A review of the extraordinary Ferrari LaFerrari

You could hear it coming from behind as you walk on the sidewalk of Main Street. A deep mechanical humming with a 12 cylinder bark at low speeds. It wasn't visible yet, the Giallo Triplo Strato (pearlescent yellow) would soon stand out, despite being absurdly low to the ground. It sets off car alarms in the downtown area. And then it appears, all sorts of mechanical noises from the back, the long nose in front. And a stunning touch, blue carbon fiber instead of black. Giving the ultra-rare car an even more custom, specially tailored look.

This is the LaFerrari. A name you quickly don’t mind once you see the car in person. It’s forgotten when you hear it start up and rolling. Only 499 of these will be made by Ferrari. Seeing them roped off at Goodwood and passing by at a distance, I was non-committal about the car. Now, having time to view it at all angles up close, and then being a part of the V-12 experience, it’s now my favorite car, of all time. I don’t care if it costs 1.5 million dollars. Its a hypercar and I'm in love.

The V-12 produces 789hp by itself. A stunning number and one of the most powerful naturally aspirated engines in automotive production history. It has a throaty roar at low rpm and a deep scream in the upper rpm range. The sound is simply glorious and it trumps everything else that isn’t a mid-engine supercar. This is the only way to go, a large displacement mid-engine and it must be experienced at least once.

Asking the owner who has spent some time with the car observing the factory break-in, one of the most surprising elements is how quiet, smooth and comfortable the car is, including space in the cabin. Besides the passenger leg room being compromised, it is a very comfortable car with fixed seats from the factory as part of the carbon fiber occupant tub. The pedals are adjustable and the seatback angle is the only seat position adjustment measured by the factory. The back-up camera is a much liked and appreciated feature, although a front camera is needed with the long, low nose.

Other dynamics that stand out are the razor sharp throttle response. There is no lag, no hesitation, the acceleration rate occurs based on throttle position until you lose traction. And what accompanies all that is glorious, howling V-12 soundtrack. It is the acceleration and volume control that goes to eleven. The transmission shifts are perfectly adaptable to around town driving yet fast and sudden during monster full-throttle runs.

Steering and turn-in are extremely responsive and said to be similar to his Ferrari 458 Speciale. When taking an on ramp at a speed that seemed impossible for anything that seats four adults, let alone two, hard jerks on the wheel to the inside of the turn redirected the nose into an even tighter arc without lean, delay or slop. This car demands comparisons to open-wheel race cars.

P1 comparisons are also inevitable since he owns both, and the track could be the deal breaker for picking a favorite. However the LaFerrari is quieter at cruising speeds, has a more compliant ride, quicker throttle and steering response, more interior room, a more stylish interior and puts the power to the ground better. This is a case where 950hp is better harnessed having a big, heavy V-12 close to the drive wheels with ultra-wide 345 series special model Pirelli P Zero Corsa tires providing traction. Under similar conditions, the  traction control doesn’t seem as intrusive and we speculated that the rear brakes are not activated as quickly or programmed to be less intrusive. There is less “scrabbling” for traction from the tires. Another interesting point, is the electronic differential may also play a role versus the open differential in the P1. Perhaps the recent Motor Trend test of the same car I reviewed suggests this as well. While the McLaren has the swoopy, outrageous styling, it appears shorter by more than the 5”. However the sound of the V-12 trumps all. It is that compelling, that memorable.

The only potential improvement in this masterpiece is lighter weight. The chosen color combination of the metallic yellow, blue carbon fiber, blue brake calipers and black wheels is masterful. I’m uncertain a traditional red colored model could be better configured from a visual standpoint.
There is a hybrid function, very limited by itself for approximately 6 miles but an extra 161 horsepower never hurt anyone except in weight gain. There is an engine stop-start function that should never have been offered. On second thought, hearing the V-12 start often could be a plus.

The center of gravity is 1.4 inches lower than its predecessor, the Enzo. At speed it produces an amazing 800lbs of downforce. Acceleration is brutal. At full throttle the sound is filling your ears while pinning your head against the headrest. First and second gears occur so quickly, that in 3rd gear you’re over 90mph and that sinking feeling in your stomach is building in intensity and
not falling off as speeds approach the triple digits.

Ferrari has made a glorious machine with extraordinary capabilities, a driving experience that is comparable to a race car but on pump gas, with a warranty and pedigree of a successful motorsports company. The question now is what would be different besides less weight if the electric portion of the powertrain is removed?

Photos here:  https://www.facebook.com/media/set/?set=a.638460112925370.1073741853.378354382269279&type=1&l=471632dee9