Latest news with #FerrariF80
ArabGT
2 days ago
- Automotive
- ArabGT
A Week of Exciting News and Exclusive Test Drives for Car Enthusiasts
This week in the automotive world was packed with major headlines—ranging from iconic engine comebacks to exclusive supercar experiences, safety concerns, and standout test drives. Here's a roundup of the most important developments that caught global and regional attention: HEMI V8 Makes a Triumphant Comeback at Stellantis In a bold move responding to overwhelming market demand, Stellantis reintroduced the legendary HEMI V8 engine in the 2026 RAM 1500 lineup. Despite introducing the more efficient Hurricane engine, 40% of customers still prefer the raw power and unmistakable sound of the V8. The result? Over 10,000 orders in just 24 hours, even with an added cost of $1,200. RAM's CEO openly admitted misjudging the market—proving that for many, power and identity outweigh eco-efficiency. Exclusive Arab Test Drive of Ferrari's F80 Beast ArabGT was the only Arab media outlet among 20 journalists worldwide to get behind the wheel of the all-new Ferrari F80 2025—Ferrari's most powerful road-legal car to date. Driven by Suhaib Shasha'a on Italy's Misano circuit, the F80 stunned with its hybrid V6 twin-turbo system and futuristic aerodynamic design. More than a car, the F80 is an engineering statement, redefining performance and Italian excellence. Range Rover Evoque Recall Due to Airbag Defect Jaguar Land Rover has recalled over 21,000 Range Rover Evoque units in the U.S. due to a critical front passenger airbag defect that could cause severe injuries. Covering model years 2021 to 2025, the recall is expected to expand globally. Though no injuries have been reported, the move underscores the importance of safety compliance even in luxury vehicles. ArabGT's Exclusive Drive of the New AMG GT 63 In a thrilling episode of ArabGT's test drive series, host Karim Deeb took the wheel of the all-new second-generation Mercedes AMG GT 63. The drive offered a fresh perspective on how this German powerhouse evolved—not just in speed, but in everyday comfort, tech sophistication, and overall balance. More than a spec sheet, it was a driving experience that proves AMG still knows how to stir the soul. BMW Sub-Brands Steal the Spotlight BMW's Q2 2025 results revealed a surprising trend: its sub-brands—BMW M, MINI, and Rolls-Royce—are driving growth, while the core BMW brand saw a slight decline. MINI drew buyers with its electrified icons, M Division impressed with sports performance, and Rolls-Royce flourished in wealthy markets. With electric models gaining traction and sub-brands thriving, the future strategy of BMW may be headed in a new direction.
Yahoo
5 days ago
- Automotive
- Yahoo
Why Ferrari's F80 Powertrain Should Worry Supercar Rivals
Why Ferrari's F80 Powertrain Should Worry Supercar Rivals originally appeared on Autoblog. Racing DNA in the F80's powertrain Ferrari's newest spectacle, the F80, is a $3.9 million hybrid hypercar eight years in the making with a powertrain that will make comparable rivals sweat. The 2026 F80 contains a 3.0-liter V6 powertrain with nearly 1,200 combined horsepower, making it the most powerful street-legal Ferrari ever. This V6 produces 900 peak horsepower or 300 horsepower per liter, while the hybrid system's electric front axle and motor deliver an additional 300 horsepower. The F80 features a 120-degree, 3.0-liter block gas engine equipped with twin 48-volt electrically assisted turbochargers, spinning to 130,000 rpm and producing 3.7 bar of boost, or 55.5 psi —the highest ever achieved on a production car, according to MotorTrend. This hypercar also has the highest peak cylinder pressures of any production Ferrari. Many of the F80's powertrain components stem from the 499P, which has won Le Mans the past three consecutive years, starting in 2023. The F80's powertrain also uses the first MGU-K (hybrid power unit component in Formula 1) electric motor manufactured in-house by Ferrari at Maranello. Two electric motors, an inverter, and an integrated cooling system are present on the front axle, enabling torque vectoring, which optimizes power delivery to each wheel, enhances grip, improves cornering, and solidifies stability. The rear electric motor also has a dedicated inverter to start the gas engine, recover energy to recharge the battery, and supplement engine torque in certain dynamic conditions. Ferrari has saved about 31 lbs in the F80 by combining multiple power electronics and cooling elements into one compact unit and utilizing a new mechanical layout. The automaker also reduced mechanical power losses by 20% using low-viscosity (thin) oil and a dry sump active lubrication system with an oil tank integrated directly into the rear axle. Rival powertrain spotlight Aston Martin's Valkyrie is a hybrid hypercar, with a track-only version available for the current 2025 production year and the upcoming 2026 model, which is scheduled to start deliveries during the second quarter of 2026. However, the Valkyrie did have a street-legal version as recent as Aston Martin's 2024 production year, with a starting price of about $3.5 million. This 2024 Valkyrie's powertrain falls short of the Ferrari F80 with 1,160 combined horsepower and a redline of about 11,100 rpm. The 2024 Valkyrie also uses a rear-wheel drive (RWD) configuration, supplying less traction than the F80's AWD, enabled by its front electric motors. Mercedes-AMG's ONE initially started at $2.72 million, but its rarity led to a Dubai dealer listing an example for over $5 million. Again, the Mercedes-AMG ONE's total system horsepower and redline are behind the F80 at 1,063 and 11,000 rpm. While the Mercedes-AMG ONE is AWD, its Formula 1-derived electric motor spins the turbo up to 100,000 rpm, 30,000 rpm below the Ferrari F80. McLaren's $2.1 million W1 hybrid hypercar outperforms the F80's combined horsepower at 1,258, but revs up to 9,200 and offers RWD instead of AWD. Final thoughts The F80's price tag is well above some of its comparable rivals, but its advanced powertrain justifies its eye-watering cost by breaking multiple records for a production Ferrari. While McLaren's W1 does an exceptional job of bringing Formula 1 to the road, the F80 is the most direct transfer of Le Mans and F1 technology to a street-legal car to date. The F80's torque vectoring and instant electronic response also make it accessible to enthusiasts. Why Ferrari's F80 Powertrain Should Worry Supercar Rivals first appeared on Autoblog on Jul 16, 2025 This story was originally reported by Autoblog on Jul 16, 2025, where it first appeared.
Top Gear
14-07-2025
- Automotive
- Top Gear
Look! It's the Ferrari F80 at Goodwood!
Look! It's the Ferrari F80 at Goodwood! Ferrari rolls out its mega stars for a speciale weekend. Check out the pics here Skip 4 photos in the image carousel and continue reading Turn on Javascript to see all the available pictures. 1 / 4 There's a lot going on underneath the challenging, complex and nuanced surfaces of the new Ferrari F80. LaFerrari's successor packs so much technology you'd need a degree to get the best out of it. A 3.0-litre V6 turbocharged to within an inch of its life, derived from a sports prototype that's handy at winning a really famous French endurance race. Three electric motors, supercharged by a tiny battery delivering four-wheel-drive and an additional 80bhp of forward momentum. Advertisement - Page continues below And lots and lots of forward momentum. This thing carries 1,183bhp. It's the most powerful Ferrari road car ever devised and unleashed upon the world. And yet, for all its tech, complexity, engineering depth and nuanced surfacing… we found it to be 'simply mesmerising'. And look! It's been busy mesmerising the crowds at Goodwood too, because Ferrari decided to bring its twin-turbo, electrified V6 plaything to last weekend's Festival of Speed. Fitting, because the F80 has much speed. As does the Daytona SP3 which – wouldn't you know it – also made a guest appearance. As did the new Amalfi. And 296 Speciale. And 12Cilindri. Heck, even the oldtimers were woken up and given a shot of espresso: an F50, a 312T,640 and even a screaming F2007. We were still trying to figure out what was going on underneath that F80, mind... Advertisement - Page continues below Top Gear Newsletter Thank you for subscribing to our newsletter. Look out for your regular round-up of news, reviews and offers in your inbox. Get all the latest news, reviews and exclusives, direct to your inbox. Success Your Email*
Yahoo
13-07-2025
- Automotive
- Yahoo
Ferrari F80
The Ferrari F80 is the Prancing Horse that's too fast for Fiorano. It's the latest limited-run, extreme-performance Ferrari of the kind that appears once a decade, a lineage featuring the GTO (aka 288), F40, F50, Enzo and LaFerrari, and it is the first that hasn't been demonstrated at Ferrari's home test track. Instead, it was presented at Misano, a wider and longer circuit than Fiorano and more suitable for a car with the F80's astonishing performance. Misano is popular with motorcycle racers and looked as expansive as Silverstone on the video I watched of an Audi R8 GT3 lapping it. The F80's speed made it feel about half the size in reality. Stay tuned for a review of Ferrari's fastest-lapping car it has ever fitted with with numberplates. To the details first, though. The F80's development timeline almost mirrors that of the 499P Le Mans-winning race car. The two are different – this is not a road-going competition car – but there are similarities both in ethos and with some mechanicals. The F80 has a two-seat carbonfibre passenger tub, 5% lighter but 50% stiffer than a LaFerrari's (the next most recent special), with the passenger slightly offset behind the driver so they don't bang shoulders in a cabin that's 50mm narrower. At the front and rear are mostly extruded aluminium subframes, from which hangs double-wishbone suspension all round, with 3D-printed upper wishbones and active Multimatic spring and damper units similar to those that made their Ferrari debut in the Purosangue, mounted horizontally to maintain a low centre of gravity. As well as having adjustable damping, they extend or withdraw to control pitch and roll, so there are no separate anti-roll bars. The car is 4.84m long, 2.06m wide and just 1.14m tall, and it has a 2.67m wheelbase. It comes with carbonfibre wheels as standard (you can buy forged alloys to supplement them), wearing 285/30 R20 front and 345/30 R21 rear tyres, either Michelin Pilot Sport Cup 2s or stickier Cup 2Rs. Brake discs are a new carbon-ceramic material, 408mm in diameter at the front, 309mm at the rear. In the car's middle is the latest iteration of Ferrari's 3.0-litre 120deg V6, which made its debut in the Ferrari 296 GTB and also powers Ferrari's Le Mans challenger. But it has been tweaked here to levels not even found in the 499P. More than 200 components have been changed from the 296's version of this engine, so it makes 888bhp at 8750rpm – Ferrari's meteoric target of 300 metric horsepower per litre. Its two in-vee turbochargers also include a small electric motor to get them spinning quickly rather than waiting for the boost (which I think technically also makes them electric superchargers, but we know what an e-turbo means). The V6 engine is supplemented by an 80bhp crank-mounted electric motor, sited beside the engine so there's only 100mm between the crank centre and the bottom of the sump, in turn meaning the engine can be mounted much lower. The top of it is about knee height. This all drives through an eight-speed dual-clutch automatic gearbox with no reverse. At the front is an e-axle with two electric motors of 141bhp each (they do the reversing), and when everything is firing at once, the total system output is 1184bhp (or 1200 continental horses). Then there are the F80's aerodynamics. Three bargeboards split air at the front and direct it either over the top of the car or underneath to a diffuser that, at 1.8m long, constitutes more than half of the underbody. There's a rear wing that raises by 200mm and through a 22deg angle. In total, at 155mph the F80 makes 1050kg of downforce, split 460kg front and 590kg rear, which is twice as much overall as LaFerrari. You don't get a choice about which aero mode it's in. The car can easily predict what's best, and apparently 'it's not so nice' if available downforce disappears mid-corner. The engine is canted 1.2deg upwards to the rear, to give the diffuser more room to work. Stitching all of this together is what must be some heinously complex software and subsequent tuning. There's no rear-steer, but there is torque vectoring via braking on both axles, plus a rear electronically controlled limited-slip differential and yet another iteration of 'Slide Slip Control'. Braking is by-wire, with regeneration from all three electric motors, including from the crank-mounted motor, which can drag on the engine as a form of traction control. Should you opt to record yourself over a hot lap, the car will decide for itself when it would be best to boost the motors to give you as fast a lap time as possible. The interior is excellent. Buttons are back, the driving position raises your legs so that air can pass beneath the tub and the steering wheel pulls so close you could almost lick it. It's heavily squared but entirely in keeping with the Le Mans-adjacent view out. Paddles are still attached to the column, which usually I like in Ferraris, but here it feels like they would be better on the wheel. The supportive driver's seat adjusts but the passenger's pads don't. It's more hospitable than, say, a McLaren F1 or GMA T50, which seat their passengers further behind the driver. This gives just enough space to clear shoulders while leaving it easy to chat across the cabin, so it is a sociable car too. There's only a tiny amount of luggage space behind the occupants' heads, mind. This, it's fair to say, is not a hybrid system designed for economy. It's 'for performance and nothing else', according to Stefano Varisco, Ferrari's manager of dynamics and energetics. The battery, which sits crosswise just behind the passenger cell, is only 2.3kWh. If you tried, and there's a Qualifying mode in which you can, the car will flatten the battery within a lap. Our first go is on track. The first thing of note is that this car is extraordinarily, rocket-ship fast. With motors helping spin the turbos and boost low-rev torque gaps, there is no turbo lag. The engine, regardless of whether you're at the 900rpm idle or near the 9200rpm rev limit, surges. There are no Bugatti-like delays while it takes a breath. It's more like a McLaren P1 or McLaren Artura, or a 296 GTB, but more so in its immediate punch forwards. Ferrari's numbers say it will go from 0-62mph in 2.15sec, but rather more significant is the 5.75sec 0-124mph time: LaFerrari took 6.9sec. Ferrari's gearshifts (and the paddles that enable them) are usually the best in the business, and there's no exception here. Upshifts are immediate, downshifts impeccable. The engine, a variant of the 'piccolino V12' – a six that is meant to sound as good as one with twice the cylinders – is engaging, although it headbutts the rev limiter with alarming ease. I don't mean that as a criticism. I just feel clumsy, until better drivers than me say they repeatedly do the same. What's odd is how quiet the car is from the outside. Towards the end of the pit straight, where the car must be pulling 140mph, all you hear is the whoosh – vast quantities of air moving, like a fast jet entering the Mach Loop, according to photographer Jack Harrison. A least that will make it easy to adhere to track-day noise limits. There is a very fast corner at Misano. 'It doesn't look like a corner on the track map,' they say in the briefing, 'but when you get there, it is.' Even I can feel the aerodynamics working as I take it faster than I feel I should. Pitch, dive, roll: all are brilliantly contained. Just a little of each is allowed, for feel, to lean against. With this suspension it would be possible to tilt the car into a corner, which would feel weird. Bump absorption is first-class. The steering is medium-weighted and consistent, and although it's only two turns between locks, as Ferraris tend to be, it is linearly responsive and neither nervy nor over-sensitive. Lower-speed corners need less faith than aero-heavy ones, but this car likes precision. Brake feel is brilliant on corner approach, and you can detect something somewhere easing back an inside wheel to help it turn, but it's not an open-book hoon machine like other Ferraris. It wants to put power to the front wheels, wants you to ease open the steering and get it into a straight line, because that way is fastest. And it likes going fast. Still, if you do turn all the assistance off, it will move around. There's a touch of steady-state understeer as you begin to turn, but it boosts through that easily and adopts a benign slide, until I think the front axle decides it has had enough of this and starts to pull it back straight because it would like to accelerate, thank you. So while it will slide – unlike, say, a Ferrari F8 Tributo – that's not its natural state. If it feels like anything else I've driven, it reminded me of an Audi R10 TDI Le Mans prototype. They share a snug high-foot driving position, precise medium-weighted controls, a steering wheel on which your hands never leave the 2:45 position and immersive and unburstable but perhaps undramatic performance. At eight-tenths effort, an F80 will go twelve-tenths faster than almost any other production car. It's a brilliant car, but it's the performance and the capability rather than the drama that impresses. Given all of that, I don't expect it to be a great road car, but it surprises me. Ferraris tend to ride well and, with three damper settings, the F80 eases over even the gnarliest surfaces. I remain aware of, but not daunted by, its width. Ferrari has sold 799 F80s and they're €3.1 million a pop before local taxes. If it hits the spot, it could boost the allure of the hybridised SF90 and 296; miss, though, and it's another sports car that carried more cables and fewer cylinders than it should have. I wonder if there are more than just 799 F80s riding on how it performs. Lapping 5.0sec faster than a LaFerrari around Fiorano is one achievement; making you buy it is a different one. If all of this sounds like a very nuanced and complicated car, given that Ferrari has a V12 that could quite easily blow customers' minds, you would be right. And if it had used it, Ferrari would have had 'very happy' customers, according to Matteo Turconi, Ferrari's senior product marketing manager. 'But we'd have lost a lot of aerodynamic efficiency.' The V12 is a big engine and eminently charismatic, but Turconi says Ferrari has stopped using it for the 'top-performing' cars: 'We have to be honest to our heritage. This is the best car,' he said. Should best be in air quotes? There is a good argument that the F80 is true to Ferrari's heritage. Each of the previous specials has a link, of sorts, to Ferrari's motorsport stars of the time. But the decision to run a hybrid V6 shows a continued commitment to electrification, a willingness to make a nuanced performance car and even, perhaps, a little bravery. As a road car there's enough for luggage space for 24 hours, they say. But whether on the road or, like its 499P stablemate, on track, the F80 feels ready for both. It may not be the most dramatic Ferrari, but I think it is the 'right' one. ]]>
News.com.au
10-07-2025
- Automotive
- News.com.au
Ferrari F80 Hypercar driven
Fanging a car with 20 per cent more power than a Formula One racer and a $7 million price tag on a racetrack might sound like billionaire behaviour, or a typical Tuesday for Lewis Hamilton, but for a mere mortal, the prospect of piloting Ferrari's new F80 can produce cavalcades of cold sweat. The F80 – which can smash through the 100km/h mark in just 2.1 seconds and blast past 200km/h in 5.75, on its way to a top speed of 350km/h – uses a vastly vavoomed version of the 3.0-litre turbo V6 hybrid engine found in the sensational Ferrari 296 GTB, and in the brand's 499P World Endurance race car (it's won the last three 24 Hours of Le Mans events in a row). In Ferrari's 296, that highly strung V6 makes a whopping 614kW, in the race car it is limited to 500kW, but the F80 raises the bar to the moon, with 883kW – or 1200 horsepower (an F1 driver must make do with just 1000 horses, a mere trifle). Being strapped into the racing harness of this weapon on wheels it's impossible to miss that my driving coach is not only squeezed in and pushed towards the passenger door, but he's sitting slightly behind me as well. This is the F80's radical 'one-plus-one' seating layout, which puts the (heavily sweating) driver closer to the middle of the action. Said coach is busily explaining to me that the car has already learned its way around the Misano circuit in Italy we'll be driving and that by engaging the F80's unique 'Boost Optimisation' system, it will give me an extra punch of F1-style electric power where the computers have calculated I need it most (on corner exits, basically). Pondering, as I am, just how absurd the levels of grunt now tempting my right foot are, it occurs to me that I need more boost like I need to suddenly and violently age by 20 years. Every logical bone in my brain is telling me that this F80 is going to be too much, that 1200 horsepower is the kind of thing only racing drivers are mad enough to entertain. Three laps later all other cars have been ruined for me and I'm trying to work out how many of my children, and organs, I'll need to sell to raise the $7 million. The F80's acceleration is beyond belief, rough shoving you into the seat as if God himself has placed a palm on your chest and said 'not so fast, Son', while the braking, from its new carbon ceramic units, provided more g-force facial squishing than I've ever experienced outside of passenger rides in actual race cars (they can stop the F80 from 100km/h in just 28m, or from 200km/h in 98m, very handy on a racetrack). What sticks in your spinning mind most, however, is just how fast you can hurl it through corners, thanks to the incredible active aerodynamic package fitted to this car (including a DRS-style rear wing much like the one on Hamilton's work Ferrari), which mashes you into the ground with more than a tonne of downforce at 250km/h, which just happens to be the speed you can take the fastest flying corner at Misano (or you can if you have testicles the size of water melons, I managed 200km/h). Another clever bits of tech that make getting all this power to the ground plausible include the fact that this Ferrari is all-wheel drive, with an electrified motor in each front wheel. Apparently the Ferrari engineers have concluded that once you go past 1000 horsepower, rear-wheel drive alone is not enough. And not wise. The next day we were encouraged to try the F80 on real roads in a real world that seems unsuited to so much madness, but I was surprised again to learn that it doesn't ride as brutally as one might expect from a machine that seems to be basically an F1 car with a roof. The passenger seat is truly awful, but if you're the one paying the $7 million, you'll never be sitting there anyway. THIRST: 13.5L/100km .
