Latest news with #DaytonaSP3
Sydney Morning Herald
a day ago
- Automotive
- Sydney Morning Herald
Ferrari is looking less like a carmaker and more like Hermes
Vigna's background as a theoretical physicist is apparent as he illustrates his thinking with diagrams sketched on pieces of paper like a professor at a blackboard. His contention is not just that Ferrari is a luxury-goods company, comparable in some ways with France's Hermes, the most valuable firm in that industry – but that it is a unique one. Loading The maker of high-end sports cars has succeeded in boosting sales while adhering to the maxim of Enzo Ferrari, who founded the firm in 1947, that it should sell 'one less car than the market demands'. Despite its expansion, Ferrari insists that it is as exclusive as ever, having grown fastest in places such as the Middle East where sales were once small. Recently, it has also raised prices at a far faster pace than in the past. As Stephen Reitman of Bernstein, a broker, points out, the price of new models used to be 3-5 per cent higher than those they superseded, whereas the new 12Cilindri is a whopping 30 per cent more than the 812 Superfast it replaces. That is also true for Ferrari's hugely profitable flagship cars, which arrive at irregular intervals, justified by improved technology learnt from racing. Deliveries of the latest, the F80, which costs €3.6 million, will begin soon, 12 years after the launch of the LaFerrari, which set owners back a mere €1 million or so. Total revenue from the F80 will exceed €2.3 billion, says Jefferies, a bank. To plug the gap between launches of these money spinners, Ferrari has started to make special limited-edition cars, such as the Daytona SP3 unveiled in 2021 (price: €2 million), which are high-margin styling exercises underpinned by existing models. Ferrari also now offers far more opportunities for personalisation, from custom paint-jobs to added carbon fibre and lavish interiors. These can add 20 per cent to the price of its cars, which Barclays, a bank, reckons will set back buyers an average of more than €500,000 next year. The firm is able to charge such eye-watering prices thanks to the devotion of its loyal fans. Some 80 per cent of customers are already owners. Many make a pilgrimage to the factory; some, overcome by emotion, are said to shed a tear. Judging the mood of its customers by keeping in close contact with about 180 dealerships worldwide allows Ferrari to draw its most avid collectors into an inner circle. Tariff-induced price rises have made no difference to orders from America. Sales of the F80 (of which Ferrari is making just 799) were three times oversubscribed. Getting chosen for one required buying several other Ferraris and acting as an ambassador, including turning up at car shows organised by the firm (and paying for the privilege). Even that was not a guarantee. Customers accept that Ferrari cannot serve everyone, explains Enrico Galliera, its marketing chief, dubbed 'Mr No' for frequently rejecting requests from would-be buyers. They may fear that any sign of disgruntlement will mean being bumped down future waiting lists. All this sounds similar to how ultra-luxe fashion brands such as Hermes operate. Yet, Vigna reckons Ferrari has even more going for it than the maker of pricey leather goods. His firm combines heritage with cutting-edge technology. It takes part in racing events such as the British Grand Prix on July 6, which are central to the brand's marketing. (Hermes organises a show-jumping tournament – classy, but less adrenaline-fuelled.) Chinese consumers, who have lately tightened their purse strings, account for just 8 per cent of Ferrari's sales, compared with as much as two-fifths at Hermes. Loading And Ferrari relies almost exclusively on the very rich, who are more insulated from downturns. A good chunk of revenue at Hermes comes from cheaper goods such as scarves, ties and perfume, much of which are sold to consumers who are wealthy, but not outrageously so. What could go wrong for the car industry's ritzy star? Some say that its price rises are already too aggressive. Further increases in production may eventually threaten the brand's perceived exclusivity. Revenue from personalisation has its limits. Ferrari also has one thing in common with more mundane car firms: the transition to battery power. The Elettrica, its first foray into that segment, will hit the road next year. The company recently doubled the size of its factory in Maranello, which will give it flexibility to make the electric vehicle without producing fewer of its current models. Yet other electric super-cars have been met with indifference. If Ferrari's fails to impress, the carmaker's pristine image could be damaged. Worryingly, on June 17, reports emerged that it would delay a second electric model by two years, to 2028. Vigna still has to solve his trickiest problem yet.
The Age
a day ago
- Automotive
- The Age
Ferrari is looking less like a carmaker and more like Hermes
Vigna's background as a theoretical physicist is apparent as he illustrates his thinking with diagrams sketched on pieces of paper like a professor at a blackboard. His contention is not just that Ferrari is a luxury-goods company, comparable in some ways with France's Hermes, the most valuable firm in that industry – but that it is a unique one. Loading The maker of high-end sports cars has succeeded in boosting sales while adhering to the maxim of Enzo Ferrari, who founded the firm in 1947, that it should sell 'one less car than the market demands'. Despite its expansion, Ferrari insists that it is as exclusive as ever, having grown fastest in places such as the Middle East where sales were once small. Recently, it has also raised prices at a far faster pace than in the past. As Stephen Reitman of Bernstein, a broker, points out, the price of new models used to be 3-5 per cent higher than those they superseded, whereas the new 12Cilindri is a whopping 30 per cent more than the 812 Superfast it replaces. That is also true for Ferrari's hugely profitable flagship cars, which arrive at irregular intervals, justified by improved technology learnt from racing. Deliveries of the latest, the F80, which costs €3.6 million, will begin soon, 12 years after the launch of the LaFerrari, which set owners back a mere €1 million or so. Total revenue from the F80 will exceed €2.3 billion, says Jefferies, a bank. To plug the gap between launches of these money spinners, Ferrari has started to make special limited-edition cars, such as the Daytona SP3 unveiled in 2021 (price: €2 million), which are high-margin styling exercises underpinned by existing models. Ferrari also now offers far more opportunities for personalisation, from custom paint-jobs to added carbon fibre and lavish interiors. These can add 20 per cent to the price of its cars, which Barclays, a bank, reckons will set back buyers an average of more than €500,000 next year. The firm is able to charge such eye-watering prices thanks to the devotion of its loyal fans. Some 80 per cent of customers are already owners. Many make a pilgrimage to the factory; some, overcome by emotion, are said to shed a tear. Judging the mood of its customers by keeping in close contact with about 180 dealerships worldwide allows Ferrari to draw its most avid collectors into an inner circle. Tariff-induced price rises have made no difference to orders from America. Sales of the F80 (of which Ferrari is making just 799) were three times oversubscribed. Getting chosen for one required buying several other Ferraris and acting as an ambassador, including turning up at car shows organised by the firm (and paying for the privilege). Even that was not a guarantee. Customers accept that Ferrari cannot serve everyone, explains Enrico Galliera, its marketing chief, dubbed 'Mr No' for frequently rejecting requests from would-be buyers. They may fear that any sign of disgruntlement will mean being bumped down future waiting lists. All this sounds similar to how ultra-luxe fashion brands such as Hermes operate. Yet, Vigna reckons Ferrari has even more going for it than the maker of pricey leather goods. His firm combines heritage with cutting-edge technology. It takes part in racing events such as the British Grand Prix on July 6, which are central to the brand's marketing. (Hermes organises a show-jumping tournament – classy, but less adrenaline-fuelled.) Chinese consumers, who have lately tightened their purse strings, account for just 8 per cent of Ferrari's sales, compared with as much as two-fifths at Hermes. Loading And Ferrari relies almost exclusively on the very rich, who are more insulated from downturns. A good chunk of revenue at Hermes comes from cheaper goods such as scarves, ties and perfume, much of which are sold to consumers who are wealthy, but not outrageously so. What could go wrong for the car industry's ritzy star? Some say that its price rises are already too aggressive. Further increases in production may eventually threaten the brand's perceived exclusivity. Revenue from personalisation has its limits. Ferrari also has one thing in common with more mundane car firms: the transition to battery power. The Elettrica, its first foray into that segment, will hit the road next year. The company recently doubled the size of its factory in Maranello, which will give it flexibility to make the electric vehicle without producing fewer of its current models. Yet other electric super-cars have been met with indifference. If Ferrari's fails to impress, the carmaker's pristine image could be damaged. Worryingly, on June 17, reports emerged that it would delay a second electric model by two years, to 2028. Vigna still has to solve his trickiest problem yet.
The Age
a day ago
- Automotive
- The Age
Car industry's ritzy star Ferrari is looking less like a carmaker and more like Hermes
Vigna's background as a theoretical physicist is apparent as he illustrates his thinking with diagrams sketched on pieces of paper like a professor at a blackboard. Benedetto Vigna, chief executive officer of Ferrari. Credit: Bloomberg His contention is not just that Ferrari is a luxury-goods company, comparable in some ways with France's Hermes, the most valuable firm in that industry – but that it is a unique one. Loading The maker of high-end sports cars has succeeded in boosting sales while adhering to the maxim of Enzo Ferrari, who founded the firm in 1947, that it should sell 'one less car than the market demands'. Despite its expansion, Ferrari insists that it is as exclusive as ever, having grown fastest in places such as the Middle East where sales were once small. Recently, it has also raised prices at a far faster pace than in the past. As Stephen Reitman of Bernstein, a broker, points out, the price of new models used to be 3-5 per cent higher than those they superseded, whereas the new 12Cilindri is a whopping 30 per cent more than the 812 Superfast it replaces. Workers on the production line at the new Ferrari NV E-building factory in Maranello, Italy. Credit: Bloomberg That is also true for Ferrari's hugely profitable flagship cars, which arrive at irregular intervals, justified by improved technology learnt from racing. Deliveries of the latest, the F80, which costs €3.6 million, will begin soon, 12 years after the launch of the LaFerrari, which set owners back a mere €1 million or so. Total revenue from the F80 will exceed €2.3 billion, says Jefferies, a bank. To plug the gap between launches of these money spinners, Ferrari has started to make special limited-edition cars, such as the Daytona SP3 unveiled in 2021 (price: €2 million), which are high-margin styling exercises underpinned by existing models. Ferrari also now offers far more opportunities for personalisation, from custom paint-jobs to added carbon fibre and lavish interiors. These can add 20 per cent to the price of its cars, which Barclays, a bank, reckons will set back buyers an average of more than €500,000 next year. The firm is able to charge such eye-watering prices thanks to the devotion of its loyal fans. Some 80 per cent of customers are already owners. Many make a pilgrimage to the factory; some, overcome by emotion, are said to shed a tear. The entrance to the Ferrari factory in Maranello, Italy. Credit: Bloomberg Judging the mood of its customers by keeping in close contact with about 180 dealerships worldwide allows Ferrari to draw its most avid collectors into an inner circle. Tariff-induced price rises have made no difference to orders from America. Sales of the F80 (of which Ferrari is making just 799) were three times oversubscribed. Getting chosen for one required buying several other Ferraris and acting as an ambassador, including turning up at car shows organised by the firm (and paying for the privilege). Even that was not a guarantee. Customers accept that Ferrari cannot serve everyone, explains Enrico Galliera, its marketing chief, dubbed 'Mr No' for frequently rejecting requests from would-be buyers. They may fear that any sign of disgruntlement will mean being bumped down future waiting lists. Shoppers outside the Hermes International luxury clothing boutique on Avenue George V in central Paris, France. Credit: Bloomberg All this sounds similar to how ultra-luxe fashion brands such as Hermes operate. Yet, Vigna reckons Ferrari has even more going for it than the maker of pricey leather goods. His firm combines heritage with cutting-edge technology. It takes part in racing events such as the British Grand Prix on July 6, which are central to the brand's marketing. (Hermes organises a show-jumping tournament – classy, but less adrenaline-fuelled.) Chinese consumers, who have lately tightened their purse strings, account for just 8 per cent of Ferrari's sales, compared with as much as two-fifths at Hermes. Loading And Ferrari relies almost exclusively on the very rich, who are more insulated from downturns. A good chunk of revenue at Hermes comes from cheaper goods such as scarves, ties and perfume, much of which are sold to consumers who are wealthy, but not outrageously so. What could go wrong for the car industry's ritzy star? Some say that its price rises are already too aggressive. Further increases in production may eventually threaten the brand's perceived exclusivity. Revenue from personalisation has its limits. Ferrari also has one thing in common with more mundane car firms: the transition to battery power. The Elettrica, its first foray into that segment, will hit the road next year. The company recently doubled the size of its factory in Maranello, which will give it flexibility to make the electric vehicle without producing fewer of its current models. Yet other electric super-cars have been met with indifference. If Ferrari's fails to impress, the carmaker's pristine image could be damaged. Worryingly, on June 17, reports emerged that it would delay a second electric model by two years, to 2028. Vigna still has to solve his trickiest problem yet. The Economist
ArabGT
2 days ago
- Automotive
- ArabGT
Ferrari Bids V12 Goodbye with a Stunning Daytona SP3 One-Off
Ferrari's name has always been synonymous with supercar excellence, blending unrelenting performance with automotive artistry. Today, that legacy takes center stage once again with the return of the Ferrari Daytona SP3—reimagined in an extraordinary one-off version that celebrates everything the brand stands for: design, heritage, and the glorious roar of a naturally aspirated V12. An Automotive Masterpiece Like No Other Originally introduced as part of Ferrari's exclusive 'Icona' series, the Daytona SP3 already stood out as a design and performance marvel. But now, the Italian automaker is unveiling a very special version—serial number 600—of what was originally a 599-unit limited series. This additional car wasn't made for just any collector; it was created for a noble cause and will be auctioned globally for charity. It features a bespoke exterior color, applied only once and never to be repeated, enhancing its value and uniqueness even further. Drawing inspiration from the legendary endurance racers of the 1960s—particularly the Ferrari 330 P4—this SP3 blends vintage racing spirit with avant-garde Italian design. Every curve, intake, and line has been sculpted not just for aerodynamics, but to evoke emotion and admiration. A Naturally Aspirated V12 — The Beating Heart of a Dying Era At the core of this spectacular machine lies a 6.5-liter naturally aspirated V12 engine, mounted in the middle to honor Ferrari's most authentic performance DNA. With an astonishing output of 829 horsepower at 9,250 rpm and 697 Nm of torque, this powerplant ranks among the most formidable engines Ferrari has ever produced without turbocharging or hybrid assistance. The numbers speak for themselves: 0 to 100 km/h in just 2.85 seconds, a top speed exceeding 340 km/h, and a throttle response that delivers unfiltered, visceral emotion. It's not just fast—it's symphonic, offering a soundtrack no future electric drivetrain could replicate. Driver-Centric Interior: Purpose Meets Elegance Inside, the Daytona SP3 doesn't waste space on excess or distractions. Instead, it embraces a motorsport-inspired philosophy: fixed carbon fiber bucket seats integrated into the monocoque, with driver adjustments handled via the pedals and steering wheel. Lightweight materials dominate, reinforcing its track-focused intent. Yet, true to Ferrari's grand touring heritage, there's no lack of sophistication. Hand-stitched leather, refined detailing, and a fully digital interface strike a perfect balance between form and function, immersing the driver in a cockpit designed for pure engagement. Why Now? The Symbolism Behind the 600th Daytona SP3 Ferrari didn't build this 600th car for profit. It exists as a symbolic gesture—a tribute to the brand's storied history with naturally aspirated V12s, created just as the automotive world shifts toward electrification. Placing this final edition in a charity auction serves both as a celebration and a goodbye, offering collectors one final chance to own a pure V12-powered Ferrari of this caliber. Expected to command a multi-million-dollar price, this SP3 isn't just rare—it may well be the last of its kind. A final, emphatic chapter before the curtain closes on Ferrari's glorious naturally aspirated era. A Farewell Wrapped in Passion, Speed, and Sound The Daytona SP3 doesn't return to chase records or attention—it returns to make a statement. A tribute to an era defined by unfiltered power, mechanical purity, and the unmistakable wail of a V12 at full throttle. This isn't just a car; it's Ferrari's love letter to its most loyal fans and to a generation of performance that's fading into history. Is this the end of the mid-engine V12 Ferrari as we know it? Or will Maranello surprise us again before the final engine note fades? Either way, this SP3 ensures the story ends not with silence, but with a roaring crescendo.
Auto Blog
3 days ago
- Automotive
- Auto Blog
Ferrari Makes a One-Off Daytona SP3 Unlike Any Other
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. The Instant Modern Icon The Ferrari Daytona SP3 didn't have to try very hard to become a modern icon when it debuted in 2021. As the second member of Ferrari's ultra-exclusive Icona series, it combines a jaw-dropping silhouette with the soul of a racing legend. Beneath the sculpted body lies a 6.5-liter naturally aspirated V12 producing 828 horsepower, good for a 0-62 mph sprint in just 2.85 seconds. 0:01 / 0:09 Chevrolet says a next-gen Camaro is still possible. What could it look like? Watch More But the Daytona SP3 was always more than a spec sheet. It was a love letter to Ferrari's 1960s V12 prototypes – those mid-engined monsters that helped build the brand's legend. Of course, exclusivity came standard. Only 599 units were produced, all spoken for by Ferrari's most loyal clients. For most, owning one wasn't even an option. That changes this August at Monterey Car Week, where Ferrari is offering a one-of-a-kind Daytona SP3 to be auctioned for charity. It's unofficially the 600th car – Ferrari calls it '599+1' – and it's unlike any SP3 before it. Ferrari Tailor Made Went Bold Unlike the original 599 units, which were all individually commissioned by clients, this new car was entirely shaped by Ferrari's Tailor Made division, giving the team the license to go bold – and bold did they go. The result is a Daytona SP3 with a livery that breaks all the usual rules. It's finished in a bold yellow paired with exposed carbon fiber, not split traditionally across body panels, but asymmetrically off-center, and unmistakably intentional. The overall effect is loud, modern, and unlike any other SP3 before it. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Then there's the branding. Instead of the usual subtlety, Ferrari has spelled out its name directly across the car's length – half across the front, half across the rear – executed in a way the company has never done before. Down low, high-gloss black details replace the bare carbon fiber that's typical of the model, giving the car a more tailored, formal look. Inside, it gets even more experimental. The seats are trimmed in a textile made from recycled tires, patterned with a faint yet intricate Prancing Horse motif. The dashboard and steering column are finished in a grid-textured carbon composite borrowed from Ferrari's F1 program. Source: Ferrari One-Off, One Cause This unique Daytona SP3 will go under the hammer during Monterey Car Week at RM Sotheby's next month, with all proceeds benefiting The Ferrari Foundation. The funds will go toward global education projects, including the rebuilding of a wildfire-damaged school in California. Ferrari Daytona SP3 599+1 is, of course, a nod to the original run, and a reminder that even legends can stretch a little further when it's for the right reason. About the Author Jacob Oliva View Profile
