Ferrari LaFerrari, the first hybrid car produced by the Prancing Horse is amazing

When LaFerrari is presented on March 5, 2013 at the Geneva Motor Show, it is immediately clear that the new model launched by the Maranello-based company presents completely revolutionary innovations: from the highly sophisticated aerodynamics, to the chassis designed together with the engineers of the Scuderia Ferrari, and then switch to the sports-derived 963 hp hybrid engine.

The LaFerrari, of which only 499 models were produced, essentially presents itself with numerous solutions taken from the premier class of Motorsport adapted for road use, providing incredible feedback that leaves everyone speechless. The heir to the Enzo represents a sensational step forward, from all points of view, as well as the basis for Ferrari's future projects.

It is no coincidence, in fact, that LaFerrari wins numerous awards, testifying to the fact that the potential of the new Prancing Horse has fully convinced. There is also an open version, known as the LaFerrari Aperta, officially announced in July 2016; except for the retractable roof, the open model of the LaFerrari has the exact same characteristics as the covered version, and like the latter, it is a limited edition.

According to what was reported by Ferrari, all the models produced are sold even before their delivery, and one of these, during a charity auction, would have been sold for the sum of 8.3 million euros.

LaFerrari benefits from sophisticated aerodynamic solutions, coming directly from Formula 1. The Scuderia's technicians and engineers provide their help to the GT sector, in particular from the assistance of Rory Bryne, who holds the role of chief designer of the Cavallino's single-seaters from 1997 to 2003.

The solutions designed for the Ferrari guarantee a significant improvement in terms of performance: torsional stiffness increases by twenty seven percent, weight is reduced by twenty percent.

The chassis is built entirely in Maranello, with the same materials, structures and production processes adopted by the Scuderia. Just like in Formula 1, four aeronautical-derived pre-preg compounds are used, one per area, all to ensure specific functional requirements. The T800 fiber is used for the tub both in the form of fabric and to arrange it in layers in a strategic way, with the intent of dispersing energy on predetermined lines of force.

T1000 fiber is used in both fabric and unidirectional form in critical areas for passenger compartment protection, such as doors and sills. Its characteristics include excellent energy absorption, an aspect that makes it perfectly adequate and suitable for the restrictive regulations on side impacts. The M46J carbon fiber is used for the structural elements, characterized by extreme rigidity associated with a very low weight.

The underbody is also made of composite, with the presence of Kevlar, with very high resistance, to protect the carbon parts from collisions with any debris on the road.

Cooking in an autoclave follows the exact same process used for Formula 1, with two distinct phases at 130 and 150 degrees vacuum-packed to eliminate any lamination defects.

The construction and assembly of the body are also optimized to seek maximum weight containment, as is the case for example for the rear section, made up of a single piece combined with M46J and T800 fibers.

What makes LaFerrari so innovative is the integration of active aerodynamics with the other dynamic control systems on board, thereby guaranteeing impressive performance in all conditions. The integration with the car controls, and the dynamic parameters, ensure continuous adjustment able to refine the load generated and the balance, through front and rear devices; in doing so, LaFerrari manages to combine maximum downforce and minimum drag coefficient in any driving condition. The model can count on a front section able to increase the ability to penetrate the air.

The front wing is specially designed to increase load, eliminating the negative effects of pitch sensitivity caused by pronounced splitters. On the hood, a large central vent facilitates the escape of hot air from the radiator. The front spoiler diverts the external flow in front of the vent to improve its functionality, obtaining compressions on the front portion of the nose to generate additional load.

A center profile helps keep airflow close to the body, while the rear vent reduces drag.

The scallop placed behind the front wheels increases the extraction capacity of the wheelhole compartmentta, exploiting the useful flow always for aerodynamic reasons. The front part of the wheel arch then directs the air flow downwards, which is thus conveyed from the sides along the shape obtained from the door, up to the radiant masses.

The rear of the machine features a pair of power inlets on the fenders, maximizing engine pressure recovery, thus leading to a five horsepower boost. Finally, active aerodynamics plays a fundamental role, allowing a complete variation of the configuration of the car bottom.

With the extraction of the spoiler, in fact, the profiles on the rear diffuser rise, thus increasing their expansion and consequently the extraction capacity, while the profiles on the front diffusers rise, increasing their expansion, thus providing the load necessary to balance that rear.

The door on the front bottom, which in a condition of low resistance discharges excess air from the front radiator with benefits on the resistance, closes restoring the maximum functionality of the front bottom.

LaFerrari is the first Maranello car to feature hybrid technology, which combines an 800 hp V12 heat engine with a 120 kW (163 hp) electric motor, for a total power of over 960 hp, with a maximum speed of 9.250 rpm/minute; this is the most powerful naturally aspirated engine ever equipped on a road Ferrari, capable of providing extraordinary performance, entertaining the driver, all accompanied by the unmistakable sound of the Prancing Horse.

These unprecedented results are due to the work done on volumetric, mechanical and combustion efficiency. With the help of the HY-KERS system, the car, when presented, can boast levels of performance and efficiency never before guaranteed by another car produced by the Maranello company.

The application of the KERS system, tested by Formula 1 single-seaters and subsequently evolved for use on a road car, guarantees perfect integration between the V12 and the electric motor, seamlessly combining the advantages of the two engines. The high torque provided by the electric motor at low rpm allows to optimize the heat engine at high revs.

The result is a formidable and continuous push, with a torque of 900 Newton/meter. The main electric motor is coupled to the rear of the double clutch gearbox and there is also an auxiliary electric motor, designed to take the place of the traditional alternator, thus saving weight and containing volumes. The HY-KERS solution is designed to allow its evolution and application to other models in the range.

The main electric motor has been built with High Specific Power Density technology, which allows to drastically reduce the weight and volume values, in relation to the available torque, providing performance that is concretely comparable to those obtained by Formula 1 cars, with the same torque density and the same efficiency (ninetyfour percent), that is a power dissipation almost completely non-existent. Battery capacity is an essential factor in optimizing the weight-to-power ratio of the HY-KERS system, aiming to maximize performance while reducing fuel consumption.

The solution obtained consists of one hundred and twenty cells joined in eight modules, with a power equivalent to forty traditional batteries, without exceeding sixty kg in weight. The high-voltage batteries are assembled in the production areas of the Scuderia Ferrari. The batteries can be recharged in different ways: during braking (a bit like the modern ERS system equipped on current Formula 1 single-seaters), even with particularly intense ones in which ABS intervenes, a typical condition of the track, and every time that the heat engine produces excess torque, such as during a curve, the excess energy is not lost, but rather recovered.

The HY-KERS system is also equipped with a mind, the Hybrid Power Unit, which manages the power supplied by the V12 and the electric motor through two inverters and two DC-DC converters. By controlling the variable frequency electric motors, the torque is delivered quickly and precisely.

The technology mounted on the LaFerrari is not only surprising for its performance values, but also for its limited fuel consumption: the mounted V12 emits only 330 g/km of CO2, thus ensuring an exceptional balance between monstrous performance and reduced fuel consumption.

The system mounted on this prototype is not able to provide the necessary thrust to move the car using only the electrical part of its engine, but from this model the Cavallino begins to deepen the technologylaughs, presenting six years later the SF90 Stradale, the first Ferrari car capable of traveling kilometers without the aid of a thermal engine. A version with full electric gear of the LaFerrari is being developed, which is able to emit only 220 gr/km of CO2 on the combined cycle.

The driving position clearly derives from Formula 1, and is developed with the direct involvement of the Scuderia Ferrari drivers. The functional cabin, both dry and highly sporty at the same time, is a perfect combination of tradition and modernity.

The supremacy of the driver's seat does not respect the usual concepts of road cars, and on the contrary turns them upside down, adopting an approach usually reserved for racing cars: the seat remains fixed, but the column and pedals can be adjusted, allowing each driver to reach the desired configuration.

The steering wheel, as usual, has numerous integrated controls, thanks to which it is possible to modify and adjust numerous parameters of the car, as in Formula 1. The gear levers, always fixed to the steering column so as to be easily accessible in all driving conditions. guide, are elongated and made more voluminous.

The characteristic bridge that houses the other functions related to the Formula 1 gearbox here takes the form of a suspended wing. Finally, the satellites that control the functions of the panel and the info-telematic node are moved respectively to the door and to an island in the center of the dashboard, which also includes the ultra-compact climate control control.

For the first time, a Ferrari is equipped with a re-configurable digital panel, which allows the driver to choose between a setting with the traditional central rev counter, or an essential racing-type display for use on the track.

A real extension of the living cell, the door panels are shaped like a dried carbon shell on the overall dimensions, in order to offer the occupants the greatest possible freedom of movement.


Maximum total engine power 963 hp

Total torque max 900 Nm

Thermal engine power 800 hp 9000 rpm

Maximum revs 9250 rpm

Heat engine torque 700 Nm 6750 rpm

Electric motor power 120 Kw (163 hp)

Formula 1 dual clutch seven-speed gearbox

CO2 emissions 340 g/km


V12, 65°

Thermal engine

Maximum speed 350 km/h

From 0 to 100 km/h 3 seconds

From 0 to 200 km/h 7 seconds

From 0 to 300 km/h 15 seconds

Bore and stroke 94x75.2 mm

Total displacement 6262 cm³

Compression ratio 13.5:1

Specific power 128 hp/liter

Dimensions and weight

Length 4702 mm

Width 1992 mm

Height 1116 mm

Wheelbase 2650 mm

Weight distribution 41% front, 59% rear

Front suspension with overlapping triangles

Multilink rear suspension

Front Pirelli Pzero tires 265/30-19

Pirelli Pzero rear tires 345/30-20

Brembo carbon-ceramic front brakes 398 x 223 x 36 mm

Brembo carbon-ceramic rear brakes: 380 x 253 x 34 mm

Electronic controls

ESC (Stability Control)

Performance ABS / EBD (Performance Anti-lock Braking System / Electronic Brake Distribution)

EF1-Trac (Formula 1 traction control integrated into the hybrid system)

E-Diff 3 (Third generation electronically controlled differential)

SCM-E Frs (Magnetorheological suspension control with double solenoid system, Al-Ni tube

Simone Pietro Zazza