296 GTB

Sorry, Dino romantics. It just wasn’t meant to be. The ‘296’ in the name represents the car’s 2.9L displacement via a 6-cylinder layout for the internal combustion component of its hybrid drivetrain. ‘GTB’ stands for ‘Gran Turismo Berlinetta’, a traditional Ferrari moniker reserved for some of its finest rear-mid-engine 2-seaters in the past, with the 296 GTB therefore a continuation of that lineage.

Where It’s Positioned In The Ferrari Roster

The Ferrari 296 GTB is not a replacement for any models formerly or currently in its product range, with Ferrari stating that it is “creating its own segment”. As we already knew, the 296 GTB is indeed billed as the new ‘entry-level’ mid-engined supercar and is being touted as the automaker’s latest ‘gateway’ to experiencing Ferrari’s race-bred DNA.

During the livestream unveiling, Ferrari went straight to the point, immediately comparing the rear-wheel driven 296 GTB to none other than the brand’s range-topping Ferrari SF90 hypercar. This is an apples-to-apples comparison after all, as the SF90 also has a hybrid powerplant and is only one of two such cars with the 296 GTB now part of the family.

Something along the lines of how the SF90 is for those who want to experience the “peak of performance”, while the 296 GTB gives drivers the opportunity to reach the “peak of emotion”. Basically a clever way of saying that it’s not as fast and not as expensive – but for most people, probably just as good. Plus you don’t have to be Sainz or Leclerc to fully enjoy it.

Ferrari reiterated this by going as far as saying that it believes it to be the “most fun car to drive in our product range”, both on track and on normal roads.

Their “Fun to Drive” philosophy has always been a key component of any Ferrari car, and the 296 GTB is further emboldened by it”. Three ingredients are required to make this happen per Ferrari. The first is ‘sound’ – the symphony provided by the engine. The Second is ‘perceived acceleration’ – not just 0-60 mph and 1/4 mile times, but also how the car transmits the sensation of speed to the driver. The third is ‘go-kart feeling’ – how well the car responds to driver input and its connection to the road.

The epitome of sportiness, performance, and driving thrills at their best. Best in-class performance. Absolute fun to drive. “The best way to explain it, is to drive it”, Ferrari states. Valid point.

And, there’s more!

Ferrari 296 GTB Assetto Fiorano

Also available is a more hardcore version of the car known as the Ferrari 296 GTB Assetto Fiorano, which is named after the company’s iconic test circuit. Not many specifics were revealed about this version, but we were told that it will feature the extensive use of carbon fiber to further reduce the weight. In addition, it will be equipped with a race-derived suspension – for more extreme handling abilities – and racing harnesses. The Assetto Fiorano also gets its own special livery.



  • 2.9L twin-turbocharged V6 hybrid engine mounted in 120 degree “hot V” configuration
  • 663 hp produced from petrol engine
  • 830 hp combined total with electric motor
  • Almost zero ‘turbo lag’ and instant response from throttle
  • Most powerful drivetrain in its segment, producing 221 hp per liter – a new world record.
  • 8-speed dual clutch transmission which is ‘fastest shifting’ in the market
  • Lightweight 7.45 kWh battery provides ~25 km of range when car is powered exclusively by electric motor
  • 0-100 km/h: 2.9 seconds
  • 0-200 km/h: 7.3 seconds


  • New vehicle dynamic controls
  • Reduced weight as much as possible – achieves a 1.77 kg per hp ratio
  • Wheelbase is 50 mm shorter than the Ferrari F8 Tributo – less inertia and more agility
  • 6 sensors to help control better the car – includes ABS ‘Evo’ system, which helps to reduce braking distance by almost 10%
  • Light, sleek and compact architecture


  • Modern interpretation of classic Ferrari DNA
  • Rear: Kammtail design with jewel-like tail lights integrated with active rear spoiler. Centrally-positioned tailpipe.
  • Front: Air intakes integrated with modernized ‘tear-drop’ headlights. Suspended front splitter, similar to that of F1 cars.
  • More compact than any other Ferrari available right now because of its short-wheel base
  • Interior: Same design language as exterior – perfect marriage between sportiness and elegance. Ergonomics spot-on. Classic “canceletto” center console. Carbon-fiber bucket seats. Lots of carbon-fiber, metals and high quality leathers.

Pricing & Availability

We’re expecting the first examples of the Ferrari 296 GTB to be delivered in early 2022. No specific word on pricing yet, though it is expected to hover around the F8 Tributo’s base MSRP of US$277,000.

We will provide updates on pricing when more information is available, as well as an in-depth review of the car once journalists have a turn at it.

Image & Video Gallery

Ferrari 296 GTB new hybrid V6 sports car plugs you in to 819 horsepower

Ferrari’s new V6-powered sports car is here. Although it’s not just V6-powered. This new Ferrari 296 GTB also features a pair of turbos and a plug-in hybrid system to generate power. It actually makes more power than either the F8 or the Roma. Neither car has to worry about being replaced, though, as this is just another addition to the Ferrari line.

Of course the highlight of this car is the powertrain, a Ferrari first, and it actually gives the car its name, with the 29 standing for the displacement and the 6 for the number of cylinders. It’s not quite accurate, though, since the displacement rounds up to 3.0 liters. The engine is a super wide 120 degrees, and nestled in the “V” are the turbochargers. Between the engine and the transmission is the electric motor. The V6 on its own makes 654 horsepower, and the electric motor makes 165 horsepower. Total output is 819 horsepower with 546 pound-feet of torque. The engine can also rev to 8,500 rpm. Power goes solely to the rear wheels via an eight-speed dual-clutch automatic transmission. It’s all packaged in a car that has a 2-inch shorter wheelbase than the F8.

The results of this engine are impressive. It will hit 62 mph in 2.9 seconds and 124 mph in 7.3 seconds. Top speed is 205 mph. And with a full charge, the 296 can drive 15.5 miles entirely on electricity.

Ferrari is also offering a higher-performance variant of the 296 called the Assetto Fiorano. It adds some aerodynamic aids to the nose, and it lighter by about 26 pounds. It can be made lighter still with the addition of a Lexan rear window. Suspension is bolstered with Multimatic spool-valve shocks (like those used by the Ford GT and Chevy Colorado ZR2). Ferrari also offers stripes as an option to make it stand out visually.

An ultra-rare Ferrari J50 is for sale for $3.6 million

One of the rarest modern Ferraris is now up for sale for a cool $3.6 million. The J50, as the name implies, is one of just 10 built to commemorate Ferrari’s 50th anniversary in Japan. Though based on the 488 Spider, the J50 boasts unique styling and extra horsepower.

The J50 debuted in 2016 to mark 50 years since the first Ferrari made landfall in Japan, a privately imported 275 GTB. Needless to say, all 10 examples of the J50 were spoken for by the time the car made its official debut at the National Art Center in Tokyo. Each one was finished in the exterior and interior color choices of their respective owners.

The car was the first of the Ferrari Fuoriserie (Italian for “custom-built”), which includes limited-run cars like the F60 America. Beneath the stunning bespoke bodywork lies a 488 Spider with an almost 20-horsepower bump from its 3.9-liter twin-turbo V8, for a total of 681 horsepower. The transmission remains a seven-speed DCT.

The bodywork has unique features such as two carbon fiber air channels on the hood, a polycarbonate clear engine cover, and a rear diffuser design inspired by a jet engine afterburner. The sleek design is at once futuristic and traditional, a contrast to the curvy 488 that it’s based on. It’s said to have been inspired by 1970s and 1980s Ferrari road cars, emphasizing lowness and highlighting qualities prized by Japanese clientele — nimbleness and handling — over outright horsepower. It won Germany’s coveted Red Dot design award upon launch.

After the clients finalized their personalization options, the cars were built in Maranello, and deliveries began in 2017. The particular example is listed for sale at Tokyo’s official Ferrari dealer, is being listed as a 2019 model and is offered at $3.6 million, a slight bump over the $2.7 to $3.3 million cost, depending on customization level, when new. It’s almost like new, too, having clocked just 430 miles.

Though the black-on-black example does not do the design justice, with so few examples made, this just might be the only opportunity to buy one in the foreseeable future.

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The RML Short Wheelbase

It seems many wealthy customers have a craving for the classic road cars and racing legends, but with prices for the Fifties or Sixties Ferrari into the tens of millions it might be a good idea not to risk that kind of money on the open road, where you could hit a pothole, or even worse, get hit by another car and cause a fortune in damage to this rare car, to help out those that still want to drive a classic looking car, but not spend that kind of money, nor want to forego on creature comfort and modern-day performance, several companies are preparing a modern-day GT car with classic looks.

A few months ago we already published an article on the GTO Engineering Squalo, and today we bring you the RLM SWB, created by the world-class engineering company, RML Group located in Wellingborough, UK, this ‘Short Wheel Base’ as it is fully called takes inspiration from the legendary 250GT SWB from 1959, and while the RLM SWB might look like a car from the Fifties, it will come with all the 21st-century amenities we’ve come to expect from a modern GT.

The RLM SWB even comes with a Ferrari engine at the front, more specifically a 5474cc V12 that puts down 478 hp and 568 Nm of torque at the rear axle, courtesy of a six-speed manual gearbox, no automatic paddle shifter for this modern-day classic GT, naturally the gearshift lever is mounted in an open-gated grid, just like in the good old days.

The RLM SWB should be able to accelerate from 0 to 60 mph in 4.1 seconds and should reach a top speed of 186 mph, but that’s exactly what Michael Mallock, RML’s Chief Executive intended, the SWB wasn’t created to be the fastest on the road, instead they want to offer their customers a driving experience with less electronic intervention and performance you can actually use in day to day driving on regular roads or in the city.

And to make the ride as comfortable as possible, RLM made sure the cockpit suits even taller owners, up to six-foot, six inches (two meters) in height, while being seated on some amazingly finished seats, and while the interior remains classic as an homage to the 250 GT SWB they used for inspiration, the RLM SWB will come with satnav, air conditioning, cupholders, and smartphone connectivity, all without intruding too much into the overall looks of the interior.

It should come as no surprise the RLM SWB is larger than the 1959 original she was sculpted after, things have changed over the last 60 years, and clients expect a larger car today, but the overall design has been maintained as closely as possible in the overall looks, like the stacked taillights for instance, or the beautiful exposed fuel filler, and the typical vents on the bodywork just had to be retained too for this modern interpretation.

“After almost three years, we are nearing completion of the Short Wheelbase’s development,” said Michael Mallock. “While this is the first such car to wear RML’s name, our experience working on a variety of whole vehicle programs, as a ‘white label’ partner to various OEMs, is extensive, and second to none. So this car showcases much of the experience we’ve gained from not only designing and building low-volume, high-end motor cars but also implementing thorough testing procedures to make sure that driving them is an emotional experience for all the right reasons.”

The RLM SWB comes with a length of 4264mm, a width of 1954mm, and weighs 1470 kg, no pricing has been published at this moment, but this very special car will not come cheap, especially as only 30 units are planned to be built, the RLM SWB will be available to order by the end of 2021.

Ferrari 812 Competizione and Aperta are sold out

We’ve only published the official unveiling of the Ferrari 812 Competizione and 812 Competizione A, or Aperta, a few days ago, but Ferrari has already confirmed the entire production for these two limited edition supercars is already sold out … the MSRP of €499,000 in Italy for the coupe and €578,000 for the Aperta apparently didn’t keep customers from putting in their order, the Ferrari 812 Competizione is limited to 999 units, while the 812 Competizione Aperta counterpart has a production limit set at 599 units.

So it’s clear the demand for this new Ferrari supercar far exceeds the availability, I guess several Ferrari dealers around the world, and perhaps even people at Ferrari in Maranello, have the difficult task to inform their customer they won’t be getting an 812 Competizione, as production is sold out, this will also mean we’ll be seeing contract being sold on at a premium very soon now, I wouldn’t be surprised some of the ‘spots’ on the production of the 812 Competizione and the Aperta will be changing hands at €50,000 or even €100,000 over MSRP.

And there is still some time before we’ll even see the first Ferrari 812 Competizione being delivered to its fortunate owner, deliveries of the Coupe will not happen before the Q1 of 2022, the Aperta will arrive even later as the planning is set for Q4 2022 only.

The Ferrari 812 Competizione and Ferrari 812 Competizione Aperta both come with the massive 6.5-Liter V12 naturally aspirated engine pumping out 830 hp and 692 Nm of torque, the new seven-speed, the dual-clutch transmission offers a 5% faster gear shift timing compared to the 812 Superfast.

The top speed for the Ferrari 812 Competizione is 211 Mph while acceleration from 0 to 62 mph (100 Km/) only takes 2.85 seconds, note that these are the figures for the Coupe, Ferrari hasn’t given us any figures for the 812 Competizione Aperta yet.

So if you are still looking to add either the Ferrari 812 Competizione or the Aperta to your collection, and you’re not on the list yet … you’ll be looking at spending a serious premium to get hold of one of the modern 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.


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.


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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Ferrari 812 Competizione and 812 Competizione A

From the official press release by the Ferrari Press Office: The 812 Competizione, the new limited-edition special series car derived from the 812 Superfast, was presented today to media, clients and fans all over the world. In the course of the event, which was broadcast live on Ferrari’s social media channels, the wraps were also whipped off the 812 Competizione A, a spectacular Targa-top version, again a limited-series and an homage to the Prancing Horse’s glorious open-top tradition.

The presentation took place in a very special venue, the recently-opened GT Sporting Activities Department located alongside the Fiorano track, further strengthening the inextricable link between Maranello’s road-going sports cars and the peerless racing DNA developed as a result of over seven decades of success on the world’s circuits.

The launch began with the 812 Competizione completing several laps of the circuit to give viewers a full appreciation of the car’s forms in this dynamic and high performance context in addition, of course, to hear the unmistakeable sound of Ferrari’s iconic naturally-aspirated V12. After the hot laps Enrico Galliera, Ferrari’s Chief Marketing & Commercial Officer, officially presented the car and then unveiled the 812 Competizione A.

This duo of cars is dedicated to a very exclusive group of collectors and enthusiasts of the most noble of Ferrari traditions, which focuses on uncompromising maximum performance. The innovative technological concepts applied to the engine, vehicle dynamics and aerodynamics have raised the bar to new heights.

Once behind the wheel of the 812 Competizione and the 812 Competizione A, the driver becomes one with the car, regardless of whether it is on road or track. The car guarantees instantaneous responsiveness to commands and absolute control even in the most complex of manoeuvres. Maximum fun behind the wheel and driving exhilaration are ensured at all speeds, thanks in great part to the new independent, four-wheel steering, which delivers exceptional agility and precision in cornering.

The 812 Competizione and 812 Competizione A sport the most exhilarating V12 on the automotive scene and is derived from the multi-award-winning engine powering the 812 Superfast. The result is a naturally-aspirated 830 cv engine that pairs impressive power with electrifying delivery and the inimitable soundtrack that Ferrari V12 purists know well. To boost the output of the engine, which has the same 6.5-litre displacement as the 812 Superfast’s V12, several areas have been significantly re-engineered to achieve a new record red line while optimising the fluid-dynamics of the intake system and combustion, and reducing internal friction.

Maximum revs are now 9,500 rpm which, together with a rising crescendo of torque delivery, unleashes a feeling of progressive and boundless power and acceleration. A result delivered by the meticulous redesign of key engine components such as the con-rods, pistons, crankshaft and distribution. The titanium con-rods are 40% lighter than steel versions whilst delivering the same mechanical resistance; the piston pins, on the other hand, have been given a diamond-like carbon (DLC) coating to reduce the coefficient of friction to the benefit of performance, fuel consumption and wear. These modifications are combined with a rebalanced crankshaft, which is also 3 percent lighter than the previous version.

The most significant improvements, however, are to the distribution and the cylinder heads, which have both been completely redesigned. The cams (which now feature DLC coating) now action the valve stems via DLC-coated steel sliding finger followers, which are derived from Ferrari’s F1 experience and were developed specifically for this engine to provide a higher lift profile.

To ensure that the engine breathes correctly across the entire rev range, the intake system was redesigned: both manifold and plenum are now more compact to reduce the overall length of the tracts, thus delivering more power at high revs, while the torque curve is optimised at all engine speeds by a system of variable geometry inlet tracts. This enables the length of the intake tract assembly to be continuously modified, adapting it to the firing order to maximise the dynamic charge in the cylinder. The result is an engine that revs with tremendous speed all the way to the cut off with no drop off towards the red line.

To reduce friction and mechanical losses, thereby improving the engine’s overall efficiency, the engineers developed a new variable-displacement oil pump that continuously adjusts oil pressure across the engine’s entire operating range. Another important point to underscore is the adoption of a less viscous oil (Shell Helix 5W40) than used on previous V12s and the improvement in the flow rate throughout the entire oil scavenge line.

The direct fuel injection management strategy has been further developed to keep abreast with increasingly stringent emissions regulations. The calibration of the timing and amount of fuel injected, as well as an increase in injection pressure, have reduced emissions and the generation of particulate, especially when the engine is cold.

The ignition system is constantly monitored by the ECU which has an ion-sensing system that measures ionising currents to control ignition timing: it has a single and a multi-spark function to the benefit of smooth, flexible torque delivery. The ECU also controls combustion in the chamber to ensure that the engine is always working at peak thermodynamic efficiency, something also achieved in part by a sophisticated strategy that recognises the octane rating of the fuel being used.

To maintain the traditional incredibly high standard of engine sound to which Ferrari V12 owners are accustomed, whilst simultaneously introducing a GPF (Gasoline Particulate Filter) to the exhaust system that ensures compliance with the very latest emissions regulations, the engineers added a new exhaust tailpipe. This unusual and innovative design solution reinstates the medium-high frequency sound muffled by the use of the GPF.

In order to deliver excellent acoustics, performance and aesthetics, the exhaust tailpipes are visible to underscore their function and the car’s track-inspired character without impinging on the signature elegance of all Ferraris. Work was also carried out on the intake tract to which a second pair of resonators was added to enhance specific frequencies and the engine’s more noble combustion order harmonics, creating the perfect melding of the sound from the exhaust and from the intake system.

Both the 812 Competizione and 812 Competizione A are equipped with a seven-speed dual-clutch gearbox, pushing the performance of the latter to new extremes and delivering a new gearshift feeling for the V12. Calibration of the control strategies has reduced shift times by a further 5 percent. Although it retains the same gear ratios as the 812 Superfast, the new car’s changes are even more sporty, thanks to the extra 500 rpm in maximum revs allowed by the new V12.

Hand-in-hand with the performance boost comes further fine-tuning of the cars’ respect of emissions norms with an evolution of the HELE system, which enables an on-the-move Start&Stop function, and a series of emissions-reducing engine maps, which maintain the signature Ferrari V12 sound even at low speeds. When the HELE is deactivated, performance driving-oriented maps return with lightning fast gear-shifting for maximum response.

The cooling system has also been adapted to cope with the additional heat generated by the new engine’s extra 30 cv, resulting in the introduction for the very first time on a Ferrari V12 of a single front air intake that maximises the amount air of cooling air channelled towards the radiators. The entire coolant circuit has also been improved, increasing cooling efficiency by 10 percent compared to the 812 Superfast. In addition, the single air intake has been further optimised to improve the fluid dynamics of the engine intake manifold, thereby minimising charge losses along the tract.

Lastly, the engine oil tank was redesigned to cope with the extra flow (up by 30 percent) and to cope with the car’s greater lateral and longitudinal acceleration. Thanks to the optimisation of the interior chambers and volumes, the new tank saves over one kilo of oil compared to the 812 Superfast, making the 812 Competizione and the 812 Competizione A the cars that require the least oil in the current V12 range. In the final analysis, this also contributes to the overall reduction in the car’s kerb weight.

The increase in both the 812 Competizione’s engine output and maximum revs have resulted in a consequent increase in the heat to be dissipated. To meet these new demands, the efficiency of the cooling flow management has been improved without increasing the dimensions and weight of the radiating masses.

While on the 812 Superfast, the engine air intakes are set either side of the large central grille, the 812 Competizione adopts an integrated solution with a single air duct. This allowed the intake for the engine radiators to be extended sideways as far as the chassis allowed as well as reducing not just weight, but also losses to the intake plenum and thus the combustion chamber, which in turn, improved the overall performance.

The evacuation of the hot air coming off the radiator was improved by exploiting both the vents on the bonnet either side of the central ‘blade’, and the louvers in the wings. These areas are particularly efficient in terms of cooling and so allowed the designers to optimise and reduce the apertures on the underbody, all to the benefit of the efficiency of the front aero. All of this translates into 10 percent more efficient cooling of the engine fluids than in the 812 Superfast.

The shape of the engine vents either side of the bonnet’s blade is designed to guarantee correct management of the flows even when the 812 Competizione A is being driven in the open configuration: the hot air flow lines are deviated away from the cockpit and are channelled along the flanks until they eventually merge with the car’s wake.

The fact that the car is faster into corners demanded an improvement in braking power. Brake cooling is fundamental to avoiding compromising on either downforce generation at the front of the car or on the weight of the brakes themselves. Compared to the 812 Superfast, the brake cooling concept was completely redesigned around the new front “Aero” calliper which debuted on the SF90 Stradale and which has an air intake integrated into its casting.

Ventilation of the callipers and the pads is achieved by channelling the cool air captured by the generous opening on the side of the bumper towards the integrated air intake which then distributes the air flow inside the component. Naturally, the solution is only as good as the route the flow follows to get to the calliper area at the rear of the wheel assembly: for this reason the front suspension was optimised around the hub and the layout of pipes and ancillaries in that area.

Thanks to these modifications, the temperature of the brake oil has seen a significant reduction: compared to the brakes on the 812 Superfast, operating temperatures have been reduced by around 30° C, thus guaranteeing consistent braking and equally consistent pedal feel even under prolonged track use. The removal of the 812 Superfast’s turning vanes and specific duct shaved a further 1.8 kg off the car’s weight, thus compensating for the additional weight of the “Aero” calliper.

Two carbon-fibre side air intakes for the brakes flank the main grille, which feeds cooling air to the engine and cockpit. These intakes are square in section and are split between brake cooling and a double air curtain duct. Thanks to the latter, the charged flow that strikes the side of the bumper is channelled and used to reduce the turbulence generated by the outer part of the tyre tread, thereby improving the front downforce generated by the outside edge of the bumpers.

Externally the front air intakes are hugged by the scooped side area of the bumper, which extends forwards along its lower edge, defining the shape of the splitter. Two apertures in the wheelarch, one at the top and one at the rear, reduce pressure and enable the underbody to work even more efficiently. The turbulence is channelled and evacuated by the vent rear of the bonnet’s blade, and by that on the wing.

Optimising thermal flows was a fundamental part of developing the 812 Competizione’s front underbody. In fact, the louvres on the bonnet and vents on the front wing meant the size of the vents in the front underbody designed to dissipate hot air coming off the radiators, could be reduced. This translated into a smaller area of the underbody being affected by apertures that would negatively impact downforce generation. The end result was a higher level of downforce at the front and a more energised flow striking the rear of the car.

The modifications made to the braking system also enabled the engineers to redesign the front underbody to extend it into the wheelarch well. The new layout, which freed up space around the lower front wishbone, made it possible to extend the surface area that could be used to generate downforce. It also allowed the insertion of a new S-shaped side vortex generator crafted specifically in the wind tunnel to improve the lateral expansion of the vortex generated and ensure it works in synergy with the front diffuser. The geometry of the latter was also optimised and can now generate even more downforce than the 812 Superfast as well as improving cooling of the calliper. Taken together these solutions hail a significant improvement in performance: optimising the air vents contributes to a 30 percent increase in overall front downforce while the new side vortex generator adds a further 40 percent.

Like on the 812 Superfast, the front diffuser is equipped with a passive mobile aero system which opens over 250 km/h. When the panel rotates it completely stalls the diffuser allowing the car to reach its maximum speed.

The 812 Competizione’s distinctive tail-end treatment incorporates a number of innovative engineering solutions regarding the exhaust layout, diffuser geometry, spoiler volume, patented rear screen and the bumper design. The rear diffuser extends right across the full width of the car to guarantee maximum horizontal expansion of the underbody’s aerodynamic flows and hails a distinct break with the solution seen on the 812 Superfast.

The silencers and tailpipes have been completely re-engineered: from a classic set up of two circular tailpipes each side of the bumper there is now a single exhaust pipe with an unprecedented vertical rectangular form. This had two positive impacts: it maximised the volume dedicated to the rear diffuser’s expansion and opened up the possibility of introducing a solution typical of F1 cars from the 2010s to a road car – dynamic interaction between the exhaust gases and the diffuser’s field. In this configuration, the hot flow of gas from the exhaust pipes interacts with the prominent curved exterior fences on the diffuser, generating extra vorticity at the trailing edge of the fences, which energises the “cold” flow from the diffuser thereby guaranteeing additional downforce.

Overall, the rear diffuser development produced an increase in downforce that equates to 25 percent of the total increase compared to the 812 Superfast. This jumps to 35 percent if the contribution of the exhausts blowing into the wake is also taken into account. The rear underbody, on the other hand, is responsible for a 10 percent increase in rear downforce.

The aerodynamic development of the diffuser forms allowed the areas of the car dedicated to downforce generation to be extended transversely. The spoiler is now not only higher than on the 812 Superfast, but extends across almost the entire width of the car, working in perfect aerodynamic synergy with the diffuser to guarantee maximum downforce possible over the rear axle. The redesign of the rear wings also benefits aerodynamic performance: the volume has been scooped out rear of the crest to create an aerodynamic channel in the flank to the outside edge of the spoiler which is thus struck by a highly energised flow.

But what really captures the attention is the rear screen which, for the first time on a production car, is completely closed and thus allowed the engineers to explore some unprecedented aerodynamic solutions. It has been equipped with three pairs of profiled elements which protrude from its surface and act as vortex generators. From the LaFerrari onwards, vortex generators of this type have been used on production cars to maximise downforce generated by the flat underbody. However, this solution was applied to the rear screen on the 812 Competizione to distort the flow and thus redistribute the rear axle’s pressure field.

These vortex generators further enhance the work of the rear spoiler-diffuser system, creating areas of strong pressure gradients in the flow immediately above the rear screen and generating vortexes on the transverse plane. Thanks to this solution, part of the flow is deflected towards the sides of the spoiler which boosts downforce generation, benefiting the efficiency of the diffuser. The patented vortex generators alone guarantee 10 percent of the total increase in rear downforce compared to the 812 Superfast.

The three horizontal slots on the side of the rear bumper just behind the rear wheel are another visually striking novelty. In addition to recalling the F12tdf, they also hide a system of three aerodynamic flicks. Due to the low-pressure area created by the car’s wake, part of the flow downstream of the rear wheel naturally tends to be drawn towards the centre of the car. However, with this new solution, it enters the bumper through the three horizontal slots and is then deflected upwards by the internal flicks, contributing to rear downforce.

In the 812 Competizione A, to compensate for the impact of the removal of the vortex generators, a bridge element has been introduced between the flying buttresses. Thanks to meticulous optimisation, the flow is deflected effectively and efficiently towards the rear spoiler, essentially restoring the downforce to the same level as the 812 Competizione. The presence of the bridge allowed the increase in physiological drag for a Targa type car to be reduced: aerodynamically, the bridge behaves like a wing so the pressure on the upper surface creates a positive pressure field which increases the speed of the flow downstream of the rear screen and reduces drag.

Occupant comfort in the open configuration is ensured by the introduction of a flap integrated into the windscreen header rail which deflects the energised, incident flow upwards avoiding that it disturbs the interior. This extends the bubble that covers the entire length of the cockpit, thereby also avoiding irritating excess pressure in the area behind the occupants’ heads.

Two aerodynamic apertures have been created between the two buttresses to manage the flow entering over the side windows and to force it to follow a specific route, a fundamental factor in reducing both pressure inside the cabin and the instability of the flow itself. The result of this strategy is twofold because, aside from improving comfort, it also increases aerodynamic efficiency by making the flow stable even when the top is open.

The guidelines in the development of the 812 Competizione’s performance strategy were to boost overall performance levels, improve driving pleasure in lateral dynamics and a specific focus on the handling characteristics of a special version.

The 812 Competizione debuts many innovative components and contents, which have ensured it delivers on its vehicle dynamics performance targets. Specifically, these include the first use of independent four-wheel steering, the evolution of the Side Slip Control (SSC) system to version 7.0, and the development of the dedicated new Michelin Cup2R tyres.

The independent rear-wheel steering features a new electronic management system that enables the right and left actuators to be actioned individually rather than synchronised. This evolution yields a significant boost in performance in relation to the control of the position demanded of the individual actuators, and quicker response times.

This system emphasises the front axle’s response to steering wheel commands, maintaining the feeling of grip from the rear axle, which responds promptly to front inputs, and also manages the car’s lateral dynamics response more efficiently as a function of the actuation frequency of the steering wheel angle.

The new solution has resulted in the evolution of the SSC system which brings together all of the control systems developed in-house and uses a shared dynamic control language to integrate the actions of all of the systems to improve efficiency. The Side Slip Control 7.0 spans the electronic differential (E-Diff 3.0), traction control (F1-Trac), SCM-Frs magnetorheological suspension control, brake pressure control when driving on the limit (FDE) available in Race and CT-Off Manettino settings, and the Virtual Short Wheelbase 3.0 which integrates the electric front steering with the electronically controlled independent rear-wheel steering.

Particular attention was also paid to making the car as light as possible, which resulted in 38 kg being slashed off its overall weight compared to the 812 Superfast. The areas primarily involved were the powertrain, running gear and bodyshell. Carbon-fibre was used extensively on the exterior, especially on the front bumpers, rear bumpers, rear spoiler and air intakes.

The powertrain contributions to weight reduction came from the use of titanium con-rods coupled with a lighter crankshaft and a 12V lithium-ion battery. Great attention was also paid to the design of the cockpit with the extensive use of carbon-fibre trim, lightweight technical fabrics and a reduction in sound-proofing. There are also dedicated sporty, lightweight forged aluminium rims and titanium studs.

All-carbon-fibre rims are also being made available for the very first time on a Ferrari V12 and offer a total weight reduction of 3.7 kg compared to the lightweight forged 812 Superfast wheels. The inside of the channel and of the spokes is coated in a layer of white aerospace-derived paint that reflects and dissipates heat produced by the car’s extremely efficient braking system, guaranteeing consistent performance over time even under hard use on the track.


The 812 Competizione has a personality all of its own that sets it very clearly apart from the 812 Superfast in terms of its proportions and formal balance. The engineering modifications adopted allowed the Ferrari Styling Centre to give the car a whole new connotation, by choosing styling themes that further enhance its architectural design, sculptural forms and sporty vocation.

One of the 812 Competizione’s many striking features is its bonnet, which has a transverse groove in which the carbon-fibre blade sits. This proved an original way of disguising the air vents for the engine bay, whilst also increasing their surface area. From a design perspective, the choice of this transverse element rather than the louvres seen on some previous Ferrari sports cars, means that the bonnet looks cleaner and more sculptural. This theme also acts as a three-dimensional interpretation of the concept of livery, recalling the signature stripe across the bonnet that characterises certain historic racing Ferraris.

The modified front-end aerodynamics allowed the designers to endow the car with a more aggressive character befitting its limited-edition special status. The car’s nose shows off all of its imposing power with a very wide front grille flanked by the two distinctive and prominent side brake intakes. The carbon-fibre splitter underscores the car’s broad, squat stance, hinting at its impressive road-holding.

The most noticeable aspect of the 812 Competizione’s aesthetic is the replacement of the rear screen by an all-aluminium surface. The vortex generators on the upper surface that boost the car’s aerodynamic efficiency simultaneously create a backbone effect that underscores the car’s sculptural forms. Together with the carbon-fibre blade that traverses the bonnet, this motif changes the overall perception of the car’s volume: the car seems more compact than the 812 Superfast, accentuating its powerful, fastback look. Not having a rear screen also creates a textural continuity between roof and spoiler, providing owners with the opportunity to personalise the car even more with a whole new single continuous graphic livery that runs unbroken its entire length.

Even the rear spoiler now looks more imposing. It is higher but the specific design treatment used also makes the tail look very wide, almost horizontal, giving the rear greater stance. The extremities of this aerodynamic appendage intersect with the line of the rear wings, highlighting their muscular appearance and referencing iconic cars like the Ferrari 330 P3/P4. The bodywork rear of the crests is fluted and this accentuates the three-dimensionality and distinctiveness of the car’s flanks and their forms.

The taillight clusters lend the car a more aggressive and suggestive look. They fit seamlessly into a slit just below the spoiler and contribute to creating the horizontal feel to the rear. The rear bumper is particularly sculptural and characterised by a scoop at wheel height that incorporates two imposing air vents. Three aerodynamic slots have been created along the outer bumper surface rear of the wheels, creating an instantly recognisable styling feature that recalls the shape of the vortex generators on the rear screen.

In terms of its interior architecture, the 812 Competizione has remained faithful to the 812 Superfast, retaining the same general parameters and main dash and door panel interfaces, including the latter’s signature “diapason” motif. The door panel itself has been lightened overall both formally and in terms of actual weight to underscore the sportiness of the cockpit.

The door panel pocket juts out from the main structure almost as if it were a floating element. This creates a sense of lightness and formal and textural continuity with the rest of the cabin. Only a small appendage that connects to the door handle remains as an armrest, but creates a dynamic muscle on the panel.

Right in the central area of the cockpit is a link between Ferrari’s past and future, the iconic gear-gate theme here given a modern twist. This is the first time it has appeared on a V12 car and is very much mirrors the spirit of the 812 Competizione and the marque’s tradition.

812 Competizione A
The 812 Competizione A provided the Ferrari Styling Centre with the opportunity to use the modifications required for the rear of the car to create a truly unforgettable architecture. The flying buttress concept, which has long been a much-loved part of Ferrari tradition, harmonises effortlessly with the arrow theme of the front created by the blade and lends a sense of forward thrust to the car’s body, but also gives it a completely different connotation to the coupé.

The car’s centre of gravity appears lower, particularly when seen from the side, not only because of the roof and wraparound windscreen that flows into the side windows, but also because the flying buttresses at the rear are lower than in the 812 Competizione. With the Targa top stowed, the roll bars partly jut out above the rest of the bodywork but because they are carbon-fibre, they become secondary visual elements and so do not compromise the broader, more squat stance created by the flying buttresses. This amplifies the visual lowering of the side view.

In the closed configuration, the roll bars connect perfectly with the roof structure forming a seamless unit. The targa top is made from carbon-fibre to create a sense of aesthetic continuity with the roll-bars. In the open-top configuration, it is stowed in a compartment with the same design shape as the targa itself. Being able to stow the top at any time means the car can be enjoyed to the full, whatever the weather.

Ferrari’s unparalleled quality standards and increasing focus on client service underpin the extended seven-year maintenance programme offered with the 812 Competizione and the 812 Competizione A. Available across the entire range, it covers all regular maintenance for the first seven years of the car’s life. This scheduled maintenance programme is an exclusive service that allows clients the certainty that their car is being kept at peak performance and safety over the years. This very special service is also available to owners of pre-owned Ferraris.

Regular maintenance (at intervals of either 20,000 km or once a year with no mileage restrictions), original spares and meticulous checks by staff trained directly at the Ferrari Training Centre in Maranello using the most modern diagnostic tools are just some of the advantages of the Genuine Maintenance Programme. The service is available on all markets worldwide and from all Dealerships on the Official Dealership Network.

The Genuine Maintenance programme further extends the range of after-sales services offered by Ferrari to satisfy clients wishing to preserve the performance and excellence that are the signatures of all cars built in Maranello.



Type V12 – 65°
Overall displacement 6496 cc
Bore and stroke 94 mm x 78 mm
Max. power output** 610 kW (830 cv) at 9,250 rpm
Max. torque** 692 Nm at 7,000 rpm
Max. engine speed 9,500 rpm
Compression ratio 13.5:1


Length 4,696 mm
Width 1,971 mm
Height 1,276 mm
Wheelbase 2,720 mm
Front track 1,672 mm
Rear track 1,645 mm
Dry weight*** 1,487 kg
Dry weight/power 1.79 kg/cv
Weight distribution 49% front – 51% rear
Fuel tank capacity 92 l

Front                                                                      275/35 ZR20; 10” J x 20”
Rear                                                                        315/35 ZR20; 11.5” J x 20”

Front                                                                      398 mm x 223 x 38 mm
Rear                                                                        360 mm x 233 x 32 mm

7-speed F1 DCT

PCV 3.0 (Passo Corto Virtuale – Virtual Short Wheelbase) with 4-wheel independent steering; ESC; high-performance ABS/EBD; F1-Trac; E-Diff3; dual-coil SCM-E; SSC (Side Slip Control) 7.0

Max. speed                                                           > 340 km/h
0-100 km/h                                                           2.85 sec
0-200 km/h                                                           7.5 sec
Fiorano lap time                                                    1’ 20”

Under homologation

Hear The Glorious Noise of Ferrari Race Cars from The 2021 Corse Clienti at Monza

One of our favorite YouTubers, 19Bozzy92, has come out with yet another amazing compilation of race cars screaming around Monza. In this specific video, it was during the 2021 Ferrari Corse Clienti, which was held over two days at the end of March.

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The event hosted all the levels of Corse Clienti, of which there are three: GT clients, XX Program clients, and the rarest, the F1 clients. All of the cars in this video are privately owned, but most of them stay with Ferrari for care, storage, and servicing between client events.

Of course, the biggest field was made up of the XX program, with FXX, FXX-K, FXX-K Evo, and 599XX cars all screaming around the palace of speed that is Monza. Of these, the standouts were the insanely loud 599XX’s, and the unbelievably fast FXX-K Evo’s.

599XX being chased by an FXX into Variante Ascari
599XX being chased by an FXX into Variante Ascari 599XX being chased by an FXX into Variante Ascari

The rarest class at these events is the F1 clients. Ferrari will often offer one or two of their Formula 1 cars for sale after they have been out of the championship for a couple of years, with loyal clients getting the first choice. At this meeting, two F1 clients made it out, with one driving the 2008 season F2008 Kimi Raikkonen car, and the other driving the 2013 F138 Fernando Alonso car.

2013 F138 Fernando Alonso screaming through Lesmo 1
2013 F138 Fernando Alonso screaming through Lesmo 1 2013 F138 Fernando Alonso screaming through Lesmo 1

Of course, it wouldn’t be a Ferrari meeting without the GT cars. The Corsa Clienti at Monza this year featured multiple 488 GT3 and GTE cars, 458 GTE’s, and even an F430 Scuderia GT3.

A 458 GTE chases a 488 GT3 Evo through Variante Ascari
A 458 GTE chases a 488 GT3 Evo through Variante Ascari A 458 GTE chases a 488 GT3 Evo through Variante Ascari

However, words and pictures can only do so much. Watch the video, let your ears be bathed in the sounds of screaming V8’s, roaring V12’s, and the snarls of Formula 1 cars as they celebrate speed at Monza!

The Ferrari 365 GTS/4 Daytona Spider

I’ve always been a fan of the Eighties TV Series, Miami Vice, and while the black convertible from the early seasons was only a kit car, it was intended to look like the stunning Ferrari 365 GTS/4 Daytona Spider from the Seventies, in the end, when Miami Vice became too popular they had to swap out that car for a real Ferrari, and the Vice cop received an impounded Testarossa, that was black when the ‘criminal’ owned it, but it was repainted to white because the good guys don’t drive black cars.

1971 Ferrari 365 GTS/4 Daytona Spider by Scaglietti Robin Adams ©2021 Courtesy of RM Sotheby’s

But back to the Ferrari 365 GTS/4 Daytona Spider, in the Seventies, the Spider was a Scaglietti build, and initially, only 121 of these Daytona spiders were built, many Coupe would later be converted into a convertible, which could make a Coupe the rarer car eventually, but this 1971, yellow Spider we’re admiring here was the 36th built of the original 121 Ferrari 365 GTS/4 Daytona Spider by Scaglietti, and to make her even more interesting, chassis 14863 was the actual 1972 New York International Automobile Show car, and she’s coming up for auction later this month.

1971 Ferrari 365 GTS/4 Daytona Spider by Scaglietti Robin Adams ©2021 Courtesy of RM Sotheby’s

That’s right, at the RM Sotheby’s Amelia Island auction in Florida to be held on 22 May 2021, this yellow over black classic Ferrari will pass the block, with an estimate between $2,250,000 and $2,750,000, adding this Prancing Horse to your collection will not come cheap, to put this evaluation into perspective, there is a 1972 Ferrari 365 GTB/4 Daytona Berlinetta finished in the classic red over tan combination enlisted at the same auction, presented in her restored and carefully maintained condition, that’s only estimated between $500,000 and $600,000!

1971 Ferrari 365 GTS/4 Daytona Spider by Scaglietti Robin Adams ©2021 Courtesy of RM Sotheby’s

The Ferrari 365 GTB/4 was launched, and initially, there weren’t any plans to create anything else than a closed coupe GT, but Scaglietti and Pininfarina put their minds together to create an open-top design, the prototype was approved by Ferrari and the 1969 Frankfurt Auto Show the official Ferrari 365 GTS/4 Daytona Spider production model was unveiled.

1971 Ferrari 365 GTS/4 Daytona Spider by Scaglietti Robin Adams ©2021 Courtesy of RM Sotheby’s

In December 1971 this Giallo Fly (20-Y-191) over Pelle Nera (VM 8500) finished Spider left the factory in Maranello, this car was built for the US market, complete with instrumentation in miles and air conditioning, and in early 1972 it would be shown at the New York International Automobile Show, after which the car was sold to a long-time Ferrari client, Alfredo Ducato of Hillsborough, California. By 1990 the car was sold to to Herb Boyer of Burlingame, California who had it repainted in the original shade in 1997, at the same time the black leather interior was redone too.

1971 Ferrari 365 GTS/4 Daytona Spider by Scaglietti Robin Adams ©2021 Courtesy of RM Sotheby’s

This rare Ferrari would change hands several times more over the next years, on 26 January 2008, when Mr. Yassky owned the car, he showed her at the Cavallino Classic Concours d’Elegance in Palm Beach, Florida where she received the coveted Platinum Award, today, the car shows just 13,442 miles from new, and such a low, original mileage Ferrari Daytona Spider, that is also Classiche Certified, and a Platinum award-winning example, will not go cheap when the hammer comes down at the end of this month, but this might be the chance of a lifetime to acquire such an amazing car from Maranello.

1971 Ferrari 365 GTS/4 Daytona Spider by Scaglietti Robin Adams ©2021 Courtesy of RM Sotheby’s
1971 Ferrari 365 GTS/4 Daytona Spider by Scaglietti Robin Adams ©2021 Courtesy of RM Sotheby’s
1971 Ferrari 365 GTS/4 Daytona Spider by Scaglietti Robin Adams ©2021 Courtesy of RM Sotheby’s

Italian Coachbuilder to Release Its First Ever Mid-Engine Build

Italian coachbuilder, Carrozzeria Touring Superleggera, has been in the business since 1926 and they have big plans to celebrate their 95th anniversary. They plan to unveil a mid-engine coupe but details have been kept under wraps until the big reveal in June. 

According to MotorAuthority, the Milan-based company is said to be releasing a two-seater with a mid-engine – the first-ever mid-engine vehicle to come from the coachbuilder. The new car will likely be based on an Italian car. The design cues for the unreleased car will come from the Aero 3 and the Disco Volante – based on the Ferrari F12 and the Alfa Romeo 8C

Touring Superleggera
Touring Superleggera
Carrozzeria Touring Superleggera Aero 3

Touring says the car is in the final stages of production and has pegged a release of June 2021 – they have also said a more formal unveiling will be appropriated during the 2021 Monterey Car Week held at The Quail, A Motorsports Gathering in mid-August.

Touring Superleggera Disco Volante Exterior
Touring Superleggera Disco Volante Exterior
Carrozzeria Touring Superleggera Disco Volante

While Touring tends to stick to a dozen production cars the chances are high that the new masterpiece will be available in the US. Last year, Touring launched the Sciadipersia – based on the Maserati GranTurismo, to the US market. 

Ferrari 812 Superfast Versione Speciale

Ferrari’s Most Powerful and Highest-Revving V12 Engine. Ever.

In the face of the global pandemic, Ferrari is holding no punches as it continues to roll-out newer, wilder and faster models with aplomb. The latest of these to be (partially) revealed is the Ferrari 812 Superfast Versione Speciale. The “Limited Edition” and “Versione Speciale” monikers currently being associated with this hardcore 812 Superfast variant are said to be unofficial – a complete unveiling of the car will take place on May 5, 2021 via livestream, where all of the final details will be hashed out. For now, we’ll amicably refer to it as the Ferrari 812 Superfast VS.

Now, on to the stuff we already know for sure… and oh boy, is it juicy. The Ferrari 812 Superfast VS will continue to be equipped with a 6.5L naturally-aspirated V12 engine sending power to the rear wheels via a 7-speed dual clutch transmission. This version however, has been upgraded to produce 819 hp and revs all the way up to 9,500 rpm – up 30 hp and given an extra 500 rpm of vocal range over the standard model, thanks to some valve timing and exhaust flow wizardry. The math says that’s good for 125 hp per liter. And not a single turbo in sight.

Though torque figures are still a mystery, we’re still inclined to suggest that this should make the VS a better all-around performer; allowing it to surpass the standard car’s 0-60 mph time of 2.7 seconds and a top speed of 340 km/h, if only by a smidge. The 812 Superfast VS will continue to embrace Ferrari’s most impressive tech, with familiar features such as the Side Slip Control (SSC) traction and stability control system, and rear-axle steering coming standard. However, we wouldn’t be surprised if Ferrari engineers had decided to tweak the electronics to be better optimized with the revisions made elsewhere on the car. Aerodynamics and weight reduction will obviously play a huge role in this as well, so let’s dive into that next.

The visual differences between the 812 Superfast and the VS are immediately obvious, with the latter cutting a much more aggressive figure. 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 VS’s extreme-downforce mandate, which comes at the loss of some of the regular car’s utilitarian demeanor.

Other displays of the car’s aerodynamic effectiveness are less intrusive, but just as wild. 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.

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. It’s a given that the VS will weigh less than the standard Superfast’s 1,525 kg, but by how much, we will have to wait and see.

Similarly, there can be absolutely no doubt that the VS will command a “not insignificant” amount more than the regular car’s $340,000 base price. Likewise, the May 5 world premiere will provide more insight and specifics into what is shaping up to be an absolute riot of a car – we will be providing our coverage of the event as soon possible, so stay tuned!

Image Gallery

Lost and found Ferrari F50

Imagine you are finally able to get hold of a Ferrari F50 back in 2003 for only €260,000 ($310,000) … for about $447,000 in today’s money, an Italian and his brother managed to obtain this rare and beautiful Prancing Horse … unfortunately, their luck quickly backfired, and the car was stolen from a parking lot at their hotel only a month after purchase.

Reference photo from our Ferrari F50 Wallpapers post

A search was initiated, but it seems the car was quickly transported out of the country and was never to be found again … until 2019. This rare car with only 349 units ever built between 1995 and 1997 is currently valued at around $1,750,000 had been out of sight for 16 years until it was halted at the Canada-US border while she was being transported on a trailer.

Customs checking the car for export discovered the chassis number was illegible, so they investigated it further and found out about the theft in Italy back in 2003, so they seized the car and it was impounded … where this beauty would remain under lock and key until recently when the U.S. Attorney’s Office announced a civil action was filed for ownership of the car … two different parties claim it’s theirs.

Reference photo from our Ferrari F50 Wallpapers post

In the Buffalo News, an article was published that states not only the original owner in Italy from 2003, a Mr Paolo Provenzi, claims it is still his property, he has documentation stating his ownership and the fact the theft wasn’t covered by his insurance. On the other hand, we have Mohammed Alsaloussi, who bought the Ferrari F50 at auction in September 2019, who wasn’t aware he was buying a stolen car and had it transported from Canada to his house in Miami, Florida.

It seems the Ferrari F50 was located in Japan at one point, but how she ended up in Canada is unknown at this point in time, Provenzi asked a Miami attorney to block both parties from taking action against the government to obtain the car, at this time the car is still in the custody of the U.S. Attorney’s Office, waiting for a court decision on who is the rightful owner at the moment.

Personally, I think a car like a Ferrari F50 that’s been sitting in custody somewhere in a warehouse since December 2019 will need a serious overhaul to be driven safely on the road today, but I wouldn’t mind parking her on my driveway in the meantime …

Ferrari Announces Season 2 Of The Ferrari eSports Championship

Ferrari announced today the return of their Ferrari eSports Championship, a dedicated spec series that is raced online, for a second season. Registration opens today, March 16, 2021, with the first qualifying session in early April.

The series, open to European residents only due to flight and travel restrictions this year due to the global pandemic, is run on the well-known and well-loved Assetto Corsa simulator, produced by Kunos Simulazioni. After confirmation of registration, participants will be able to download two dedicated cars for the competition, with many hours of input from official Ferrari drivers, including Charles LeClerc.

2021 Ferrari eSports Championship Charles LeClerc
Charles LeClerc testing the cars for this years Ferrari eSports Championship

These two cars will be the Ferrari 488 Challenge Evo, returning from the 2020 season, and the new dedicated championship car, the Ferrari 488 GT3 Evo.

2021 Ferrari eSports Championship 488 Challenge Evo
Ferrari 488 Challenge Evo

Qualification rounds last from April until the end of July, with one day per month dedicated to “The Hotlap Challenge.” Using one of the four cars available, including the two provided by Ferrari as well as the in-game Ferrari 599XX Evo and the Ferrari FXX-K, registered participants have four chances, if they attend all the hotlap challenges, to place in the top 24 times for that car.

2021 Ferrari eSports Championship cars 599XX Evo
Ferrari 599XX Evo

Those qualifiers are then put into the 488 Challenge Evo for a series of four elimination races until the 96 qualifiers are reduced to 48 finalists by mid-August.

Those 48 finalists will then take part in the actual championship series in September, with once-weekly full duration races lasting from a sprint (1 hour) to endurance (3 hours) depending on the race venue.

The top 24 drivers by points after those four rounds will qualify for the grand final, which will occur in December. The grand final consists of three races, with three different cars (the two official 488’s and the 599XX), and the driver with the most points at the end of all three is crowned the champion.

2021 Ferrari eSports Championship cars FXX-K Evo
Ferrari FXX-K

Running alongside the drivers’ qualification rounds from April to July is a new entry for 2021, namely the livery design championship. This allows creative people from across the globe to download a template, apply their own special touch to it artistically, and then submit it for review by official Ferrari representatives who will choose the 48 best liveries, and assign them to drivers for the official competition rounds.

So what’s in it for the participants, we hear you asking?

The champion driver will be invited down to Maranello, to the Ferrari factory, to join both the Ferrari Driver’s Academy and Ferrari eSports Team, and represent Ferrari at multiple online racing events. These events can include participation in the Virtual Formula 1 eSports Championship, World Virtual Endurance Championship, and other official racing series. As part of their prize, they also get to drive an actual Ferrari 488 Challenge Evo around Fiorano, to understand how the actual car handles compared to the virtual car, and carry that knowledge back into the games.

All in all, not a bad thing to race online for!

Gianni Agnelli and Ferrari

“Gianni Agnelli and Ferrari. The Elegance of the Legend” is an homage by the Maranello marque to one of its greatest touchstones, first and foremost as a loyal client and later as close confidant and partner, on the 100th anniversary of the latter’s birth tomorrow. The official online opening of the exhibition takes place on March 12 on the Ferrari Museums’ social media channels and website. As we wait for new government regulations to allow us to reopen the MEF’s exhibition halls to the public, we will be organizing two free virtual live tours of around 30 minutes each day until April 1.

A Prancing Horse enthusiast from a young age, Gianni Agnelli was consistently courteous and respectful in his proposals for highly customized special versions of certain models. For his part, Enzo Ferrari was aware that the influence, aesthetic tastes, and personality of a client who was both very close to the factory and familiar with working on exclusive projects, might lead to successful and farsighted choices. The duo’s close relationship produced a collection of peerlessly beautiful and seductive cars, which Gianni Agnelli drove with rigorous understatement.

One such car is the essentially elegant Ferrari 166 MM. Agnelli was so captivated by it at the 1948 Turin Motor Show that he coined a whole new term to describe its sleek lines. The word “Barchetta” (little boat) has ever since been used in the sector to describe open-top racing cars. Finely customized in green and blue and with a bespoke cabin, the 166 MM was Ferrari’s first one-off for the Avvocato (the Lawyer) as Agnelli was affectionately known.

The next car to be tailored to the personality of this very special client was the 1952 Ferrari 212 Inter, which was given sophisticated detailing and styling cues that set a whole new trend. Two-tone “family” 456 blue was paired with a magnolia white roof, while two imposing headlights were designed to make high-speed driving a pleasure at night as well as during the day.

The exhibition continues with the stupendous and timeless 375 America, a coupé built by Ferrari in 1955 thanks to its symbiotic creative relationship with Battista “Pinin” Farina. The Avvocato was instantly smitten and customized his car with uniquely sophisticated interior trim that included a beautifully-made clock at the center of the tunnel.

The now well-established relationship between Agnelli and Enzo Ferrari produced yet another masterpiece in 1959 in the form of the Ferrari 400 Superamerica. Bodied and fitted out by Pininfarina, this one-off on show at the MEF opened a whole new chapter in Ferrari grand touring styling.

Also exhibited at the MEF is the 1966 365 P Speciale, the lines of which had been sculpted by the racing world. Pininfarina brilliantly interpreted the car in two three-seater prototypes with a central driver seat. The version commissioned by Gianni Agnelli sports a uniquely elegant silver livery with a slender strip of black molding running along the beltline.

In 1984, Ferrari unveiled the legendary Testarossa, a car for which no open-top version was planned. However, two years later, the Avvocato commissioned a spider version of the famous model from Pininfarina with some highly sophisticated details, such as a newly designed engine lid and his signature livery colors: magnolia white for the soft top, Nürburgring grey bodywork, and navy for the cabin.

Another ground-breaking icon that proved a must-have addition to Gianni Agnelli’s collection was the Ferrari F40. The Avvocato ordered a special version in 1989 with unusual black fabric seat upholstery and a Valeo electronic clutch.

In 2000, Agnelli once again commissioned Pininfarina to create an extreme one-off Barchetta, this time using the 360 Spider as the stylistic starting point. Clothed in a silver-grey livery paired with elegant blues, this particular car was a wedding gift for Luca di Montezemolo, who was then Ferrari Chairman.

The exhibition concludes with the 2003 Formula 1 car, the culmination of an extraordinary technological and racing journey. It was unveiled by the Scuderia on 7 February 2003 and dedicated to Gianni Agnelli, who had passed away on 24 January. This was a genuinely heartfelt gesture from the whole Ferrari community in memory of an unforgettable partner, client, and a refined, discreet, and pivotal companion on its long journey.

Ferrari Chairman John Elkann declared: “The exhibition we are opening tomorrow tells of an extraordinary encounter. It combines, on the one hand, the excitement that the most beautiful cars in the world evoke in people who love driving, and on the other, the enormous respect and real passion that my grandfather had for Maranello cars. A passion that led him to make every Ferrari he owned special and which we are happy to share with all the enthusiasts”.

Deputy Chairman Piero Ferrari remembered the mutual respect and esteem the two great entrepreneurs shared: “My father was impressed by the Avvocato’s power, acumen and ability in business. They understood each other intuitively and that relationship consolidated over the years, culminating in the agreement in 1969 that created one of the strongest partnerships in the automotive world. I was with my father on that historic day when I had the pleasure of meeting Agnelli. From then on, with FIAT by his side, we felt that our company had a guarantee of continuity and development”.

Daytona Shooting Brake Hommage

There was a time when coachbuilding was common on cars, albeit reserved for the rich and famous, it wasn’t uncommon to buy a Rolls Royce chassis complete with engine and drivetrain, and have someone else design and build a body for it, today this is still possible, but it seems to be much less widespread, and companies like Rolls Royce, Bentley, Mercedes, Ferrari, McLaren, Porsche, or Lamborghini all have in-house departments now to cater very special requests from their customers.

But the traditional coachbuilding is still possible, companies that take a ‘base’ car from an expensive make and redesign the body, and we’re not talking about the likes of for instance Mansory that replaces a body with their own carbon fiber version, complete with an aggressive aero design … when we look at Niels van Roij Design from London in the UK, he has returned to the classic meaning of coachbuilding, I’m sure you’ve read my earlier article on the 1962 Ferrari 250 GT ‘Breadvan Hommage’ he created at the request of a customer, taking a Ferrari 550 Maranello and turning her into a modern version of the Breadvan.

Breadvan Hommage – photo copyright Niels van Roij Design

And that wasn’t even Niels van Roij’s first car in this ‘estate’ style, previously he also created the Silver Spectre Shooting Brake, limited to only 7 units worldwide, Niels takes the two-door Rolls Royce Wraith and converts that one into a Shooting Brake inspired by those cars from the 1930s, the longer roof is created in one-piece from light-weight carbon fiber and naturally the headliner features the sparkling star ceiling.

The Silver Spectre Shooting Brake by Niels van Roij Design

Niels van Roij Design even made a one-off Tesla Model S Shooting Brake for a Dutch customer, painted in a stunning green metallic shade that even used gold particles to create a very special shade, but you can also request them to create a two-door version of cars that don’t come from the factory in this configuration … like the Range Rover, at Niels van Roij you can opt for their Adventum Coupe, based on the large four-door Range Rover, van Roij turns her into a coupe, inspired by the actual two-door Range Rover that was available in the Seventies, there will only be 100 units of the Adventum Coupe made.

1975 Ferrari 365 GTB/4 Daytona Shooting Brake – Photo Credit: Gooding & Company

Niels van Roij confirmed on his Social Media channel they are now working on a second, bespoke Ferrari based conversion, taking inspiration from the unique 1975 Ferrari 365 GTB/4 Shooting Brake and creating a similar car today, starting from a modern Ferrari 599 GTB, Niels and his team of craftsmen will completely modify the 599 GTB into an homage for the Daytona based Shooting Brake.

1975 Ferrari 365 GTB/4 Daytona Shooting Brake – Photo Credit: Gooding & Company

They intend to design new headlights to fit a different bumper and front bonnet design that reminds us of the car from the Seventies, but the most prominent change will be visible at the rear naturally, where a completely different roofline will be featured, but also new fenders and bespoke taillights … in the end, there will be not much left of the original Ferrari 599 GTB bodywork.

At this time we only have a few design sketches available for this new Daytona Shooting Brake Hommage from Niels van Roij Design, but they do show a very interesting, contemporary interpretation of the original car, most likely the hommage will also be finished in black, and just like the classic car, come with butterfly rear windows to access the space behind the seats.

This modern recreation of the Daytona Shooting Brake will take some time to develop and subsequently build, Niels van Roij Design will feature the process from design over construction to finalizing of this new hommage build on his social media accounts, I can’t wait to see what they will do for the interior, and if this new version will have a similar layout on the central console as the original.

Niels van Roji Daytona Shooting Brake is a one-off inspired by a one-off

Having just completed its Ferrari Breadvan Homage, Niels van Roji Design is preparing yet another custom shooting brake inspired by a classic Ferrari. This new one-off will be a tribute to another custom coachbuilt car, a Ferrari 365 GTB/4 Shooting Brake built in the 1970s.

That original car, shown in the video below, was created by British coachbuilder Panther Westwinds, and was an extensive redesign of the Daytona coupe. Not only did it get a wagon tail, but it had wild gull-wing glass openings to access luggage, a fully revamped interior, and a tweaked nose with some unusual hideaway headlights.

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The Niels van Roji car, based on the renderings, appears to take all the key design cues and apply them to a more modern Ferrari, as was the case with the Breadvan. While they don’t explicitly say it, the renderings, V12 engine and production dates starting in 2006 seem to indicate the base car will be a Ferrari 599 GTB Fiorano. The front will be redesigned to feature low, wide headlights connected by a bright stripe to emulate the old Daytona’s signature look. A large rear hatch will be added with big windows including a distinctive glass rear fascia for rear visibility and to house the custom taillights. Those large rear windows will also open up like they did on the original.

We’re excited to see how this car develops, as the renderings look promising, and the company’s past shooting brakes have always been impressive. No reveal date has been set, but Niels van Roji Design will share updates on its Twitter, Instagram and Facebook accounts.

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