LaFerrari Review Thread

towers? hardly. and on a track no magazine would conduct a proper test. when the numbers for the 'finished' 918's come in, P1 being 'faster' will be hard pushed and that being only after 100mph, much less 'a lot faster. and that's the point I'm making about 'sense' and 'feels' this or that. power curve sensations don't tell the whole story.

 

It is faster but doesn't exactly tower it. You also have to understand that 918 has very advanced torque vectoring and being awd with **** load of torque it will undoubtedly be very very fast in and out of the corners. Plus there are bigger batteries that will definitely come in handy on long and difficult tracks like NR. I reckon thats the reason Porsche had no problems lending Top Gear 918 (not Weissach) even though McLaren tests their cars at Top Gear track.

I know being Brit in new a McLaren with fizzling sounds and turbo blow off while you are wasting tires on unnecessary drifting may be whole new thing, but until we put them on the track its all just gibberish and until then Porsche has upper hand with better time on the Ring.

 

What is this super high downforce and low track hight you speak of. The Ferrari doesnt lower its suspension for track use. And Ferrari hasn't revealed any numbers for tremendous downforce force, except a max at 124. Not a reference a max. Why not a maximum downforce number period. It's all speculation until Ferrari says so.

 

la furry probably makes 0 downforce at high speed. i bet it almost makes lift, or negative downforce, at over 150mph

 

Merc has advantage but I wouldn't say its big power advantage. Its more packaging advantage and inner works between ICE and batteries and the power these two deliver and when (very important).

They split the turbo and compressor, so there is less heat and less pipes in which air travels giving them ability to have better cooling and tighter packaging along with what seems to be great software work that is responsible in ICE-KERS power delivery they got winner.

Besides power from KERS is limited to 160 BHP for all three manufacturers, while ICE in todays day and age of technology is probably very similar in top performance.

 

Downforce increases quadratic (square) with increase in speed. So 360kg at 124mph would bring it north of 500kg at 160mph all things being the same (which they aren't generally).

 

It's over 7mph in a qtr mile that is a different zip code. Traction has more to do with et than mph. Picking up tenths of a second won't get you near 7 or more mph.

 

If your talking fixed angles it's squared, but they aren't fixed, its variable. You can produce the downforce, it's the suspension and tires that have to be able to take the loads. Cars that produce 600kg or more df don't have compliant suspensions period. That's why the P1 stiffens by 300% and drops down to such itself to the road.

 

Thats why I said "all things being same which they aren't generally". I have no doubt P1 produces more downforces then LaF, but its closer then people think, there are some clever things with active aero that Ferrari has done (also an active spoiler on the back).

Besides LaF is not their problem, their problem is fastest car on most famous track in the world.

 

They say Mercedes has up to 50 hp advantage. Because of the split turbo. Combined with the Aero advantage it's more than a second a lap in race trim.

 

What you mean to say is "I couldn't really care less".

 

Well it certainly has advantage is it pure mechanical HP advantage or ICE-KERS relation that is bringing similar power better on track thats the question. Actually, Merc sacrificed 15-20 HP because shorter exhaust manifold but its all just guess work at this stage.

Now we are completely OT

 

I think head to head on F1 tracks are the key. When you don't have to worry about weather or other cars etc. It should be same day with factory test drivers for each car. Having journalist test these cars proves nothing. They don't know the cars period and some may be more comfortable in a certain car. You need the driver who knows the car best and can get the best lap out of the cars.

 

Im pretty sure all 3 have some very clever active Aero going on, but suspension load will be the deciding factor. Who's can handle the most force.

 

Awesome cars all three. Kudos to all the manufacturers, but I'd take the Ferrari. 12 cylinder seals the deal, and I find it the most visually appealing but none of these cars are gorgeous IMHO.

 

I realize everyone here has a hard-on about the sound. I agree - it's the LaFerrari's best asset so far. However, won't that noise be a detriment when the owners want to take them to a race track and have to adhere to the restrictions many circuits now have in place? It's 92 dB maximum at Laguna Seca, for instance, and a lot of quieter cars struggle to adhere, or their drivers have to lift off in sections where it is monitored.

Have any of these LaFerrari reviews have offered a timeline for updating the customer cars that have already been delivered so they will be able to perform at maximum potential without their batteries overheating? Was any explanation given on what changes will need to be made to those cars? One person had suggested the monocoque might need to be altered for better cooling? Does each one have to return to the factory for this work? If that is the solution will this change require them to crash test the car once again? Kind of an interesting conundrum Ferrari don't typically face.

As a longtime fan of Ferrari it is rather disappointing for them to have gotten it wrong on such an important car. Especially one their Chairman said would define excellence in terms of technological innovation. At least the cars they let the Press drive seemed to be working optimally, so that's a good sign.

>8^)
ER

 

After some fresh content it's clear that it's much more than just the sound. The design is making much more sense and the interior is now also my favorite as well. I think it looks and sounds the best so when you factor in the lowest curb weight and highest HP along with that V12 howl, Ferrari drama and 9250rpm limit it becomes the most desirable for me.

 

I bet his friend Jamie Corstorphine couldn't wait to offer him a P1 again to hear his impressions on the differences between the two. Sutcliffe is too biased and would not be surprised if he too gets a job at McChickenRoyalen

 

Has their ever been any official comment from Ferrari or a dealer or confirmed owner etc etc about batteries overheating? Or is this just more internet rumour? Any Links ?

 

I think its proper name is BS.

 

The looks+sound were what I liked most, but after the reviews is the ease of use of all that power that I find most impressive. The system does everything for you, no need to push buttons and wait for it to "transform" , you just drive the thing and it delivers.

 

You must be right - if Ferrari don't put in a press release it must not be factual.

As always, I have great sources for ALL the information I share. In fact I waited nearly a month to bring it up - mainly hoping someone else would, but also trying to gather more facts before rocking the boat. My primary source was an executive at a US Ferrari dealer so this is hardly just 'internet rumor'. They were not my only source for this information either.

When I first mentioned the issues two more people here confirmed it as well based on info they had received. Believe what you like.

http://www.ferrarichat.com/forum/143052802-post8186.html

>8^)
ER

 

Yeah, maybe that's why it has so much body roll and doesn't develop the 600kg of downforce as some are claiming. And maybe that's why it drives like a faster 458 and doesn't have its own personality.

 

Exactly, and heard that they've altered their initial acceleration claims. To the worse of course.

 

yikes. spin it, spin it. negative and contrary much.