Latest news with #Misano
Times of Oman
4 days ago
- Automotive
- Times of Oman
Al Manar Racing's Al Zubair and Klingmann aim for sprint success at Misano in Italy
MUSCAT: Al-Manar Racing by Team WRT's Al-Faisal Al-Zubair and German team-mate Jens Klingmann return to Sprint Series racing action this weekend when they tackle the third round of the 2025 GT World Challenge Europe powered by AWS Sprint Series at Misano in Italy. The pair are tackling the Gold Cup category in their BMW M4 GT3 EVO and currently hold second in both the Drivers' and Teams' Championships following a fifth place and a victory in the two one-hour races at Brands Hatch in England and a pair of third-place finishes at Zandvoort in the Netherlands. Emil Frey Racing leads the way in the Teams' Championship on 60 points with Al-Manar Racing by Team WRT 18.5 points behind in second place and three clear of a tying Saintéloc Racing and Tresor Attempto Racing. Oman-based Al-Zubair said: 'I am really looking forward to going to Misano. It will be my first time racing there. My first time driving there was in March during testing and it was a track that I enjoyed. But I want to see what the racing is like there. We are currently second in the championship, so the most important thing is to collect points and make sure that we are completing the races. 'The target, as always, will be to go for the wins. The competition in Gold Cup has been extremely strong this year but I hope that we can give our rivals a good fight and also push for the overall positions as well.' This weekend's race meeting at Misano on the Italian Adriatic coast has attracted a record 44 entries across the various classes. It is the 11th consecutive year that the circuit has hosted the Sprint Series. Misano is officially known as Misano World Circuit Marco Simoncelli in memory of the local MotoGP rider, who lost his life in a crash in 2011. The 4.226km circuit is located close to the town of Misano Adriatico in the Rimini province and also hosts the MotoGP World Championship. Competition for Al-Manar Racing by Team WRT in Misano comes from the Saintéloc Racing Audi R8, the Garage 59 McLaren 720S GT3, Emil Frey Racing's Ferrari 296 GT3 and Tresor Attempto Racing's Audi R8 LMS GT3. Free practice takes place on the Italian circuit from 13.40hrs on Friday (July 18th) and precedes an hour of pre-qualifying from 19.20hrs. The first of the two qualifying sessions gets underway at noon on Saturday (July 19th) with Q2 following at 12.15hrs. The opening one-hour gets the green light at 20.15hrs. Sunday's action sees the second qualifying sessions scheduled for 10.25hrs and 10.40hrs, respectively, with race two getting started at 14.45hrs. TEAMS – latest Gold Cup standings 1. Emil Frey Racing 60pts 2. Al-Manar Racing by Team WRT 41.5pts 3. Saintéloc Racing 38.5pts 4. Tresor Attempto Racing 38.5pts 5. Garage 59 25.5pts 6. CSA Racing 9pts DRIVERS – latest Gold Cup standings 1. Chris Lulham/Thierry Vermeulen 60pts 2. Al-Faisal Al-Zubair/Jens Klingmann 41.5pts 3. Gilles Magnus/Paul Evrard 38.5pts 4. Sebastian Øgaard/Leonardo Moncini 38.5pts 5. Louis Prette/Adam Smalley 25.5pts 6. Arthur Rougier/James Kell 9pts
Yahoo
7 days ago
- 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 .
Car and Driver
10-07-2025
- Automotive
- Car and Driver
2026 Ferrari F80: Ferrarissima!
At a point where many internal-combustion engines are at or nearing their rev limit, the Ferrari F80's twin-turbocharged 3.0-liter V-6 is just getting limbered up for its manic scramble toward its 9000-rpm redline. The shift lights streak from the left across the top of the squared-off steering wheel, red and then blue, and you'd better pull the paddle for an upshift as soon as your brain registers the first flash of the LED, because the 888-hp peak arrives at 8750 rpm, and the rev limiter steps in at 9200. Your ears—including the parts assigned to the vestibular system—won't warn you of the impending rev cut because the V-6 sounds and feels like it'll keep pulling to 15,000 rpm, the limit for a contemporary Formula 1 car. That's not a coincidence, because the F80, like its predecessors all the way back to the 288 GTO, intentionally evokes F1. But there is a major difference—with 1184 horsepower, the F80 is more powerful than a modern F1 car. And that's why our first experience behind the wheel is at Misano World Circuit Marco Simoncelli, near Italy's Adriatic coast, rather than Ferrari's own Fiorano test track. The F80 needs room to roam, and Misano, a 2.6-mile MotoGP track, offers the long straights and fast corners to adequately exercise a car that generates 2315 pounds of downforce at 155 mph and employs real-deal racing brakes. Misano also has wide gravel traps and tons of runoff, which help tamp down the worries of both driver and manufacturer when the car in question is the latest in the line of elite-of-the-elite Ferraris and will likely cost $4 million to $5 million, depending on one's appetite for options on top of the $3,735,000 starting point. view exterior photos Charlie Magee | Car and Driver To set the mood, Ferrari has a 288 GTO and a 499P hypercar parked in pit lane, along with a handful of F80s—most of them painted in signature Rosso Supercar red, a deep shimmering crimson, but one looks absolutely menacing in glossy, dark, naked carbon fiber. We'll take one lap to warm up the tires, followed by three hot laps and a cool-down lap that isn't really necessary for cooling—even with a European heat wave sending track surface temperatures above 150 degrees Fahrenheit—but for recharging the hybrid system's battery. About that: The F80's 1184-hp total output includes 296 horsepower contributed by a trio of electric motors, with two on the front axle and one between the engine and the eight-speed dual-clutch automatic transmission. But that four-digit net horsepower stat includes a caveat, which is relevant only in the very specific case of continuous road-course lapping. We estimate the F80's usable battery capacity is roughly 1.5 kWh, which isn't enough to ensure that the electric motors can be fed under all circumstances, so on a track like Misano, you have to decide whether to go all-out for one lap or choose your spots to deploy the electric thrust to best effect, lap after lap, without draining the battery. Why not just use a bigger battery? For the simple reason that the added weight would make the car slower in every circumstance except continuous lapping. And the 799 lucky individuals who will own an F80 probably won't be entering their cars in endurance races. view exterior photos Charlie Magee | Car and Driver view exterior photos Charlie Magee | Car and Driver But here, with our repeated hot laps, we'll want to use Boost Optimization mode. To set it up, you drive the car on a lap of a given track, taking the proper lines, and it creates a map in its electronic brain and identifies where and for how long it should deploy full hybrid power to best effect—think rocketing out of corners rather than pulling hard through fifth gear down a straight. Ferrari has already mapped Misano, so we simply snug into the four-point harness, fire the engine, and head out. One of Ferrari's test drivers rides shotgun to call out track guidance. Despite a cockpit 2.2 inches narrower than that of the LaFerrari, which was no Cadillac Brougham itself, we both fit, thanks to the asymmetric seating arrangement. In the F80, the driver gets a real adjustable seat and the passenger sits on the padded carbon-fiber tub, slightly lower and rearward, so your shoulders don't line up with the driver's. Even the color scheme is asymmetric, with a red driver's seat and black upholstery on the passenger's side, a visual trick to imply a single-seater—or at least to spotlight the driver, who is presumably the kind of person accustomed to that sort of status. On the exterior, the roof, A-pillars, and tops of the doors wear dark colors, highlighting the teardrop shape of the cockpit against the wide, angular shoulders of the bodywork. You can order the whole thing body-color, but Ferrari would really prefer that you didn't. view exterior photos Charlie Magee | Car and Driver Out on the track, the first impression is of immense limits, especially under braking. This car is fitted with Michelin Pilot Sport Cup 2R tires developed specifically for the F80 (extra-strong shoulders, for instance, to cope with the tremendous downforce), and pure mechanical grip is bounce-your-helmet-off-the-window strong. Throw in a ton-plus of downforce, and prepare to make a noise like defective bagpipes as your breath is squeezed out of your chest by what Ferrari claims is more than 2.0 g's of deceleration off the front straight. The CCM-R Plus brakes, built by Brembo Racing and used on the 296 Challenge race cars, use long-strand carbon in the rotors and are able to dissipate heat four times as effectively as standard carbon brakes. Which means that, for all practical purposes, you can punish the brakes as hard as you like and you'll run out of fuel or tread before they show the slightest sign of fatigue. Those indomitable brakes are enhanced by active aero and an active suspension that cooperate to maximize grip at all times. Some street-legal cars that make big downforce tend to go a bit catawampus when braking off a straight into a hairpin because dive at the front end upsets the airflow under the car, which is crucial to maintaining downforce. This is not a problem for the F80, thanks to its Multimatic active dampers, which neatly zero out dive and keep the car's underbody square to the pavement even under ferocious loads. The trick dampers do not completely smother bumps and body roll, however—Ferrari deliberately tuned the car not to deliver a "magic carpet" ride, in the name of feedback. view interior Photos Charlie Magee | Car and Driver view interior Photos Charlie Magee | Car and Driver While the dampers are doing their thing, automatically adjusting ride height and attitude, the rear wing is constantly varying its angle of attack from low drag to high downforce, and the powertrain is seamlessly managing hybrid power deployment, torque vectoring, and the lag-free electrified turbochargers, among much else. The wild thing is that, from the driver's seat, the F80 feels straightforward and approachable. You're braking and steering and throttling out of corners at a preposterous pace, unaware of all the engineering magic that's optimizing the experience hundreds of times per second. It's easy to build a complicated car but orders of magnitude harder to make a complicated car feel simple. view exterior photos Charlie Magee | Car and Driver There are only a couple of places on Misano where you're really reminded of the F80's particular nuances. One of them is Turn 11, a sixth-gear right-hander that surely can be taken flat-out but was spooky even with a lift, simply because it's so fast. You just have to remind yourself that this car can corner harder in sixth gear than it can in second, and that's not the usual order of things. Also, on the corners leading onto straights, you can feel Boost Optimization kick in and then taper off, and there's definitely a big difference when that extra 296 horsepower goes away. But if you're doing one lap for glory, that's not an issue. Nor, paradoxically, is it where most F80s will undoubtedly record the bulk of their miles: the street. view exterior photos Charlie Magee | Car and Driver view exterior photos Charlie Magee | Car and Driver On the Road Waze should have a special "F80 in Italy" setting that avoids roads that are narrower than two car widths or more commonly used by tractors than automobiles. But if you do find yourself on such roads because you've screwed up Ferrari's meticulously planned route, the F80 is a surprisingly forgiving partner. It feels huge, yes—it's nearly two feet longer than its 288 GTO progenitor and 81.1 inches wide. But the steering is precise, and the view forward is defined by those big front fenders. As for the view to the rear, a wise man once said, "What's behind me is not important." Where you'd expect a rear window, there's instead a fitted suitcase snugged up against the roof. The rearview-mirror image is from a camera feed. If video from rearview cameras makes you queasy, turn it off and just drive faster. On the street, you always have all 1184 horsepower on tap because you'll never find a straightaway long enough to exhaust the battery. Ferrari claims 0-to-124 mph in 5.8 seconds, and the F80 feels every bit that quick when you pull out to pass a meandering Fiat Panda. The Multimatic dampers, set to their bumpy-road mode, do a great job of smothering lumpy pavement, and the front-axle-raise function is a godsend whenever you need to pull onto the shoulder. view exterior photos Charlie Magee | Car and Driver Moreover, all those design and engineering decisions made at the altar of speed—the towering rear wing that deploys at 50 mph, the carbon-fiber wheels, the S-duct at the front end that funnels air from the underbody up over the windshield—contribute to supreme visual drama on the street. The F80 just looks absolutely bonkers out there on a public road, its underbody venturis vacuuming leaves off the pavement and shooting them out into the slipstream aft of the diffuser, the blacked-out mask across the front end connoting an inhuman and possibly malevolent intelligence. Which, in a way, harks back to the glowering F40, a bedroom-poster car if ever there was one. But when it comes to Ferrari's halo cars, there's no template. They've had turbo V-8s, naturally aspirated V-12s, hybrid systems, and now a V-6 with all-wheel drive. They've looked sinuous and brutal and geometric, always of their era but also standing apart from it, privileged with a view from above. The F80 fits into that lineage of cars beholden to no preconceptions. It's neither self-consciously futuristic nor retro, but one glance and you know exactly what it is: the ultimate Ferrari. view exterior photos Charlie Magee | Car and Driver Futureproof What do you do when, 50 years from now, your F80 needs its high-voltage battery replaced? Ferrari has a plan for that, and it's already in effect for the LaFerrari. Ferrari will build you a new battery, sized for the F80's case, but use whatever modern chemistry is prevalent at the time. Given the progress in batteries, an F80 owner might reasonably expect their car to actually improve with age. Specifications Specifications 2026 Ferrari F80 Vehicle Type: mid-engine, front- and rear-motor, front/all-wheel-drive, 2-passenger, 2-door coupe PRICE Base: $3,735,000 POWERTRAIN twin-turbocharged and intercooled DOHC 24-valve 3.0-liter V-6, 888 hp, 627 lb-ft + 2 front AC motors, 141 hp and 89 lb-ft each, 1 rear AC motor, 80 hp and 33 lb-ft (combined output: 1184 hp; 1.5-kWh lithium-ion battery pack [C/D est]; 3.3-kW onboard charger) Transmissions, F/R: direct-drive/8-speed dual-clutch automatic DIMENSIONS Wheelbase: 104.9 in Length: 190.6 in Width: 81.1 in Height: 44.8 in Cargo Volume: 1 ft3 Curb Weight (C/D est): 3800 lb PERFORMANCE (C/D EST) 60 mph: 1.9 sec 100 mph: 4.0 sec 1/4-Mile: 9.0 sec Top Speed: 217 mph EPA FUEL ECONOMY (C/D EST) Combined/City/Highway: 14/12/18 mpg Combined Gasoline + Electricity: 40 MPGe Ezra Dyer Senior Editor Ezra Dyer is a Car and Driver senior editor and columnist. He's now based in North Carolina but still remembers how to turn right. He owns a 2009 GEM e4 and once drove 206 mph. Those facts are mutually exclusive.
Yahoo
15-06-2025
- Automotive
- Yahoo
Razgatlioglu seals Misano hat-trick as Rea crashes
Reigning World Superbike champion Toprak Razgatlioglu completed a hat-trick of victories at Misano by winning the second feature race. The BMW rider, 28, also won Saturday's opening race and Sunday's Superpole sprint race. Advertisement From pole position, Razgatlioglu dominated the third and final race of the weekend to move within nine points of championship leader Nicolo Bulega. The Turk will transfer to the MotoGP series in 2026, having signed a deal to ride a Yamaha for Prima Pramac Racing. From starting 10th on the grid, Italian Bulega finished almost 10 seconds behind, with Ducati team-mate Alvaro Bautista in third place. Northern Ireland's six-time champion Jonathan Rea was running in ninth position when he crashed out with 12 laps remaining. Razgatlioglu won the Superpole race earlier, which set the grid for the second feature race, ahead of England's Alex Lowes and Yamaha's Andrea Locatelli. Rea, who missed the opening three rounds of the season through injury, was seventh, while Bulega was taken out in a crash with Axel Bassani.
