Italian luxury: A new era for prancing horse's latest hypercar

Until I sat down in front of the stage at the brand-new Ferrari "E-building" factory, I didn't fully grasp why I was there. I couldn't take any photos or recordings, so you're only seeing pictures provided by the manufacturer.

Nevertheless, I thoroughly enjoyed the experience. This approach to discovering the car allowed me to envision its design as if I were creating it myself. What engine would I choose? The flagship V12, the V8 with the greatest potential, or perhaps a new V6? To what extent would I electrify it? How would I ensure it stands out even more than the recently unveiled McLaren W1 or the Ferrari SF90 XX Stradale? What name would I give it?

Soon enough, it all became clear. The Italians in front of me recounted all the key numbers, and with each figure, my amazement grew. Then I learned the name: F80, a sentimental nod to the F40 and F50 that are achieving record auction results today, coinciding with the brand's 80th anniversary, which will occur in the autumn of 2027. By then, production will already be wrapping up — the first units will reach customers about a year from now.

Seeing the car in person, my jaw dropped. The first thing you notice is its exceptionally low body, tightly wrapped around wheels that measure 51 cm in the front and 53 cm at the back. Then, there's the distinctive black strip at the front, reminiscent of the 12Cilindri, which is becoming the defining feature of the new generation of Ferrari vehicles (Ferrari design chief Flavio Manzoni likens it to the masks covering the eyes of robots and soldiers in sci-fi films).

Finally, the rear wing catches your eye, making a notable return to this line after 30 years; the designers last used it on the F50. They argue it was necessary to achieve the extraordinarily ambitious aerodynamic goal: a downforce of up to 1,050 kg at 250 km/h. Even amid such cosmic and often surprising Ferrari projects and numerous competitors, the Ferrari F80 is an icon on par with its illustrious predecessors.

Let’s begin with the key numbers you’re here for. Power: 1,200 PS. Sprint to 100 km/h: 2.15 seconds. To 200 km/h: 5.75 seconds. Braking distance from that speed back to zero: 98 metres. Top speed: limited to 350 km/h. Dimensions are similar to other cars in this class (484 cm in length, 114 cm high, 206 cm wide, 266 cm wheelbase).

Fuel consumption? Still undergoing homologation. However, you can expect figures that meet current, strict standards due to the use of a hybrid drive.

A decade ago, the previous generation of hypercars experimented with various solutions. The McLaren P1 and Porsche 918 Spyder were plug-ins capable of travelling a few and even 30 km on electricity alone, respectively. The LaFerrari was a classic hybrid, which only later gained the option to move at parking speeds on electricity at the request of customers. Today, both the W1 and the F80 have somewhat regressed: the McLaren can travel in electric mode for just under 2 km, and the Ferrari is not adapted for charging or driving without an internal combustion engine.

Ferrari explains that this approach is due to the pursuit of the lowest possible weight. The F80 weighs 1,525 kg dry, which is slightly heavier than key competitors, but it’s 60 kg lighter than the LaFerrari presented a decade ago. Overall, a commendable achievement. It's precisely in areas like low weight, not pure power, where the creators see the joy of driving the F80.

Such statements might seem like blatant flattery, but the fact is that against Bugatti, Koenigsegg, or the new generation of electric hypercars with power reaching even 2,000 hp, Ferrari hasn’t shown anything revolutionary.

Ferrari’s chief engineer, Gianmaria Fugulenzi, in a conversation, didn't mince words about the competition. He argues that such a pursuit of numbers kills not only the joy of driving a car to its limits but also spoils the experience during ordinary daily drives: The F80 is meant to be a car that doesn’t overwhelm the owner or tire them every time they press the gas pedal.

Even according to the numbers, the F80’s engine is a groundbreaking piece of engineering. The heart is not a V12, like in the two predecessors, nor a V8, as seen in the "serial supercar," as Ferrari itself describes it, that is, the SF90 (and F40), but rather a three-litre V6.

At first glance, this decision is surprising and may cause some disappointment, but on the other hand, it's motivated by Ferrari’s core values, emphasizing a close exchange of technology with motorsport. The V6 is currently used in the brand’s Formula 1 and endurance racing cars, where it has already won the iconic 24 Hours of Le Mans twice. Similar to F1, here too, the unit is assisted by MGU-K and MGU-H and powered by an electric turbocharger.

Ferrari’s product manager, Enrico Galliera, confided that the decision to choose this particular engine for this model was made about four years ago, around the same time as the development of the racing 499P. Its selection was motivated by the same reasons as in the case of the subsequent 24-hour race winner: the greatest efficiency, the least resistance, and the greatest potential for development.

While the F163 unit debuted three years ago in the 296 GTB, where it already boasted an impressive output of 663 PS, this model squeezes out a staggering 900 PS from just three litres of displacement! Considering that 20 years ago, to achieve 1001 PS, the Veyron required a displacement of eight litres, 16 cylinders, four turbochargers, and 10 radiators, Ferrari’s result seems almost unbelievable.

And this is just part of the overall concept alongside three electric motors (each at the front wheels with a power of 142 PS/121 lb-ft each and MGU-K with a power of 95 PS near the combustion engine). The battery with a capacity of 2.28 kWh and a voltage of up to 860 V can deliver a maximum of 242 kW. Like the combustion part, it is characterized by incredible efficiency and energy density, weighing less than 40 kg.

The F80 is the first model in which Ferrari has independently developed the entire electric drive component. Previously, they relied on a British startup, YASA, which has since been acquired by Mercedes. One can expect a further emphasis on brand development in the field of electrification.

Given the F80's promised versatility, one number seems a bit amusing: 34 litres of trunk capacity. It boils down to a shelf behind the seats, where a tiny red leather suitcase was placed (and back in the days of the 250 GT, the brand could create much better tailor-made bags!).

Ultimately, you feel that you're looking at an extremely radical construction, essentially a race car adapted for road use. Ferrari employs a carbon fibre frame exclusively in this line of models (in this instance, a sandwich composite with Rohacell and Nomex materials with auxiliary aluminum frames at the front and back) and upward-opening doors, which add even more drama to the simple process of taking the driver's seat.

Surprisingly, this frame is asymmetric: differently shaped in the middle section on the left and right side because the designers opted for an unprecedented seat configuration, which they called "1+".

The driver’s seat is slightly pushed forward. The official rationale for this setup is that it allows the driver to feel more like being in a single-seater race car and focusing on the road. The practical explanation, though, is that the designers wanted a maximally compact (and also narrow) cabin, reducing the chance of elbows rubbing.

However, even sitting in a stationary F80 is an exceptional experience, even if the dashboard design is basic and dedicated to functionality (a simple screen visible through the nearly square steering wheel, a few buttons, and a piece of metal on the centre console).

Finally, one more set of figures. Surprisingly, the planned production is for 799 units. For comparison: Bugatti built 500 units of the Chiron over 8 years, and companies like Pagani and Koenigsegg have each built fewer than about 300 cars in their entire history.

I asked the brand’s sales director, Emanuele Carando, if these plans were too ambitious. He just smiled and told me that before my arrival, over the past 10 days, Ferrari's top clients from around the world had been here to see the same show. And at this moment, he faces the challenge that there are already three potential buyers for each car, and he doesn't know how to tell two-thirds of the world's wealthy, who are ready to spend millions, that he can't take their order. Even if the F80 doesn’t stand out in many numerical aspects compared to competitors, with these crucial figures, Ferrari remains in a league of its own.