CHRIS HARRIS ON CARS - La Ferrari , the full test

The La

ferrari

carries with it perhaps the grea

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weight of expectation of any car you'll see. It's supposed to be the fas

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, most exciting machine, made by the best of the best, and yet it's hard to digest how much technology and performance Ferrari has. discarded for the Enzo's replacement the carbon tub is not only stronger and lighter but also narrower the base design allows for a smaller frontal area for better aerodynamics and the driver and passenger sit directly above the tub for better better connection there is no conventional seat the cabin is bare but expensive, everything is carbon, most of it is a recognizable Ferrari, the dashboard is completely electronic, the steering wheel for some reason is square, the 6.3 liter v12 engine generates 800 horsepower and is backed by a one hundred and sixty-three horsepower electric motor, all of which reaches the surface through the rear wheels and a dual-clutch transmission.

The dry weight is just over 1,300 kilograms the brakes are monstrous Brembo carbon hood they also offer energy recovery Ferrari claims a time of zero 286 in 15 seconds, which is faster than the McLaren p1 the price is one point six nine million dollars a day, yes, they were sold everyone and so I was sitting in a Ferrari. I'm smiling a little. Oh wow, look, you pull this lever and the pedal box comes back to meet you on the road. This is the name of the project before it was called Ferrari for me, it was an F-150 for two years.

I think this is a nicer name. I'm not saying anything very cozy, turnkey, so here we go, so Raffaelli has been quite insistent there and I'm against guns, why tell me that the car is not just a circuit car, it's not just about being the fastest on the track, is the usable wealth of the road car, the initial power transmission. Enzo eats your heart out, it just hits, it didn't drive, it's a the dual clutch gearbox smoothes this shift beauti

full

y, just down two gears, it doesn't jerk at all, the gear feels quite docile at low speed, but after Some bumps and potholes, I'm looking at a Fiat 500L in front of me and I balk. the need to throw up all over the dash I never know how to approach

cars

like this on the road, on the one hand you could argue that the car's performance is so extreme that it doesn't really matter how it performs on the road dash because there really isn't a public roads where you can explore it, you go on the Autobahn and you go straight and fast, but to really use the handling and the

full

potential of it, you just can't do it on public roads, on the other hand.

If you're one of the lucky 499 to own one of these, where are you actually going to use it? You have to use it on the street, right? So it has to be optimized for the road and usable, and I have to do it. Let's say after a few minutes of driving, you get in like you do in a FF f12, there's the shock button, you press it, the bumpy road appears, everything smoothes out, I mean, to me it feels like a four, five , eight, forward. on bumpy roads you don't get any massive crashes, obviously the carbon tub normally is some sort of resonant nightmare causing all sorts of NVH issues, but not on this, listen to us, you know we're cruising at 45 miles per hour. time, but the big jump from something like an Enzo in that generation, the latest generation of hyper

cars

is definitely the dual clutch transmission, leave it in Drive and just poke around, you won't lurch or have to control the revs, double edged sword.

Does that mean it's not an event? I mean, think about something like a Carrera GT, well it's really hard for cars to get off the line because of the clutch, it's got a manual gearbox so even at low speed you're busy and doing things in this. So busy really, I guess you have so little distraction that you can admire the beautiful electronic dashboard, the trim, the slightly stiff USB connector down there, which I'm sure is on page 392 of a demonic trim catalog, and the fact that the cabin Despite all this. It's an effort to reduce the front area and remove some of that glass to make it more efficient through the air.

There is a lot of space. No, I think it's mega. I really do. I really admire the fact that you can take advantage of all this performance and so on. a unique design summary and ending with something that on the road is very useful, so the first time you use it on the road, it will be aligned in a lively way. The word throttle response is simply different than anything else you've driven, so immediate coffee. It was very pointy, in fact, very pointy, break it, make some adjustments there when you want it too. Oh my gosh after looking at yourself this is a very bumpy road but it has some give thanks to the griffix mega axle it just turns my head initially.

I'm just saying this feels very, very fast for my way, so exciting, very exciting, plus a lot of noise and you can hold a higher gear if you want, there's so much chatter. I'm telling myself I need to go down second. a lot of hair pins, but I don't like you to stay in third place if I want, yeah, okay, I think that confirms that there is a lot I can tell you about this car on the road, there is a lot to take in, I probably need to go to a circuit that is good for a circuit and luckily Ferrari has its own test track called Fiorano now, if you'll excuse me, I wanted to go and drive that now in a way that is completely incompatible with tread maintenance. depth in a Pirelli PZero Corsa this address will say Fernando Alonso this project was called f-150 originally I quite like the name I think I prefer the la

ferrari

having spent a little time on the road and now I have done some laps in Fiorano just to understand the car, i think right now the only thing i really don't like about the laferrari is the name, laughs, arari, other than that, it has 800 horsepower, that thing, 800 horsepower, its internal parts are very similar to those of a very similar f12 capable crank piston door and then call on the electrics to give it 963 horsepower and quote over 663 pound-feet of torque from virtually zip.

Last night they showed us a lot of graphs in terms of conversation. response and delivery time compared to an F12, which is a car that feels like it has immediate torque and power delivery and made the F12 feel like it was quite turbocharged, this thing is light and they've done a lot to make it. a small package whose dry weight is only 1300, even wet, the fluid is fourteen hundred and fourteen and when you see that huge combined powertrain package, you can't believe they did it anyway. I know it's a little predictable driving it on the circuit, but this is so fast I can't really do anywhere else, cross the bridge now just for your benefit, give it the full fries, okay, so I'm in CT mode, that It means I have some garbage control. assistance, getta loaded, how good does that sound, the grain of the front axle is magnificent, it just turns, you have to drive it on the way out and then keep racking up the numbers, pull a paddle, it goes up enormously fast, all good, the performance is, for Of course, this.

It has regenerative braking, while the p1 does not reach 9000 rpm. I can't breathe, what's remarkable is the joy, it's got that kind of lovely four five eight setting, it'll go into this corner, first setting, the rear axle of the throttle just comes to Find me, it's not horrible messy control, brilliantly capable and also very fun, it's taking a jump there. I've never driven a car around here that really makes a jump there before Griff is lovely, it's so unbalanced front to back, 2p0 core it's completely unique. Well, I'm really surprised how little corruption there is from the fact that he's generating electricity in the brakes.

The pedal is very firm. Very little sneeze factor at the top is getting to the braking performance. Crush it and it will also allow you to brake and I like the integration of the systems. There's a lot going on and just the DRS button and a boost button, all of that will manage what I'm, right now there's 89,000. Alvers left me. Just slow down for a minute and tell him how different you feel from anything other than a p1. These two cars are now clearly in a class of two because of the way they extract performance at any point in the rev range we have.

I have power running from zip and the minute you come out of a corner it just goes so you talk, talk, talk and then the power takes over and I guess I have to make comparisons to the p1. It's undeniable, undeniable, that this normally sucked v12 when getting going at the top end is a little nicer than the p12 engine which doesn't make any noise and Revie Wow, it feels like a really ridiculously fast four five eight, I mean they are Its ride and handling characteristics are your characteristics, what it does when it breaks. distance are exactly the same for me or very similar to those of a 4.8.

I mean, how do you do that? Anyway, there are so many things. I mentioned what happens when you break up. I think we should probably try it a little now, no. For starters, you're intimidating and hide behind numbers, producing a chassis that could be anything but scary, but the reality is that you actually want to play. You can just put little angles like this or you can go for the big hooligan. slide city wok guys who can cover this are smart, very smart, that's 960 horsepower Oh Leila, well it took the last 9000 rpm and that's also kind of adequate Wow Wow Wow I want to do this for days Thank you