Following in the footsteps of the 288 GTO, F40, F50, Enzo, and LaFerrari, the F80 has arrived to mark 80 years of arguably the most famous car company in the world. Like its predecessors, the F80 has to set the pace, quite literally, for the next decade of Ferrari supercars. Launched at the start of Ferrari’s Finali Mondiali 2024, a celebration for the Scuderia Ferrari race division, it sets the tone immediately about this new hypercar’s ambitions. Implementing F1 and Le Mans-winning technology has meant controversial changes — such as ditching the V12 — but is the F80 a worthy successor to the LaFerrari? Let’s take a deep dive into the most advanced car Ferrari has ever made. 

Performance

Performance is the name of the game with the new F80, boasting a combined power output of 1,183 bhp from its twin-turbo V6 and three electric motors. The 3.0-litre, 120-degree V6 engine is an evolution of the one in the 296 GTB, but features components from the 499P Le Mans racer, such as the crankcase, bearings, and injectors. As such, the “F163CF” power plant now makes an astronomical 888 bhp at 8,750 rpm and 627 lb-ft (850 Nm) of torque at 5,550 rpm. Lagless acceleration is promised thanks to the use of electric turbochargers, which feature an electric motor on the turbine shaft to instantly get the turbos to maximum boost.

The F80 uses one electric motor at the rear, and two at the front driving each wheel to provide all-wheel drive and allow torque vectoring to increase agility — so much so that Ferrari opted against fitting the car with rear-axle steering. The front-axle motors add 282 bhp, with the rear motor adding a further 80 for the grand total of 1,183 bhp.

All the electric motors play a part in energy recovery for the hybrid system, with the F1-derived “Motor Generator Unit-Heat” capturing excess heat from the turbo wastegates to recharge the battery. The 2.3kWh battery is only for outright power, which means the F80 cannot be driven on electric power alone.

The engine sends its performance to the rear wheels through an eight-speed twin-clutch gearbox with variable torque curves, meaning that the redline of the F80 can alternate by a few hundred rpm depending on which gear is selected. Another intelligent feature is the “Boost Optimisation” mode, where the car can learn which corners and straights to deploy boost while on a reconnaissance lap, for maximum performance during a fast lap. In its most potent setting, the F80 does 0-62 mph in just 2.15 seconds, and reaches 124 mph in only 5.75 seconds. The top speed is electronically limited to 217 mph — just like its closest competitor, the rear-wheel-drive-only McLaren W1. The F80 has the grip advantage over Woking’s latest supercar, but it also weighs more at 1,525 kg.

Design and Aero

The influence of the legendary F40 is clear to see in the F80's silhouette, especially in the high shoulderline and around the nose of the car. The rear wing is also an ode to the F40 and F50. but the most distinctive and divisive styling feature of the F80 is something that’s shared with the 12Cilindri — a black strip connecting both headlights. Flavio Manzoni, Ferrari’s head of design, says it is a modern rendition of design cues from the past. We do not know if the black strip is a compulsory or optional feature, but it has been splitting opinions already. 

The F80 gets an active S-duct at the front, as first introduced on the 488 Pista. The S-duct takes air from underneath the car and directs it over the carbon monocoque, providing downforce. Together with the other aerodynamic features, the front of the car alone generates 450 kg of downforce. Air is channelled for cooling too, with two openings that send air through the crash structure of the car to cool the massive 408mm Brembo brakes. 

The carbon-fibre monocoque of the F80 is unique, with an asymmetrical design for a better aero profile underneath the car. The side features a modern rendition of NACA ducts just behind the door, providing cooling towards the engine. The rear is my favourite part of the F80, featuring a central exhaust made from Inconel, which should provide a similar tone to the fast-revving V6 of the 296 GTB. The engine cover also has six openings for cooling, which are a nod to the number of cylinders. The long tail body plays host to a massive active rear wing which can pivot backwards and forwards to increase or reduce drag, depending on how the car is being driven. Also providing downforce is the rear diffuser which extends 1.8 metres underneath the car, making it the largest diffuser ever on a Ferrari. In combination, the front S-duct, diffuser and rear wing produce a total of 1,000 kg of downforce — exactly the same as the McLaren W1.

The wheels are a staggered set — 20-inch at the front and 21-inch at the rear — featuring the first five-spoke carbon-fibre wheels Ferrari has ever made. These are wrapped in Michelin Pilot Sport Cup 2 or Cup 2 R tyres, sized at 285/30 R20 at the front, and a girthy 345/30 R21 at the rear. 

The suspension is a big talking point of the F80. All four corners of the chassis get an active suspension managed by a 48-volt system, negating the need for anti-roll bars and keeping the car flat around a racetrack. The electric system can also change and adjust the camber front and back to provide the maximum amount of grip from the tyres. The suspension is made from 3D-printed aluminium, used to save as much weight as possible. 

The new suspension should not only be exquisite on a racetrack, but also supple enough for any road driving you may do in the F80. The first time Ferrari used active suspension was in the Purosangue, and the F80 uses an evolution of the same system to give it better handling dynamics on the road – something that was critiqued about the AMG One and the Aston Martin Valkyrie. The trick damping and camber adjustment should help the F80 be usable on the road, while being just as fast on the track. In total, there are around 13 electric motors in the F80, emphasising the sheer complexities of this car. All these technological advancements mean the F80 set a time of 1 minute and 15 seconds around Fiorano — 4 seconds faster than the LaFerrari and 2 seconds faster than the SF90XX Stradale. 

Interior 

The interior is completely different from any other Ferrari of the past. Due to the asymmetric carbon monocoque, the driver actually sits a little bit ahead of the passenger. In a bizarre 1+1 seating configuration, the driver’s seat moves backwards and forwards, while the passenger seat is fixed in place and made of padding that is fixed directly to the chassis. The passenger appears to be an afterthought in the F80, with the interior having a very driver-focused cabin. The driver also gets a brand new steering wheel, reminiscent of the LaFerrari in its square-ish shape. However, the F80 gets the new E-Manettino (drive mode selector) which allows the driver to choose between Wet, Sport, Race, CT off and the forever daunting ESC off drive modes.

The Start/Stop button is a touch panel, however, Ferrari has listened to its customers and the new wheel now features physical buttons for wipers and headlights instead of touch panels — a welcome change. The driver’s display is also new, though in my opinion it does not look very futuristic, with some thick bezels around the screen. The H-pad gear selector is also back with the F80, an ode to open-gate manual shifters of the past. The passenger gets some attention with a digital display, which is now standard on almost all Ferraris. Above the passenger display is an exposed crash structure, similar to what we first saw on the Lamborghini Sesto Elemento.

Ferrari is only making 799 examples of the F80, each costing upwards of £3 million. Unfortunately, there’s no reason to call your local Ferrari dealership as all of them are sold already. When the LaFerrari was unveiled, it cost a mere £1 million, but has vastly appreciated over the last few years with examples frequently advertised around the £4 million. Ferrari may have factored in some of that appreciation with its punchy initial price. 

It is only logical to draw a comparison between the F80 and the recently unveiled McLaren W1. I presume the McLaren will be quicker around a track, having more power and being lighter than the F80. However, it may take a lot more skill to extract the best from the W1, with it being only rear wheel drive.

The F80 should be the more approachable car, with enough technology to suit the amateurs and the pros. In terms of straight line speed, the F80 is quicker to 62 and 124 mph due to its all wheel drive system, but both cars have the same 217 mph limited top speed. The McLaren also has a V8 instead of a V6, which may sway potential buyers towards the car from Woking, Ferrari is also making double the number of cars when compared to McLaren, but nobody minded when they made over 1,300 F40s between 1987 and 1992.

The F80 may not be as pretty as the LaFerrari that came before it, but it is a technological marvel — almost like a science fair on four wheels, with a dual personality of an approachable road car and a brutal track weapon. With some of the most advanced tech in any road-legal car, the F80 earns its place alongside the likes of the Aston Martin Valkyrie, McLaren W1, and Mercedes-AMG One. With its latest hypercar, Ferrari has shown its definition of the ultimate road car. I can’t help but wonder how they’ll top it in 10 years' time.