To test the Ferrari LaFerrari, we traveled to Italy to the storied marque’s private track, Fiorano. Ferrari’s offer was this: We could either test there—or not at all. We chose to test.
The Fiorano circuit is almost 2 miles extended, a thirteen-turn rollercoaster built on what was once Italian farmland. Our usual testing venues, exactly where we gather our zero-to-60-mph occasions, quarter-mile acceleration, braking figures, and grip numbers are practically nothing like racetracks. Putting a auto via our battery of tests calls for a lengthy, flat straight, normally one particular more than a mile in length, as properly as a 300-foot skidpad to assess lateral acceleration.
But even when we test at our locations, Ferrari doesn’t just let us jump into its cars and test them. An engineer watches the proceedings and provides an typically-useful briefing on the subsystems of the automobile, and mechanics are there to swap out tires if needed. When asked why all the bother, Ferrari says it desires the test to go smoothly and becoming there guarantees that any problems that arise can be hammered out that day. Each and every modern Ferrari we’ve tested with the factory’s expertise also had the automaker’s personal test gear inside the automobile to record what we’re performing and, as they inform us, as a backup should our own test equipment fail. We find this “generosity” totally unnecessary, however, and, aside from a current McLaren 650S test, no other manufacturer proctors our regular battery of tests, and we test much more than 200 cars per year.
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The Outcomes: Apply an Asterisk as You Deem Fit
to 60 mph: 2.5 sec
to 25 mph: 4.8 sec
to 150 mph: 9.8 sec
Standing ¼-mile: 9.8 sec @ 150 mph
Full disclosure: The Fiorano track introduces key limitations to our usual testing procedures. The straight has a slight kink in it as you pass below a bridge, and there’s not much space to accelerate beyond the quarter-mile. C/D procedure calls for running in 2 directions to offset any potential elevation adjustments and the effects of wind. Fiorano’s straight is ever so slightly downhill, but at least there was tiny to no wind on our test day. Ordinarily, we’d either reject the testing venue or we’d run in each directions and typical the benefits. Operating the straight in 2 directions is impossible, according to Ferrari, and reversing the FIA-authorized racetrack would apparently poke the bureaucratic monster that guidelines over Italy. Or we might hit the bridge. Either way, that wasn’t happening. So we had been unable to typical our very best runs in every path and have to use the greatest in one path here. The outcomes, we have to note, are uncorrected for ambient conditions, meaning they’re representative of what the LaFerrari did on this particular day. It’s the very same policy we applied to our 2003 test of the Enzo, and, in any occasion, the weather correction wouldn’t have impacted the LaFerrari numbers much at all.
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That’s it with the caveats—apply an asterisk as you deem fit—but at Fiorano the LaFerrari developed the quickest acceleration to 150 mph of any production automobile we’ve ever tested. To 150 mph, the LaFerrari is a full 1.5 seconds quicker than the early Bugatti Veyron 16.4 we tested in 2008. Place up against the Porsche 918 Spyder, the LaFerrari traverses the quarter-mile in the identical 9.8 seconds, but the Ferrari is going 150 mph at the traps versus the 918’s 145.
Generating the overall performance even far more outstanding is that the LaFerrari is rear-wheel drive. Ferrari’s launch handle is easy to actuate and rips off constant runs, but the 918’s 4-wheel drive offers it an initial benefit. So the LaFerrari’s 2.5-second -to-60 romp can’t match the Porsche’s 2.2-second time to 60 mph. Initial traction gets the 918 to 60 in 114 feet the LaFerrari requirements 119. Still, the LaFerrari is pushing on your chest with a complete g of force through 70 mph and it doesn’t taper off much right after that. In the rolling 5-to-60-mph test, which removes the aggressive launch, the LaFerrari posted a 3.-second time.
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Beyond 60 mph, the 3489-pound LaFerrari’s superior power-to-weight ratio allows it to start to pull away from the 3724-pound 918. The Ferrari’s combined 950 horsepower yields a 3.7-pound-per-horsepower ratio every single of the 918’s horses moves 4.2 pounds. In the Ferrari, the century mark passes in a what-the-hell-was-that 4.8 seconds—one-tenth quicker than the 918. And there’s the aforementioned benefit to 150. At one particular of our typical testing venues, we could have pushed properly previous 150 mph, but at Fiorano we had to be tough on the brakes a blink right after the speedometer indicated that speed.
At least the LaFerrari’s braking numbers don’t demand any hemming or hawing. There’s sufficient of a flat and even surface prior to Turn Twelve to execute our 70-to–mph test. Stops from 70 took only 136 feet, and the LaFerrari hooks to the ground as if it stubbed its toe. Regenerative braking can erase up to .4 g of braking force, but the big carbon-ceramic rotors are the principal retardants. Stops are repeatable and extremely stable due to the dynamic aero that flips up the air brakes below serious deceleration. Pirelli P Zero Corsa tires created for the LaFerrari are the only rubber obtainable. When asked if Pirelli’s stickier Trofeo R rubber was regarded as, an engineer quipped, “Our owners may have to drive residence in the rain.” A clear criticism of the slick tires that Basic Motors puts on the Camaro Z/28, and not the initial time Ferrari personnel commented to us on the Z/28’s rubber. We’ve driven the Z/28 in the rain, although, and it’s not impossible. Which leaves us dreaming of a LaFerrari on Trofeo Rs.
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