Had the call for an Aparta, dealer said their allocation for the A is only 9 units in total. Said a lean is required, as well as 50K down. My dealer is going to see the car in a few days, says from what he hears from the factory, its a BEAST!!! and just a blast to drive. Sounds super engaging!
Have you driven a LaF, 918, P1? You might be surprised. Of course batteries are expensive and need replacement, but that has nothing to do with the enjoyment one gets from a car There isn’t much driver feel coming from a car being limited production, other than the psychological effect of owning something special. A regular 296 is also an incredible drivers car. I hate batteries in cars, but fair is fair
Hey, the Year 2010 just called for you and said thanks for just reading its list of concerns. Your statements are generalizations built on falsehoods. They are similar to "The Sun will run out of hydrogen after some years and will have to be replaced. Unless it first produces massive, super solar flare activity that ends humanity." I am guessing you are not remotely up to date with powertrain battery systems in EVs. Battery systems in full EVs show the ability to last 500K miles. Already demonstrated in reality: only 15% range loss after 200K miles, and these systems come with 8-year warranties. And those are for driving 350 miles as electric powertrains. Per 100,000 vehicles, EV cars have an average of 25 fires. Gas (ICE) has roughly 1,530; so EV has 1/60th the amount of fires as ICE. The 296 and SF90 use very small battery systems. They have a range of 15 miles, 1/25th the size of existing EVs. How many of them will be driven for more than 50K miles? Plus the batteries being used now are consumer product level cost with high reliability. At 10K miles, its 2% range loss. At 20K; 4%. Lets be aggressive and say its 5%; that means the battery 14+ miles range at 10K-20K miles Also, you do realize that Formula 1 has been using a hybrid system for quite some time? And will move to an even tighter 50% gas/50% electric powertrain. You get a better linear fill of the power curve in torque and hp using both.
Stop with the commonsense, the new trend is to constantly fake rage and complain, the more unaffected you are by the subject the louder you have to be, also you have to be pissed of on behalf of others, it's fashionable. I love the internet but one of its biggest downsides is the fact that it gave voice to basement dwellers, they used to only be heard by their mums when they were screaming for sandwiches now we all have to hear them.
Thanks for posting. Was about to do the same. All i can say is Holy $h!t. Thats froma v6? Sounds epic and thats not even all the revs.
On principle I’d never let anyone else lien something I bought. Especially someone who will profit from the front end of the transaction.
can you explain please? I’m not following what the ferrari lien we are referring to. If customer buys out the car why would Ferrari or dealer have lien on it. The title will show the car in the customer’s name. If it was financed through FFS then yes FFS will have a lien. i am not following this concept of a lien. I am aware of ROFR but this is new to me that i dont fully appreciate. Thank you.
If the lien is a hard "no" will folks just walk away from the car? I don't know if there's any leverage left once a car has been offered.
Driven in all 3, no desire to drive someone else's car. Enjoyment comes from expectations - have a lot of different cars, the ones with history are always the most exciting. 99% of this is about psychological - we are ll nuts to 99.9999% of the world The hate for batteries, also had that until I saw the advantages. realized I would be missing out on all the fun. Fast forward 296 SF90 and bought a heavily modified multi year RSR and Dino - mention this because every car has a personality / look the owner wants to enjoy. Car guys - don't go around hating on another guys car - in the VS thread "hate for battery" with not one driving video - is sort of odd. XX incoming - guarantee you would take one.
ok, now my biggest question..... what stripe options are going to be available ... I wonder if they would allow for the Pista stripe with silver in the middle and black on the outsides and congrats to all those that are the chosen ones.... I am still waiting for the call ......
This happened to me on 599GTO - Dealer received an extra allocation - factory car with 200 miles. Flew to dealer they presented the lien, said how are you placing a lien on a car you have been paid on. I left - that Monday they called and said we will not apply the lien, responded with find another buyer. Dealers who do this - trouble going in is double trouble going out.
Engine Differences Between Ferrari F80 and Ferrari 296 Speciale Ferrari F80 vs. Ferrari 296 Speciale: Engine Comparison Engine Design & Configuration Both the Ferrari F80 and the 296 Speciale employ mid-mounted, 120° twin-turbocharged V6 engines, but their implementations differ significantly: Ferrari F80: Its engine is a 3.0-liter (2992 cc) 120° V6 derived from Ferrari’s Le Mans–winning 499P prototype. It has been completely overhauled from the 296 GTB’s V6, using all-new components from racing applicationsautocar.co.ukcarexpert.com.au. The F80’s V6 can rev to a stratospheric 9,200 rpm (with peak power at 8,750 rpm)autocar.co.ukatlanta.ferraridealers.com. Uniquely, the F80 introduces electrically assisted turbochargers: each turbo has a 48 V motor (an F1-style MGU-H) mounted between its turbine and compressor, which spins the turbo to eliminate lagautocar.co.ukcarexpert.com.au. This e-turbo setup allowed Ferrari to use larger turbines for more top-end power without sacrificing responsecarexpert.com.au. In effect, the F80’s combustion engine itself is hybridized – featuring both an MGU-H for the turbos and an MGU-K for kinetic energy recovery (as detailed below). Ferrari 296 Speciale: The Speciale shares the same fundamental 120° V6 architecture and 2992 cc displacement (hence “296”) as the standard 296 GTBen.wikipedia.org. It remains a twin-turbo 3.0‑liter V6 with dry-sump lubrication and equal-length headers for a high-pitched exhaust noteferrari.com. However, it is tuned for higher output and durability: Ferrari raised boost pressure ~7% and optimized combustion using an F1-derived knock control system, extracting maximum performance “right at the knock limit”motortrend.com. Unlike the F80, the 296 Speciale’s turbos are conventional (no electric assistance); instead, Ferrari improved them with better thermal insulation and slightly increased boost. The redline remains about 8,000 rpm (peak power at 8,000 rpm)motortrend.com, similar to the base 296 GTB. In summary, both engines share a novel wide-vee (120°) V6 layout for a low center of gravity, but the F80’s is augmented with F1-grade electrified turbos, whereas the 296 Speciale’s is an evolution of the base V6 with refined conventional turbocharging. Hybrid System & Electric Motors The two Ferraris take very different approaches to hybridization and drivetrain layout: Ferrari F80: The F80 is a high-performance hybrid but not a plug-in. Its powertrain combines the 3.0L V6 with three electric motors, enabling eAWD. Two motors drive the front axle (one per front wheel for torque vectoring) and a third motor is attached to the V6 as an MGU-K (motor-generator unit, kinetic)autocar.co.ukinsideevs.com. The front motors produce ~140 hp each, and the rear MGU-K can assist the engine with ~80 hpinsideevs.com. This yields an electric front axle and hybridized rear axle (engine + MGU-K), effectively an all-wheel-drive setupinsideevs.comautocar.co.uk. The F80’s hybrid system runs on an 800-volt architecture for high power deliverycarexpert.com.au, with a compact 2.3 kWh battery (mounted low in the chassis) serving as a buffer for energy recovery and boostinsideevs.com. Notably, the F80 is not a plug-in hybrid – there is no external charging and no true long-range EV modeautocar.co.uk. The battery is recharged on the fly by the engine and regenerative braking, similar to an F1 car. In Hybrid mode it can coast briefly with the engine off, but unlike the 296 it cannot drive extended miles on electric power aloneautocar.co.uk. Overall, the F80’s system is a tri-motor hybrid with F1-derived MGU-K and MGU-H units, emphasizing immediate power delivery and traction rather than electric range. Ferrari 296 Speciale: The 296 Speciale retains the plug-in hybrid layout of the 296 GTBmotortrend.com. It uses a single MGU-K electric motor sandwiched between the V6 and the 8-speed dual-clutch transmissionferrari.com. This motor drives the rear wheels in parallel with the engine (no front motors) – so the 296 Speciale remains rear-wheel drive only. A dedicated clutch can decouple the engine, allowing the motor to propel the car by itselfferrari.com. Power comes from a 7.45 kWh lithium-ion battery under the floor, giving about 25 km of pure-electric range in eDrive modeferrari.com. The system runs on a high-voltage supply (several hundred volts; Ferrari doesn’t quote an exact figure publicly) and can be plugged in to recharge. In total, the Speciale’s hybrid system contributes an extra ~180 cv (177 hp) from the single e-motorferrari.commotortrend.com. The hybrid integration focuses on performance and usability – the Speciale can cruise silently on battery power when needed, unlike the F80. However, with only one motor and RWD, it lacks the torque-vectoring front axle and F1-style MGU-H of the F80. In essence, the 296 Speciale’s hybrid system is a PHEV (plug-in) with a single rear motor, optimized for bursts of power and modest electric driving, whereas the F80’s is a more complex non-PHEV with three motors geared entirely toward performance and all-wheel traction.
Battery and Power Management: The F80’s battery (2.28 kWh) is much smaller than the 296’s (7.45 kWh) and exists purely for performance boostinginsideevs.comferrari.com. It operates at up to 860 V and can discharge or recuperate at a high 242 kW rateinsideevs.com – reflecting its role in rapid energy deployment (e.g. qualifying laps). By contrast, the 296 Speciale’s larger battery (approx. 350–400 V class) prioritizes a balance between performance and some EV range, with a lower continuous power output. The F80 features three system voltage domains (12 V, 48 V, and 800 V) to run everything from accessories and active suspension (48 V) to the hybrid drive unitsinsideevs.cominsideevs.com. The 296 Speciale sticks to the more conventional 12 V and high-voltage system of the 296 GTB (with no separate 48 V subsystem, since it doesn’t have e-turbos or active front axle motors). Power Output and Performance Thanks to its more extreme engine and additional motors, the F80 handily eclipses the 296 Speciale in total output. Below are the key power and torque figures for each: Ferrari F80: The 3.0L V6 alone produces 900 cv (about 888 hp) at 8750 rpmatlanta.ferraridealers.com – a staggering 300 hp per liter specific output, setting a record for Ferrari road enginesferrari.com. Combined with the three e-motors, the F80’s total system output is 1200 cv (≈1184 hp)ferrari.com. This makes it the most powerful road-going Ferrari everferrari.com. Peak torque from the V6 is around 850 Nm (627 lb·ft) at 5500 rpmatlanta.ferraridealers.com, and with hybrid assistance the F80 delivers an astronomical torque figure (Ferrari quotes ~805 lb·ft combined)topgear.com. All that power reaches the ground via all-wheel drive, catapulting the F80 from 0–100 km/h in ~2.15 sen.wikipedia.org. Notably, Ferrari achieved the engine’s 900 cv output without increasing weight – despite the extra turbo hardware, the V6 weighs no more than the 296 GTB’s engineautocar.co.uk (a testament to extensive use of light materials, discussed below). Ferrari 296 Speciale: The Speciale’s upgraded V6 produces 700 cv (690 hp) at 8000 rpmferrari.comen.wikipedia.org, about 37 cv more than the standard 296 GTB’s engine. This represents roughly 233 hp per liter, an exceptionally high figure for a road-legal car (though still more conservative than the F80’s tune). Peak engine torque is 557 lb·ft (≈755 Nm) at 6000 rpmmotortrend.com, an increase of 15 lb·ft over the base model. The single electric motor contributes up to 180 cv (177 hp) and 315 Nm of torque (232 lb·ft)motortrend.commotortrend.com. In Qualify mode (max power setting), the hybrid system yields a combined output of 880 cv (868 hp)ferrari.comen.wikipedia.org. This is about 50 cv higher than the standard 296 GTB, making the Speciale the most powerful rear-wheel-drive Ferrari everferrari.com. Because the V6 and e-motor don’t always hit peak output at the same instant, Ferrari quotes the Speciale’s combined peak torque around 740–746 Nm (in line with the base model’s 546 lb·ft combined) – lower than the F80’s massive twist, but still prodigious for a RWD car. In straight-line performance the 296 Speciale is slightly less extreme: 0–100 km/h is ~2.8–2.9 s (just a tick quicker than the GTB) and top speed exceeds 330 km/hen.wikipedia.org. In summary, the F80 holds a clear edge in raw output, while the 296 Speciale, though down on total power, still sets records in the RWD category and gains agility from its lighter, simpler drivetrain. Materials & Construction To achieve these power levels reliably, both engines incorporate advanced materials and weight-saving construction – with the 296 Speciale borrowing several innovations directly from the F80 and Ferrari’s racing programs: Ferrari F80: Ferrari hasn’t publicly detailed all of the F80’s internal engine materials, but it’s clear that exotic alloys are used extensively. The F80’s V6 benefits from Ferrari’s Le Mans racing experience – for example, it likely uses titanium connecting rods (as the 296 Speciale uses the “same connecting rods as the F80”ferrari.com) and reinforced pistons to handle very high cylinder pressures. Despite the addition of e-turbo hardware and hybrid components, engineers kept the engine weight on par with the 296’s V6autocar.co.uk, implying aggressive lightening: expect a nitrided lightweight crankshaft, thin-wall castings, and possibly magnesium or carbon-fiber ancillary pieces. The F80’s hybrid motors were developed in-house with F1 technology – for instance, the stators and rotors use carbon fiber reinforcement and Halbach magnet arraysferrari.cominsideevs.com to save weight. Each front motor weighs only ~12.7 kg and the rear MGU-K just 8.8 kgatlanta.ferraridealers.com, illustrating the emphasis on weight reduction. In short, the F80’s engine and hybrid system make extensive use of lightweight alloys (titanium, aluminum) and carbon fiber to offset added technology. Even the new carbon-ceramic brake system (CCM-R Plus) was co-developed for lighter weight and better heat conductivityferrari.com, underlining that every component was optimized. Ferrari 296 Speciale: The Speciale’s V6 received a thorough motorsport-grade makeover to withstand higher boost and rpm. It uses forged titanium connecting rods (the very ones from the F80) which are ~35% lighter than the previous steel rodsferrari.com. The pistons are strengthened and cooled with new oil jets to endure ~7% higher combustion pressureferrari.com. The crankshaft is made of nitrided steel and has been lightened, trimming 2.2 kg from the rotating assemblyferrari.com – this reduces inertia and improves throttle response. Following the Ferrari 499P’s race engine practice, engineers machined away excess material from the aluminum engine block and crankcase, saving another 1.2 kgferrari.com. Additionally, the Speciale is the first road Ferrari to use titanium fasteners and studs in the engine (as seen in racing engines), cutting a further 1.9 kgferrari.com. Even the turbochargers were made lighter by ~1.2 kg combined, and an optional titanium exhaust system is offered to shed more weightferrari.com. All these measures result in an engine ~5 kg lighter than the standard 296 GTB’s, despite its higher outputferrari.comferrari.com. In summary, the 296 Speciale’s engine adopts many of the F80’s exotic materials (Ti rods, lightweight internals) and new weight-reduction tricks (Ti bolts, machined block) to boost performance without a weight penalty.
Thermal Management Systems Managing heat is critical in these high-output hybrids, and each car employs advanced thermal solutions: Ferrari F80: The F80’s cooling system is designed hand-in-hand with its aerodynamics. Ferrari describes a “highly advanced cooling system” wherein heat exchangers and radiators (the “radiant masses”) are strategically placed to get maximum fresh airflow while minimizing interference with aerodynamic downforceferrari.com. For example, the bodywork integrates ducts (inspired by Ferrari’s 499P racecar) to channel air efficiently through the radiators and then out without elevating air temperature under the carferrari.com. The result is excellent heat exchange and over 1,050 kg of downforce at speed without thermal compromiseferrari.comferrari.com. Additionally, the F80’s turbochargers are insulated and electrically assisted; the MGU-H not only spools the turbos but can recover heat energy from the exhaust, converting it to electrical powerautocar.co.uk. This system reduces exhaust heat waste and helps keep turbo operating temperatures in check. The car’s multiple cooling circuits (for engine, battery, motors, etc.) are all optimized for extreme use. In short, the F80 uses an F1-inspired approach: actively managing heat through careful packaging, heat shields/insulation, and making the aerodynamics serve double-duty for cooling airflow. Ferrari 296 Speciale: The Speciale, being track-focused, also received upgraded thermal management over the base 296. Ferrari’s goal was to maximize cooling efficiency without changing the radiator layout or adding dragferrari.com. They achieved this by improving airflow and heat insulation. The front and side intakes were reshaped to flow more air to the radiators – Ferrari says airflow to the front radiators is significantly increased (reportedly doubling in certain areas) compared to the 296 GTBferrari.comferrari.com. At the same time, careful ducting ensures that cold air entering isn’t immediately mixed with hot air exiting the radiators, reducing thermal soak in the systemferrari.comferrari.com. An insulated turbo housing (first seen on the 296 Challenge racecar) is used on the Speciale’s turbos to keep underhood temperatures lower and exhaust energy higherferrari.com. This solution was also adopted on the F80, showing cross-development between the twoferrari.com. The 296 Speciale’s active aero (e.g. rear spoiler) even plays a role by interacting with hot air flow from the rear radiators to improve their efficiencyferrari.com. In essence, the 296 Speciale upgrades cooling by better airflow management and insulation rather than larger radiators. Both cars aim to maintain stable temperatures during hard track use, but the F80’s cooling is even more tightly integrated with its aero design due to its higher power and all-wheel-drive hardware. Summary of Key Differences To clarify the distinctions between the Ferrari F80’s engine and hybrid system and those of the Ferrari 296 Speciale, the table below provides a side-by-side comparison: Aspect Ferrari F80 (LaFerrari Successor) Ferrari 296 Speciale (Track-Focused 296 GTB) Engine Configuration 3.0 L (2992 cc) 120° V6, twin-turbo, mid-rear mountedatlanta.ferraridealers.com. Dry sump lubrication. Derived from 499P Le Mans prototype; heavily revised from 296 GTB’s V6autocar.co.uk. 2.992 L 120° V6, twin-turbo, mid-rear mounteden.wikipedia.org. Dry sump. Same architecture as 296 GTB’s V6, tuned for higher performance (Speciale is first-ever V6 “special series” Ferrarirossoautomobili.com). Turbocharging Twin turbos with 48 V e-motor assistance on each turbo (MGU-H). First Ferrari road car with e-turbos to eliminate lagautocar.co.uk. Larger turbines (for power) are viable thanks to electric spoolingcarexpert.com.au. Twin turbos (conventional). Improved boost control and insulation, but no e-turbo assistance. Boost pressure ~7% higher than base 296, managed by advanced knock control (F1-derived)motortrend.com. Turbos are lightened by ~1.2 kg and better insulated (from 296 Challenge) for thermal efficiencyferrari.com. Max Engine Output 900 cv (888 hp) @ 8750 rpmatlanta.ferraridealers.com; 850 Nm @ 5500 rpmatlanta.ferraridealers.com. Highest specific output of any Ferrari engine at 300 cv/Lferrari.com. Rev limit ~9200 rpmatlanta.ferraridealers.com (dynamic limiter). 700 cv (690 hp) @ 8000 rpmferrari.com; ~755 Nm @ 6000 rpmmotortrend.com. Specific output ~233 hp/L. Rev limit ~8000 rpm (similar to base 296 GTB). Engine gained +37 cv and +20 Nm vs 296 GTB via higher boost and strengthened internalsferrari.commotortrend.com. Hybrid System Non–plug-in hybrid (Ferrari HY-KERS style). Total output ~1200 cv (1184 hp)ferrari.com – the most powerful Ferrari road carferrari.com. Combines petrol V6 + 3 e-motors (see below). Small 2.28 kWh battery (800 V) used purely for performance boost; not externally chargeableautocar.co.ukinsideevs.com. No full EV mode (only short engine-off coasting)autocar.co.uk. Drive layout: all-wheel drive (engine + one e-motor drive rear, two e-motors drive front axle). Plug-in hybrid (PHEV). Total output ~880 cv (868 hp)ferrari.com – a record for RWD Ferraris. Combines V6 + single e-motor. 7.45 kWh battery provides ~25 km electric rangeferrari.com; can plug in to charge. Has a true EV driving mode. Drive layout: rear-wheel drive only (engine + e-motor both power rear axle via 8-speed DCT)ferrari.com. Electric Motors Three motors: 2 front motors (independent, ~142 cv / 121 Nm each) drive left/right front wheelsatlanta.ferraridealers.com; 1 rear MGU-K (~81 cv assist, 45 Nm) attached to engine/gearboxatlanta.ferraridealers.comatlanta.ferraridealers.com. Also features F1-style MGU-H units (one per turbo) as part of the turbo assemblyautocar.co.uk. Front motors enable torque vectoring and eAWD; rear motor provides extra boost and regenerative braking (up to ~95 cv recuperation)autocar.co.ukautocar.co.uk. One motor: MGU-K (~180 cv, 315 Nm in Qualify mode) sandwiched between engine and transmissionmotortrend.com. Drives rear wheels and also acts as starter-generator and battery chargerferrari.com. No front motors, no MGU-H. Simpler layout – essentially a RWD hybrid system. (The Speciale’s e-motor was uprated by ~13 hp vs the 296 GTB’s, with improved cooling to sustain powermotortrend.com.) Key Engine Materials Lightweight race-grade internals – e.g. titanium connecting rods (shared with 296 Speciale)ferrari.com, likely lightweight pistons and a nitrided/lightened crank (engine weight kept ≈ same as 296’s despite extra techautocar.co.uk). Extensive use of carbon fiber in hybrid components (motor rotors, etc.)ferrari.cominsideevs.com. High-strength alloys used for 120° block and heads (deriving from endurance racing durability). Compression ~9.5:1atlanta.ferraridealers.com (boosted engine). Motorsport-derived upgrades: Titanium connecting rods (35% lighter than steel)ferrari.com, reinforced pistons and improved oil cooling jetsferrari.com, lightened nitrided steel crankshaft (-2.2 kg)ferrari.com. Block and crankcase are weight-optimized (machined, -1.2 kg) per 499P Le Mans methodsferrari.com. First-ever use of titanium bolts & studs in a Ferrari road engine (-1.9 kg)ferrari.com. Titanium alloy exhaust optional for further weight reductionferrari.com. Thermal Management Advanced, integrated cooling co-developed with aero. Radiators and heat exchangers placed for ideal airflow and minimal disruption to downforceferrari.com. Uses insulated turbo housings and heat energy recovery (MGU-H) to control exhaust heatferrari.comautocar.co.uk. 48 V electric water pumps and cooling for battery/motors as needed. Designed to sustain 1200 cv output on track without overheating (over 1 ton of downforce aids cooling airflow)ferrari.comferrari.com. Enhanced cooling flow without bigger radiators. Front vents and ducts reshaped to double air flow to radiators vs. 296 GTBferrari.com. Careful ducting separates cold intake air from hot outflow, reducing heat soakferrari.com. Turbine housings insulated (from 296 Challenge racecar) to lower engine bay tempsferrari.com. Active aero (rear spoiler and new front aero features) also helps extract hot air and improve cooling efficiencyferrari.comferrari.com. Built for heavy track use with 880 cv without needing additional radiators. Sources: Official Ferrari press releases and specsferrari.comferrari.com, technical interviews and dataautocar.co.ukferrari.com, and reputable automotive analysismotortrend.comcarexpert.com.au. All technical specifications are based on Ferrari’s published figures and authoritative reports.
