Latest news with #FerrariF430
Time of India
4 days ago
- Automotive
- Time of India
Dreaming of purchasing a Ferrari? Now you can own a replica for just Rs 7.5 lakhs; check out details here
Ferrari is a dream car for almost every car enthusiast, but the steep price often makes it impossible for many to purchase it. But what if we told you that now you can buy your dream car at just Rs 7.5 lakh? Sounds bizarre, right, but it's possible. Here's how: keep reading. According to Car Wale, Ferrari car prices start at Rs 3.50 crore and go up to Rs 10.50 crore (avg. ex-showroom). The prices for the top 5 popular Ferrari cars are Ferrari Purosangue SUV Price: Rs. 10.50 Crore Ferrari 296 GTB Price—Rs. 5.40 Crore Ferrari Roma Price—Rs. 3.76 Crore Ferrari F8 Tributo Price—Rs. 4.02 Crore Ferrari Portofino Price—Rs. 3.50 Crore. Ferrari cars in India and other details Ferrari has two dealers in India; one is located in Mumbai and the other in New Delhi. The company has a wide range of products or cars to choose from, including: 812 Superfast 812 GTS, SF90 Stradale F8 Tributo 488 Pista 488 Pista Spyder GTC4Lusso GTC4LussoT Portofino Monza SP1 Monza SP2 How can you buy a Ferrari at Rs 7.5 lakhs only? The catch here is that it's not a genuine Ferrari but a replica of the Ferrari F430 available at this affordable price range. This particular listing of the Ferrari F430 replica has been shared on Facebook Marketplace. According to CarToq, the owner of the car revealed that the Ferrari replica is based on a 2003 Toyota Corolla Sedan. Not only this, but the most interesting part is that it was designed by Dilip Chhabria (DC) in 2017 in Mumbai. The vehicle is currently located in Gujarat. Ferrari F430 replica for sale: Check out features and more In the listing, the owner of the Ferrari F430 replica mentions that the car is a two-door one but can seat four people. Originally, it was built as a show car; it is rented out for weddings and special events. According to the owner, the vehicle earns Rs 25,000 per rental, and he also added that the reason why this vehicle is being sold is that his family is shifting to the United States of America. As per the report, the owner had put out the car for sale on Facebook Marketplace with an asking price of Rs 10 lakh. A look at the current condition of the car The images of the car show that the vehicle looks to be in decent condition. The overall design of this car is inspired by the Ferrari 430, closely resembling the original. However, like many affordable replicas, its proportions aren't exact, making it look noticeably smaller than the real vehicle. At the front, it features projector headlights with the blue LED daytime running lights. At the rear, the car is equipped with quad-barrel taillights, a sporty rear bumper, and a large rear windscreen that looks like Ferrari's engine bay view. Note: Since this replica is actually based on a 2003 Corolla, it doesn't have a rear engine; instead, the rear window reveals the parcel tray. Ferrari F430 replica is powered by a 1.8 L four-cylinder petrol engine This Ferrari F430 replica is powered by a 1.8-litre inline four-cylinder petrol engine, delivering 125 bhp and 158 Nm of torque, paired with a 5-speed manual transmission. In contrast, the genuine Ferrari F430 features a powerful 4.3-litre naturally aspirated V8 engine that produces 490 bhp and 465 Nm of torque. FAQs Q. What is the price of the Ferrari F430 replica? The Ferrari F430 replica is listed at Rs 7.5 lakh, discounted from the original asking price of Rs 10 lakh. The vehicle is being sold as-is, and the new owner will need to invest approximately Rs 40,000 for necessary repairs and maintenance. Q. What is the history and purpose of this Ferrari F430 replica? This Ferrari F430 replica was originally built as a show car and has been rented out for events such as weddings and special occasions. For the latest and more interesting auto news, keep reading Indiatimes Auto.
Wales Online
08-06-2025
- Automotive
- Wales Online
Andy Murray's regret at worst investment from £110million net worth in two-week U-turn
Andy Murray's regret at worst investment from £110million net worth in two-week U-turn Andy Murray boasts a massive net worth estimated at £110million, but having the funds to afford one luxury purchase wasn't enough to deter him from ditching it soon after Andy Murray is estimated to have a nine-figure net worth, but riches weren't enough to convince him to keep one luxury buy (Image: Getty Images ) Tennis legend Andy Murray's brief fling with his Ferrari ended abruptly as he decided to part ways with the sports car shortly after purchasing it. The Scot, who turned pro in 2005, began making his mark on the ATP Tour early on and won eight tournaments in his first three years. However, 2009 marked a significant shift for Murray, who secured six tournament wins that year, including two ATP Masters 1000 events. With his prize money mounting and an additional two victories in 2010, upgrading his wheels was high on his agenda, particularly after passing his driving test that year. The Glaswegian has the means to buy any car on the market considering he boasts a net worth of £110million. That's according to the tennis icon's rank on the latest Sunday Times Rich List, which was released just last month. While he learnt to drive in a Volkswagen Polo, Murray felt a more flashy motor would be fitting given his burgeoning success on the tour, leading him to shell out £177,000 on a red Ferrari F430. Despite the allure of the luxury vehicle, he chose to sell it after a swift U-turn. In addition to the eye-watering price tag, he also reportedly had to fork out £100,000 for the car's insurance. That was due to him being deemed 'high risk' by insurers due to being under 25, male and a new driver at the time. He disclosed in a 2016 interview that the attention he garnered from driving the car played a crucial role in his decision to let it go. And it ended with him reverting to a much more modest model. Article continues below Murray parted ways with his Ferrari F430 after only a few months (Image:) "When I started to do quite well on the tour I thought I'd treat myself to a bright red Ferrari," he told The Telegraph. "I had always had a soft spot for them as a car brand and, when I was in the position to afford one, I decided to go for it. "However, I had to pay an incredible amount to get insured on it and, after a couple of weeks of driving it around, I realised it wasn't quite my style." He added that the compact size of the car posed challenges when he wanted to drive friends around. And he couldn't even fit his tennis gear into the Italian machine, which helped confirm his decision to ditch it. "I'm not flash by any means, but a bright red Ferrari is a definite head-turner and I hated that," Murray added. "It was also incredibly impractical, particularly when it came to finding space for a friend or for my tennis bag, so I decided to sell it after a few months." The Scot still owns the Volkswagen Polo he learnt to drive in (Image: Getty Images ) Article continues below It was a full circle moment for Murray, who initially splashed out £200,000 on an Aston Martin. That's before he reverted back to the VW Polo he learnt to drive in, which remains in his ownership more than 15 years on. It speaks to Murray's humble nature that he still owns that car despite boasting a nine-figure net worth. But that doesn't mean he hasn't come to appreciate other luxury models in recent years. His current collection is understood to include a Mercedes AMG GTS, which reportedly came with a tennis ball paint job. He's also believed to own a Tesla Model X, Jaguar I-Pace and a BMW i8.
Daily Record
08-06-2025
- Automotive
- Daily Record
Andy Murray was forced to sell dream Ferrari with eye-watering insurance after hating it
Sports icon Andy Murray was just a few years into his career as a professional tennis player when he decided to splash out on a luxury vehicle, but he soon came to regret it Andy Murray's brief fling with his Ferrari ended swiftly as the tennis star sold the luxury car only a few months after purchasing it. The Glasgow-born superstar, who turned professional in 2005, quickly made a name for himself on the ATP Tour and secured eight tournament victories in his first three years. However, 2009 marked a turning point for Murray, who clinched six tournament wins that year, including two ATP Masters 1000 events. With his prize money mounting and an additional two victories in 2010, upgrading his vehicle was on his agenda, particularly after passing his driving test that year. While he learnt to drive in a Volkswagen Polo, Murray felt a flashier car would fit given his burgeoning success on the tour, leading him to splurge a hefty £177,000 on a red Ferrari F430. Despite the allure of the vehicle, he didn't keep it for long and chose to sell it just a few months later. In addition to the eye-watering price he paid for it, he also had to fork out £100,000 for the car's insurance. He was labelled 'high risk' by insurers due to being under 25, male and a new driver at the time. In a 2016 interview with The Telegraph, he revealed the attention he garnered from driving the car played a significant role in his decision to part ways with it. And it led to him changing the vehicle out for a more understated model. "When I started to do quite well on the tour I thought I'd treat myself to a bright red Ferrari," said Murray. "I had always had a soft spot for them as a car brand and, when I was in the position to afford one, I decided to go for it. "However, I had to pay an incredible amount to get insured on it and, after a couple of weeks of driving it around, I realised it wasn't quite my style." He further explained that the compact size of the car posed challenges when he wanted to drive friends around. And it proved to not fit his means considering it wouldn't even accommodate his tennis gear. The Glaswegian was a no-frills kind of player throughout his career, and it's clear that attitude extends to his personal life too. And aside from the practicality, or lack thereof, Murray was clear the Italian stallion simply didn't suit him. "I'm not flash by any means, but a bright red Ferrari is a definite head-turner and I hated that," he continued. "It was also incredibly impractical, particularly when it came to finding space for a friend or for my tennis bag, so I decided to sell it after a few months." It was a full circle moment for Murray, who initially splashed out £200,000 on an Aston Martin before reverting back to the Polo he learnt to drive in. And that everyday run-around remains part of his car collection more than 15 years later. It's a testament to Murray's down-to-earth nature that he still has that car despite boasting a reported net worth of around £110million. That's according to his position in this year's Sunday Times Rich List. Among the other cars in his collection is a Mercedes AMG GTS, which reportedly came fitted with a tennis ball paint job. And he also owns a Tesla Model X, a BMW i8 and a Jaguar I-Pace.
Yahoo
08-04-2025
- Automotive
- Yahoo
A Texan Ostrich Biting Boris Johnson At A Drive-Thru Safari Park Is Justice For His Awful Car Writing
There's something unnerving and completely unnatural about an ostrich. Birds aren't supposed to be that big, and nothing they do can convince me otherwise. Well, almost anything. I'm now officially Team Ostrich after one of them attacked Boris Johnson, the disgraced former British Prime Minister, Brexit supporter, sole human alive whose haircut would actually be improved by a Flowbee, and, most iconically to us, absolutely awful car writer. I bet the ostrich would do it again, too. You'd think Johnson would be too ashamed to show his face in public, but apparently he thought he'd be safe in Texas, since no one there outside of Austin can read. And yet, the Daily Mail reports that while driving through one of those animal safari parks with his multi-decade-younger wife and their three kids, one of whom is only a year old, an ostrich took it upon itself to remind Johnson that couldn't have been further from the truth. You shouldn't have been so horny for the cars, Boris. Maybe the ostrich was still upset about the cost-of-living crisis that Johnson helped cause in the UK, but since it attacked him in a car, I have to conclude it was at least partly related to Boris' time as the world's worst automotive journalist. Read more: These Are The Dumbest Looking Cars Of All Time, According To You Now, you don't exactly have to be an award-winning writer to get a job writing about cars. If you did, I certainly wouldn't be in the second decade of my career as an automotive journalist. But Boris had a way of writing about cars that could make you physically uncomfortable just reading his words. For example, while reviewing the Ferrari F430, he wrote, "It was as though the whole county of Hampshire was lying back and opening her well-bred legs to be ravished by the Italian stallion." Eww, Boris. Gross. No, thank you. Johnson wasn't just weirdly, uncomfortably horny for the cars, either. He also had a reputation for racking up parking violations, getting loaner cars impounded, and expecting anyone other than himself to take care of the fines. Considering all that, would it also surprise you to learn his editors at GQ also claim he regularly turned in his articles late and couldn't even be counted on to remember what color car he had been given? And yet, he managed to keep getting paid, all while writers who actually took their jobs seriously struggled to earn enough money to cover their bills and put food on the table. Then again, would you expect anything other than entitlement and incompetence from an Eton grad? Even though it's trapped in Texas, there are probably at least a few million people in the UK who are jealous that ostrich had the courage and opportunity to do what they only wish they could. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
Yahoo
24-03-2025
- Automotive
- Yahoo
Maserati MC20 review: This elegant supercar is a welcome blast from the past
You can order your new top-model Maserati in three forms; coupé, convertible and Xtreme for racing circuits only. For the purposes of this review I chose the roadgoing version in preference to the track special, the coupé in fact since the drophead (or Cielo, in Maserati-speak) at the test day had made hard contact with a wall. This was a shame, as the weather was beautiful. The coupé is listed at £227,930 but this example weighed in at £296,155 including the carbon-fibre pack (is carbon-fibre a premium material?), Giallo Genio paint, blue brake calipers to contrast, a Sonus Faber sound system and the Maserati trident logo stitched into the seats. We can discuss whether Maserati should be charging £550 for heated seats on a car costing almost a third of a million. Likewise £3,250 extra for a nose lift on a car that sits so low that it will beach itself on the average sleeping policeman, or more than £1,000 for a blind-spot alert on a car with parlous over-the-shoulder views. Once the indignation has faded (it takes a while) there's time to admire the view. This car has been on sale for four years, but head designer Klaus Busse has produced a fantastic piece of industrial design, proper fast-looking, but with a blast from the past. Ferrari F430 perhaps? Maybe even a 1970s Maserati Bora? Either way, it's old-school elegant and curvaceous and you don't need that yellow paint, because from Neptune's Trident on the grille to the aerodynamic Kamm tail lip at the back, the MC20 is a gorgeous interpretation of the mid-engined supercar mien. While Maserati is busy building battery electric versions of everything else it makes (the Grecale SUV and GranTurismo coupé and cabriolet), the MC20 remains petrol-powered for the moment. The engine is a twin-turbocharged, dry-sump 90-degree V6 (called Nettuno, or Neptune in Italian) mounted on the bulkhead behind the seats in line with the car. It's a twin-spark unit, with one of the spark plugs firing into a combustion prechamber which helps complete combustion; it's a system used in Formula 1 engines. The fuel-injection system is a hybrid port and direct injection with the piston compressing the air-fuel mixture into the prechamber before firing, which is claimed to reduce emissions and help reduce fuel consumption. Behind the engine is an eight-speed, twin-clutch gearbox which hangs slightly behind the rear axle line and incorporates an open differential driving the rear wheels, although our test car was fitted with £2,150's worth of electronically-actuated, limited-slip differential. It's difficult to understand why, with 621bhp of power and 538lb ft of torque transmitted to the rear wheels, you'd elect to use a technically inferior open differential. The carbon-fibre bodyshell is developed by Dallara and loosely based on that of the Alfa Romeo 4C, with all-wishbone suspension which has a single top link. It's 4,669mm long, 2,178mm wide if you include the door mirrors (1,965mm if you don't), 1,224mm high and has a 2,700mm wheelbase. Pack light as the luggage space is only 100 litres, with an additional 50 litres under the rear engine cover. It weighs 1,475kg although that's a dry weight; oil, water and a driver will take it comfortably over 1.6 tonnes. Some specialist road tests have placed the MC20 nearer 1.7 tonnes, which is more than some plug-in hybrid (PHEV) rivals with their weighty batteries. Scissor doors add a sense of occasion and make it easier to climb in than rivals but, having tested Maseratis for more than a quarter of century, the interior feels disappointing. Yes, it's stripped-for-action with motorsport fake suede and bright raised stitching, but there's none of the more traditional gorgeous luxurious leather of old. The centre digital instrument binnacle is clear, but there's too much information being conveyed. It also contrasts in design and fonts with the central touchscreen, which is tricky to use. There's plenty of space for the two occupants. The domed roof provides plenty of head room and, being 6ft, I found loads of adjustment to spare, at least until the seat clacked alarmingly as I reduced it to its lowest setting. Someone has lost a pen or it's the structure of the seat; I never found out. The steering wheel is adjustable and the view out of the front over the low scuttle, between the wheel arches, feels as though you are lining up Arnage corner at Le Mans rather than an exit on the M25. The sense of control is profound, well apart from the pedal box which defies those with large feet (me) to avoid hitting both pedals at once; dainty left-foot braking starts here… The huge fixed gearchange paddles feel lovely, but it's a bit of blind man's buff to work out the operation of the indicator and wiper stalks. And is there a radio volume control anywhere? If so, I never found it. The clickety clack of gravel thrown up into the carbon-fibre wheel arches, combined with the bodyshell stiffness of a kryptonite lintel, makes the MC20 feel race car-like as you manoeuvre around the car park with the nose raised. The softest GT setting is just about up to the job of coping with the average British pitted and pothole-strewn country lane, but this car needs an A-road to give of its best, if only because of its size. At low speeds, the engine is buzzy and fizzy, and not particularly memorable. You need to apply some revs to start running with the bulls. Past 4,000rpm and it's making gulping slurping noises behind your head, 6,000rpm and the Minotaur is unleashed, while at 8,000rpm it's bellowing through the carbon-fibre body tub like someone trod on its tail. With no hybrid system to fill in the gaps in the power delivery, there's a bit of turbo lag, but you get used to driving around it using the gear-change paddles. Gosh this is a fast car, not just in numbers, but in the margins, too. The twin-clutch gearbox slams in the ratios if you are so moved, but avoid the most extreme Track mode and settle on the milder Sport setting with the suspension on soft, then short-shift upwards and the whiplash torque has you staring out of the windscreen, eyes wide and neck craning for the next corner. The body's rigidity allows the MC20 to have a soft suspension where it counts, so the impression is far from the occasionally twitchy response of hybrid rivals, but supremely controllable and intuitive. The steering feels beautifully passive and stable, but accurate as well. The result is a sort of hyper-reality, almost like driving a simulator, but old-fashioned and understandable. On a racing circuit, with a stopwatch, it seems likely that the more powerful hybrid McLaren or Ferrari rivals would lap a little faster, but who would be having the most fun? The MC20 is old-school in looks, performance and feel, but it's none the worse for that even if it is rather expensive in its class. Its responses are intuitive and (mostly) progressive and the relatively simple drivetrain makes it easy to understand and drive briskly without frightening the driver. As they say in Italy, il genere drammatico – surely that's what it's all about, isn't it? On test: Maserati MC20 Body style: two-door two-seat mid-engined coupé On sale: now How much? from £227,930, £296,155 as tested How fast? top speed 202mph, 0-62mph in 2.9sec, 0-124mph in 8.8sec How economical? 24.6mpg (WLTP Combined), 19mpg on test Engine and gearbox: 3,000cc 90-degree V6 twin-turbo petrol, eight-speed twin-clutch gearbox, rear-wheel drive Maximum power/torque: 621bhp @ 7,500rpm/538lb ft @ 3,000-5,500rpm CO2 emissions: 261g/km VED: £2,745 first year, £600 next five years, then £190 * *These rates are set to increase after 1 April 2025, but detailed rates haven't yet been published. Warranty: three years unlimited mileage with servicing, extendable (at cost) to 10 years Pretty fabulous hard-top Berlinetta mid-engined plug-in hybrid, mustering 818bhp when the 6kWh lithium ion battery joins the 3.0-litre 120-degree V6 twin-turbocharged engine. Top speed is 205mph, with 0-62mph in 2.9sec. Very similar specification and performance to the Ferrari, but likeable despite its disastrous launch and slow sales. Under new boss Michael Leiters there have been a host of small changes to sharpen this mid-engined PHEV supercar. Launched this summer, this V8 plug-in hybrid (PHEV) replaces the Huracán although the 789bhp engine is closely related to the unit in the PHEV Bentley Continental GT and Flying Spur. A 3.8kWh battery boosts power to 907bhp, with a 0-62mph time of 2.7sec and a 213mph top speed. Broaden your horizons with award-winning British journalism. 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