Ferrari Dino 'Evo'

Ferrari Dino ‘Evo’ review: a red rag to the purists

Ferrari Dino 'Evo'

Ferraris are works of automotive art, says conventional wisdom; modifying one is like daubing Dulux on the Sistine Chapel. Not that Kevin O’Rourke seems concerned. His Ferrari Dino ‘Evo’ was among the star cars at London Concours last summer, while another Dino built by his company, Mototechnique – the 400hp, F40-engined ‘Monza’ – earned a thumbs-up from Jay Leno and made the cover of Octane magazine. Is nothing sacred?

Launched in 1968, the Dino was named after Enzo Ferrari’s beloved son, Alfredo (known as ‘Alfredino’), who died of muscular dystrophy aged 24. It was Maranello’s first mid-engined road car, although it never wore the prancing horse badge (many owners added them subsequently). It was also the first ‘junior’ Ferrari, a since-unbroken bloodline that leads to the new F8 Tributo.

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The original Dino 206 GT had a 2.0-litre 180hp V6, swiftly upgraded to 2.4 litres and 195hp in the 246 GT. The Evo, as you’d expect, packs a somewhat bigger punch. Its 3.2-litre V8 hails from a Ferrari 328 and uses Bosch electronic fuel injection from an F355, along with uprated driveshafts and a hydraulic clutch conversion. The result is 300hp and vastly improved reliability. “I’ve driven the car to Austria for skiing holidays and competed in three European road rallies,” confirms Kevin.

Ferrari Dino 'Evo'

The Dino’s voluptuous lines remain intact, and rightly so. The only additions are a roll cage to boost rigidity, a bespoke ‘Evo’ badge in the same angular script as Dino’s signature, plus a set of gold Ferrari 360 alloys – needed to accommodate the 360 brake discs and calipers. “Most people don’t like the wheels,” Kevin admits. The paint is a lustrous candy-flip, created by layering dark metallic red over a silver base.

I tug a delicate chrome latch and open the dainty door. The Dino’s cabin is snug and driver-focused, with simple white-on-black Veglia gauges, an evocative open-gate manual gearbox and a dashboard swathed in race car-style flock by O’Rourke Coachtrimmers, owned by Kevin’s son. Concessions to comfort aren’t immediately obvious, but include power steering (which can be dialled-down for track days) air conditioning and a power socket for a mobile phone.

The engine fires with a brusque bark and I ease gingerly into west London traffic. The pedals are skewed towards the centre and the gear lever needs a firm hand, but the Dino’s manners are reassuringly refined. It idles steadily and pulls strongly from low revs, allowing me to short-shift from first to third, while the brakes feel powerful and progressive. Ride quality, on fully adjustable suspension with Koni dampers, is firm without being brittle. Thankfully, the electric power steering still belongs to the old-school: it jostles with incessant feedback.

Ferrari Dino 'Evo'

I follow the old A3 through Esher and finally arrive at some open roads. With the lift-out Spyder roof removed, the V8 sounds magnificent. It’s multi-layered and richly mechanical, gurgles and gasps of induction augmented by zingy rasps from the exhausts. The Evo is quick enough to worry hot hatchbacks, but it’s more about sensation than raw speed. You drive it via the seat of your pants, measuring your inputs and feeling it react to road. It amplifies where most modern cars smother.

I finish the day with a tour of Mototechnique in West Molesey. Alongside numerous Ferraris, a Lamborghini Miura and a rare Porsche 356, I watch as aluminium panels are hand-beaten and a carbon fibre clamshell for an F40 is moulded from scratch. The contrast of old artistry and new technology is fascinating.

Kevin concedes that demand for modified Dinos will be limited, particularly given the £250,000 cost of a donor car. However, his latest project – tucked in the corner of the workshop – starts from around a fifth of the price. The 400hp 308 GTB Evo is, for now, a work in progress. But I can’t wait to see the finished result.

Price: £300,000+

0-62mph: 5.8sec

Top speed: 160mph

Horsepower: 300hp

Weight: 1,180kg

Ferrari Dino ‘Evo’: in pictures

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The real cars of Le Mans 66

Le Mans 66 Ford v Ferrari

With Le Mans 66 opening in cinemas, the famous story of Ford’s triumph over Ferrari in the 24-hour race will be further immortalised in popular culture. It’s a rare treat for racing and motoring enthusiasts to see a movie where cars are the stars.

And if you can get to Los Angeles before January 19 2020, you could see them in person at the world-renowed Petersen Automotive Museum.

Winning numbers

Le Mans 66 Ford v Ferrari

Two Ferraris featured in the film will be on display at LA’s Petersen Automotive Museum in January, as a part of the ‘Winning Numbers’ exhibit. The 1961 Ferrari 250 SWB SEFAC and 1957 Ferrari 625/250 TR will be joined by a Ford GT40 Mk3, the first Shelby Cobra from 1962 and a 1952 Ferrari 212/225 Barchetta. We start with the Ferraris…

Ferrari 250 SWB SEFAC

Le Mans 66 Ford v Ferrari

The 250 Short Wheel Base is an integral part of Ferrari’s road and race history. Affectionately known as the ‘hot rods’, the SEFAC 250 SWB Competizione racers were made from thinner alloy and produced more than 300hp.

The car on display at the Petersen brought home a GT class win for Ferrari at Le Mans in 1961 and finished third overall. It’s fair to say this car is a building block of the Ferrari Le Mans legend, one with which Ford was so determined to grapple.

The car is owned by Petersen founding chairman Bruce Meyer, who loaned it to the Le Mans 66 production team. Meyer bought it in 2010.

Ferrari 625 TRC

Le Mans 66 Ford v Ferrari

The other movie star car is a Ferrari 625 TRC Spyder by Scaglietti. Unlike the 250 SWB SEFAC, which is a GT racer, the TRC is a sports prototype. It came about right at the start of Ferrari’s era of dominance at Le Mans. The marque took outright wins from 1960 to 1965. The events of 1966’s race are, of course, the subject of the film.

While not a Le Mans winner itself, this 625 is an integral part of this story. It was raced in 1962 by none other than Ken Miles, star character of Le Mans 66, played by Christian Bale. He won his first race in the car, in Santa Barbara.

It’s appearance in Le Mans 66 must have been something of a trip down memory lane. Bruce Meyer bought the car in 2006.

Shelby Cobra

Le Mans 66 Ford v Ferrari

Matt Damon stars opposite Christian Bale in Le Mans 66, playing a young Caroll Shelby. He was instrumental in developing the GT40 to a state where it could legitimately take on Ferrari at Le Mans. Shelby had proven himself with his work on the AC Cobra.

Famous now, the Shelby Cobra was an experiment back in 1962 A Shelby-tuned Ford V8 was added to a small British roadster called the AC Ace, along with wide wheelarches and fat tyres.

The 1962 car on display at the Petersen is the very first production-specification, competition-ready car produced by Shelby. It’s also part of the Bruce Meyer collection.

Ford GT40 Mk3

Le Mans 66 Ford v Ferrari

The story culminates with the victory of the Ford GT40 over Ferrari at Le Mans, the American marque taking over the podium with a 1-2-3 finish. It’s only right that an example should feature in the display at the Petersen.

This is a road-going Mk3 from 1967. It differs from the 1966 cars most obviously at the front, with more bulbous lights for road use. Other changes include more space for luggage, movement of the gear shifter to the middle, plus a de-tuned power output of 310hp.

Just seven Mk3 GT40s were made, of which one is on display at the Petersen. The car’s significantly modified looks supposedly put off some buyers, who wanted something resembling the triumphant racers.

Ferrari 212 225 Barchetta

Le Mans 66 Ford v Ferrari

This is a very significant car in the story of Ford taking on Ferrari, in spite of being built 14 years before Ford’s Le Mans win.

Henry Ford’s relationship with Ferrari became obsessive over time. Before having his takeover offer turned down, however, he was like any other fan. This 212 225 was a special order by FoMoCo for Henry Ford II, used as his personal car.

It’s said the diminutive Barchetta served as inspiration for a great many design cues that appeared on the Ford Thunderbird in 1955.

Ford v Ferrari

Le Mans 66 Ford v Ferrari

“The story of Ford’s triumph over Ferrari at the 1966 24 Hours of Le Mans will be told for generations,” said Terry L. Karges, executive director at the Petersen Museum. “We’re excited to see the film, but we’re most excited to offer fans of the movie an opportunity to see the cars that will be in the film and learn about other vehicles that are pivotal to the story.”

You can now experience classic Ferraris in Italy

Ferrari Classiche Academy

Ferrari’s new Classiche Academy is underway, and it makes possible one of the great automotive impossibilities: the opportunity to see, learn about, feel and drive classic Ferraris. This, and more, takes place over two days of immersion in the world of Ferrari at the marque’s Fiorano circuit.

Not quite the multi-million-pound V12 GTs of the 50s and 60s. You do, however, get the authentic 70s and 80s experience, with a 308 GTS and GTBi. Unlike any other supercar driving experience, Ferrari opens by taking you underneath these early era Ferrari supercars, to discover what makes them tick.

Ferrari Classiche Academy

Then you go for a tour of the Officine Classiche Ferrari, where you can view technical drawings and notes taken by engineers in period. The marque has an archive of notes, drawings and race reports going back to 1947. 

Driving classic Ferraris

Ferrari Classiche Academy

The track experience shouldn’t be the standard UK fare of ‘stay in a gear, don’t go over X,XXXrpm’, either. With the Classiche Academy, you get a course in vehicle dynamics and corner management.

You learn various driving techniques like high-speed counter steering, wet-weather driving, heel and toe and double clutching. It’s all stuff you’d at least hesitate to try on the road in your own car, let alone in someone else’s classic Ferrari.

Ferrari Classiche Academy

This is all because Ferrari wants to deliver pre-digital driving experiences and to encourage the learning of car control in cars with no safety net to catch you. Again, how many people who actually own these cars dedicate time to learning how to drive them?

Imagine in 30 years time if Ferrari offered a two-day course at Fiorano where you got to learn to drift ‘classic’ 458s? That’s the kind of thing this is for 70s and 80s supercar aficionados.

Ferrari reveals TWO new supercars in one morning

Is Ferrari trolling the Frankfurt Motor Show? On the eve of 2019’s biggest motoring bunfight, the Italian marque has staged its own Universo Ferrari event in Maranello, revealing two new convertible supercars. Cue media meltdown.

First up is the 812 GTS, a drop-top version of the 812 Superfast. Its name references the classic 365 GTS4 (‘Daytona Spider’ to its friends) – the last Ferrari spider with a front-mounted V12, launched exactly 50 years ago.

Secondly, there’s the F8 Spider. Following in the tyre tracks of the F8 Tributo coupe, it combines a folding hard-top with the V8 engine from the 488 Pista. A scintillating soundtrack comes as standard.

We elbowed our way through the crowds outside Ferrari’s Fiorano test-track to get up close with the new cars – and speak with the experts who developed them. Here’s what you need to know.

Ferrari 812 GTS

Coolest feature of the new 812? Look closely and you’ll spot tiny aerofoils atop each of the rear buttresses. They’re part of a complex aerodynamics package that gives the GTS identical on-paper performance to the coupe. That means 0-62mph in ‘less than 3.0 seconds’ and a top speed of 211mph.

Its hard-top folds in 14 seconds at speeds up to 28mph, or you can simply retract the rear window. Either way, you’ll enjoy Ferrari’s ferociously unhinged V12 – perhaps the most evocative engine of any production car – in all its 8,900rpm glory.

‘Production’ is the key word here as the GTC isn’t a limited edition. “We plan to make one car less than the market demands,” says marketing boss Enrico Galliera. UK prices haven’t been announced yet, but expect an 11 percent premium versus the coupe, meaning £292,000 before options.

One of those options is the ‘Grigio GTS’ paint seen here, which is unique to the car. It also gets bespoke 20-inch forged alloy wheels, offered in three finishes: diamond-cut, liquid silver and Grigio Scuro. Choices, choices…

Head of Design Flavio Manzoni says the styling was inspired by two of Ferrari’s icons: the 250 GTO and Daytona. No pressure, then. A long bonnet and swept-back cabin evoke classic grand tourers, while those distinctive rear humps (also a feature of the F8 Spider) set the GTS apart from the Superfast. You’ll note the ducts atop the rear wheelarches are missing, too – compensated for by an extra flap in the diffuser, says Ferrari.

The heart of the 812, of course, remains that 6.5-litre naturally aspirated V12. Driving the rear wheels via an paddle-shift dual-clutch gearbox, it develops 800hp at a dizzying 8,500rpm. That should serve up ample “wild power, uncompromising passion and unbeatable sensuality”, to borrow a few superlatives from Galliera.

Lastly, there’s a driver assistance system called Ferrari Power Oversteer (FPO) to help you ‘realign the car correctly’. Thank heavens for that.

Ferrari F8 Spider

The F8 Spider was less of a surprise, but is more significant in terms of sales. Arriving just months after the F8 Tributo coupe (‘berlinetta’ in Ferrari-speak), it’s said to be ‘less extreme than the 488 Pista Spider, but sportier than the 488 Spider’.

Indeed, the open-air F8 weighs just 20kg more than its Pista equivalent and packs an identical 720hp. That makes it… quite rapid. Zero to 62mph is dispatched in 2.9 seconds, while top speed is 211mph – identical to the 812 GTS.

The car’s folding hard-top also emulates the GTS, being retracted in 14 seconds at up to 28mph. A redesigned rear spoiler wraps around trad-Ferrari twin taillights, but stowing the roof atop the rear deck means losing the coupe’s F40-style see-through engine cover.

It isn’t just any engine either. Ferrari’s sonorous turbocharged V8 has been voted International Engine of the Year four times in a row and the best engine of the past 20 years. Sampling the coupe version recently, our Richard Aucock described it as ‘ridiculously pleasurable’.

The all-important rev counter – redlined at 8,000rpm – takes centre-stage in front of the driver, with many controls, including the manettino dial, clustered on the steering wheel. There’s also an optional passenger-side touchscreen to reveal how fast you’re really going.

The electronic witchcraft of the Ferrari Dynamic Enhancer (FDE) will help average drivers feel like Charles Leclerc at Monza, too. “This is not a stability controller, it’s a fun controller,” jokes Michael Leiters.

If you want one – and we really do – expect to pay around £225,000 when cars arrive in the UK this autumn. There’s still one more new car to come from Ferrari in 2019, of course, but execs remain tight-lipped. “We want to wow people,” says Enrico Galliera. They’ve certainly done that today.

In pictures: Ferrari 812 GTS and F8 Spider

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Ford v Ferrari: the real story of the GT40 at Le Mans

Ford versus Ferrari at Le Mans 1966

With Matt Damon and Christian Bale due to star in the upcoming ‘Ford v Ferrari’ feature film, we take a look at the on-track history that led to this famous feud. This is the tale of when Detroit fought Maranello at Le Mans.

The start of the ordeal

Ford versus Ferrari at Le Mans 1966

It counts as one of the most notorious stories in motorsport, and it all began due to a dispute between Henry Ford II and Enzo Ferrari.

Ford had looked to buy the Italian manufacturer during 1963, yet found Ferrari unwilling to step away from the Indianapolis 500. This would have placed the two brands in direct competition on track.

As a result, the deal failed. Henry Ford II then directed his company to enact revenge on Ferrari at Le Mans.

Ferrari was the class act to beat at Le Mans

Ford versus Ferrari at Le Mans 1966

The Italian brand had established total dominance at Le Mans during the 1960s. Cars wearing the famous Prancing Horse badge had won every edition of the 24 hour race from 1960 onwards.

This included two victories taken by Belgian driver Oliver Gendebien, pictured here behind the wheel of a Ferrari 250 TR 59/60 on his way to glory in 1960. Beating the Scuderia was going to take serious commitment and engineering effort from Ford.

1964 Ford GT40 prototype

Ford versus Ferrari at Le Mans 1966

Ford initially courted Lola Cars, Lotus, and Cooper for a partner to build the new Le Mans racer. Lola was eventually chosen, partly because the Lola Mk 6 race car already made use of a Ford V8 engine.

Lola donated two Mk 6 chassis from its factory in Slough, while Ford set about creating a team to develop and build its new race machine.

1964 Ford GT40 prototype

Ford versus Ferrari at Le Mans 1966

The newly created Ford Advanced Vehicles team set about the development of a new racer, based at its own British factory.

Early prototypes of the GT40 made use of a mid-mounted 255 cubic inch (4.2-litre) Ford V8, whilst later finished cars would feature a 289 cubic inch (4.7-litre) unit. Famously, the GT40 name came from the overall height of the new race car being just 40 inches.

Ford GT40 team transporters ready for the off

Ford versus Ferrari at Le Mans 1966

Ford had taken only seven months to create the new GT40, with the completed car being shown to journalists on April 1st 1964. John Wyer was put in charge of running the Ford Advanced Vehicles team for the year.

The rush to get the new cars finished meant the GT40 would miss the season-opening Sebring 12 Hours race. Instead, the inaugural use of the car in anger would be at the first Le Mans test, less than three weeks after the cars were presented to the media.

1964 becomes a year to quickly forget

Ford versus Ferrari at Le Mans 1966

Making a race debut at the gruelling Nürburging 1,000km in 1964, the driver pairing of Phil Hill and Bruce McLaren managed to qualify second on the grid. However, a suspension failure meant the GT40 failed to finish the race.

This would set the tone for the year, with 1964 at Le Mans a dismal failure. All three of the Fords would retire with mechanical issues, while Ferrari clocked up another win.

1965 shows promising signs for the future

Ford versus Ferrari at Le Mans 1966

After the disappointment of 1964, Ford switched management of the GT40 to Carroll Shelby for 1965. This came after his notable successes with the Ford-powered Daytona Coupe.

Victory came immediately, with a win for Ken Miles and Lloyd Ruby at the Daytona 2,000km race, with Bob Bondurant and Richie Ginther taking third in a sister GT40.

Yet the remainder of 1965 would prove fruitless, with no more wins for Ford. Le Mans would again see all the GT40s fail to make the finish.

1966 Ford GT40 Mk I road car

Ford versus Ferrari at Le Mans 1966

Whilst the early GT40s might not have proved to be successful on track, road car versions still rolled out of the factory, with the first example delivered to the United States in early 1966.

The Mk I road cars featured softer suspension, quieter exhausts, plus options such as air-conditioning and leather seats. However, they still featured a 335hp V8 engine.

A new hope: the 1966 Ford GT40 Mk II

Ford versus Ferrari at Le Mans 1966

Whereas the Mk II may have looked similar to its predecessor, beneath the bodywork was a host of changes. In came a 427 cubic inch (7.0-litre) Ford FE engine, with an exhaust system nicknamed ‘a bundle of snakes’ for its elaborate design.

Kar-Kraft also modified the chassis from the original British-designed Mk I version, using higher strength steel. Extra robustness was added with upgraded suspension components, while a strengthened gearbox was also used. This featured just four speeds, instead of the five cogs found in the Mk I.

1966 Ford GT40 Mk II

Ford versus Ferrari at Le Mans 1966

Ford also dismissed Carrol Shelby as overall manager for the GT40 programme. Instead, priority was given to the Holman-Moody outfit who were responsible for running Ford’s NASCAR efforts. Henry Ford II was adamant that the GT40 must win in 1966.

However, the Shelby American team did continue as an official factory outfit, retaining Ken Miles as one of their drivers. The new GT40s would finish 1-2-3-5 in the ’66 Daytona 24 Hours, proving the changes were right and setting Ford on the path to glory.

1966 Ford GT40 Mk II ‘X-1’ Roadster

Ford versus Ferrari at Le Mans 1966

Ford also experimented with a potential for an open-top version of the GT40 during the 1966 season. Initially created for Bruce McLaren Racing in 1965 with a low-drag windscreen, on return to Ford the one-off roadster was updated to Mk II specification for Shelby American.

It’s only race event came at the 1966 12 Hours of Sebring where, after experimenting with automatic gearboxes during practice, a manual transmission was fitted for the race. When the engine of the lead GT40 Mk II seized, the ‘X-1’ Roadster of Miles and Ruby slipped through to victory.

1966 Ferrari 330 P3

Ford versus Ferrari at Le Mans 1966

With all the attention now on winning the Le Mans 24 Hours, Ford would face tough competition at the 1966 race.

Ferrari had updated its line of prototype racers, creating the new 330 P3. Thanks to fuel injection it now had more horsepower, and was built in both closed- and open-cockpit versions for the epic endurance event.

1966 Porsche 906/6 LH

Ford versus Ferrari at Le Mans 1966

Although Ford and Ferrari were the main contenders in 1966, Porsche would also enter a small army of 906 racers at Le Mans.

A total of six 906 machines would contest the race, including three of the brand-new LH ‘lang heck’ prototype versions. Recent victory on the Targa Florio showed the potential of the Porsche.

Strength in numbers

Ford versus Ferrari at Le Mans 1966

Keen to beat Ferrari at its own game, Ford entered a total of 15 Mk II GT40s for Le Mans in 1966. Eight were accepted for the race, with Shelby American running three cars. Holman-Moody also fielded another trio, whilst Alan Mann Racing would be responsible for the final two Mk II machines.

Qualifying demonstrated the performance of the GT40 Mk II, with the top four places all taken by Fords. With all eight GT40s inside the top 12, the strategy of total domination looked to be working.

Drama on the road to tomorrow

Ford versus Ferrari at Le Mans 1966

Ratcheting up the pressure on the Ford teams was Henry Ford II, acting as official starter for Le Mans in 1966. After the first lap his cars were in the lead, but the coming hours would see tense battle between Ford and Ferrari.

Overnight rain dampened the performance advantage of the big V8 engine in the Fords. However, the Ferrari prototypes began to suffer from overheating, dropping them out of contention.

Controversial photo finish for the win

Ford versus Ferrari at Le Mans 1966

By halfway through the race, Ford MK IIs occupied the top four positions, with Mk I GT40s occupying 5th and 6th. Yet even then, victory was far from secure. The no.3 Mk II, driven by Dan Gurney, blew a head gasket from racing too hard with the no.1 car of Ken Miles and Denny Hulme.

By late morning Mk II GT40s occupied the top three positions, and Ford Racing director Leo Bebbe attempted to engineer a dead heat at the end of the race. Ken Miles was told to slow down to allow the no.2 car of Bruce McLaren and Chris Amon to catch up.

Miles was reported to be unhappy with the contrived photo finish, and lifted off just as the cars reached the finish line. This handed the McLaren/Amon car victory, with Fords filling the other podium places.

Mission accomplished for Ford at Le Mans

Ford versus Ferrari at Le Mans 1966

In just three years Henry Ford II had achieved his goal of beating Ferrari at Le Mans. The Italian company would never take an outright win at the French event again, with the Blue Oval ready to keep coming back.

Ford would go on to claim the P2 category of the 1966 World Sportscar Championship, further cementing its dominance.

1967 Ford GT40 Mk III road car

Ford versus Ferrari at Le Mans 1966

With the GT40 race car cleaning up on track, a bespoke road-going version was now being readied for the street. Unlike previous road-legal GT40s, the Mk III had specific features to make it suited to the highway.

An elongated rear gave access to a luggage compartment, whilst the bumpers gained small chrome overriders. Unlike the race cars, there was no bigger engine, with power still coming from the 289 cubic inch (4.2-litre) V8. Only seven examples of the Mk III were built, with just three in right-hand drive.

Tragedy of the 1967 Ford GT40 J-car

Ford versus Ferrari at Le Mans 1966

Despite the success of the Mk II GT40, Ford didn’t rest on its laurels and set about developing the car even further. With power now sufficient, experimental aerodynamic changes to maximise the muscle were made throughout 1966 and 1967, along with a lightened chassis.

Tragedy struck during a test session, when Ken Miles was killed in a high-speed accident at Riverside International Raceway, with blame laid at the lack of downforce from the aero modifications.

1967 Ford GT40 Mk IV

Ford versus Ferrari at Le Mans 1966

The experimental flat-topped roof of the J-car was dropped, but the resulting Mk IV still managed to look distinctive. Lengthened and streamlined to achieve a higher top speed, the Mk IV also featured the lightened chassis.

The death of Ken Miles was not in vain, with a high-strength roll cage also being fitted. Although the Mk IV only entered two races, it claimed a 100% success rate with victories in the 1967 12 Hours of Sebring and 24 Hours of Le Mans.

1968 Ford GT40 Mk I Le Mans

Ford versus Ferrari at Le Mans 1966

Concerned by the high speeds seen during the 1967 24 Hours of Le Mans, for 1968 engine sizes were capped at 5.0 litres for cars in the Sports class by the FIA. This ruled out the Mk II and Mk IV versions of the GT40, but meant the earlier, smaller-engined Mk I was still eligible.

Now with reliability on its side, the Mk I took overall victory in 1968 driven by Pedro Rodriguez and Lucien Bianchi. It would repeat the same feat in 1969 with Jackie Ickx and Jackie Oliver driving, taking the total number of outright Le Mans wins for the GT40 to four in a row.

Ford GT wins 2016 Le Mans 24 Hours

Ford versus Ferrari at Le Mans 1966

Fast forward several decades and Ford found once again on the top step of the podium at Le Mans.

Living up to the reputation of its GT40 predecessors, the new GT race car, ran by Chip Ganassi Racing, took an impressive victory at Le Mans in 2016 in the LMGTE Pro class. Coming exactly 50 years after the first Le Mans win for the GT40, Ford was unsurprisingly ecstatic about the result.

2017 Ford GT ‘66 Heritage Edition

Ford versus Ferrari at Le Mans 1966

To mark the Le Mans wins 50th anniversary, Ford also announced a special edition of a car that hadn’t even actually started production yet. Remembering that historic 1-2-3 victory at the Circuit du Sarthe in 1966, the Heritage Edition featured a colour scheme inspired by the no.2 GT40 driven by Chris Amon and Bruce McLaren.

A Shadow Black exterior – available in either gloss or matte finish – was combined with silver stripes and alloy wheels in gold satin. Inside is a leather-wrapped steering wheel, along with extra carbon fibre and a limited edition plaque.

Ford captures the Le Mans-winning GT40 in Lego

Ford versus Ferrari at Le Mans 1966

Along with the modern interpretation of the successful 1966 GT40, Ford also created a miniature Lego version. This had the benefit of being considerably cheaper than the full-size GT supercar, and produced in much larger numbers.

Paired with a Lego version of the 2016 Le Mans-winning Ford GT, the classic 1966 GT40 also comes with a retro driver minifigure. Fans can decide for themselves whether they want it to be Chris Amon or Bruce McLaren.

2019 Ford at Le Mans with historic liveries

Ford versus Ferrari at Le Mans 1966

Ford contested the Le Mans 24 Hour race again each year until 2019, which marked the final year of competition for the GT racer. However, the Chip Ganassi Team would be unable to replicate the success seen in 2016.

Not even racing with retro-inspired liveries for the 2019 edition of the 24 Hours race was enough to help clinch LMGTE Pro victory. Ford would manage fourth in class, with Ferrari taking first place on the podium.

Sunset on the Ford GT Le Mans project

Ford versus Ferrari at Le Mans 1966

In fact, Ferrari has continued to dominate the World GT Manufacturers’ Championship since 2012, taking five titles in seven seasons. It means that more than 55 years after Henry Ford II declared war on the Ferrari at Le Mans, the battle is still seemingly far from over.

The scheduled cinematic release date for ‘Ford v Ferrari’ is now November 15th 2019. It means only a few more months of waiting for fans to witness the recreation of this special chapter in motorsport history.

Will Sir Elton John’s old Ferrari Daytona sell for LESS in 2019?

Elton John Ferrari Daytona

Two years after it sold at auction for £551,250, a Ferrari 365 GTB/4 Daytona formerly owned by Sir Elton John is back at auction with a reduced estimate.

The 1972 Ferrari Daytona went under the hammer at a Silverstone Auctions sale in July 2017 but is now being offered from a deceased estate.

With a pre-auction estimate of £425,000 to £475,000, is this a sign that the classic car market is in decline? Or is it simply a case of common sense prevailing? Goodbye Yellow Brick road and crazy auction prices?

We’ll find out when the Ferrari Daytona returns to the market at the Dallas Burton Polo Club on 21 September. 

Sir Elton John’s first Ferrari?

Ex-Elton John Ferrari Daytona

Early registration information identifies Elton John of Wentworth, Surrey, as the recorded owner and keeper of the car from 1973 to 1975. It believed that it was the Rocket Man’s first Ferrari.

It’s one of 158 genuine right-hand-drive UK-supplied Daytonas and comes with the factory build sheets, order forms and every Ferrari service and receipt. It has covered 82,000 pampered miles.

Elton John Ferrari Daytona

“Sir Elton John famously has a long affinity with Ferrari, having owned several range-topping V12 models that included a 365 BB, Testarossa and 512 TR over the years,” said Arwel Richards, Silverstone Auctions classic car specialist.

“The history file is exceptionally detailed and is a testament to the care of the previous owners in collating the car’s file as much as caring for the car’s condition for 47 years.

“We had the honour of selling the car in 2017 and it was bought by a young collector, Mr Harris, with the car stabled among his 1974 Ferrari 264 Dino, 1991 Ferrari Testarossa and several Porsches. Sadly Mr Harris died this year and we are offering the car on the behalf of his family.”

When and where can you buy Sir Elton’s Ferrari Daytona? Elton John Ferrari Daytona

The Silverstone Auctions sale of Ferrari and Porsche 2019 takes place on 21 September at the Dallas Burston Polo Club in Warwickshire.

Other Ferrari lots include a 512 BB with an estimate of £190,000 to £220,000, and a one-owner 550 Maranello that’s expected to sell for between £120,000 and £140,000.

Most beautiful Ferraris chosen for Maranello museum

Museo Enzo Ferrari Modena

The Enzo Ferrari Museum in Modena in hosting a ‘Timeless Masterpieces’ exhibition, which sees a selection of the marque’s finest cars lining up alongside artwork, furniture and electronics to provide historical and social context. If all that seems a bit long-winded, simply scroll through the images from the exhibition.

Museo Enzo Ferrari Modena

Museo Enzo Ferrari Modena

The exhibition can be found inside the stunning Museo Enzo Ferrari Modena, a 2,500-square-metre building split into five zones: 1-6-cylinder cars, classic 12-cylinders, 8-cylinders, turbos, and Formula 1 engines. They help to tell the story of Enzo Ferrari, from his childhood to success on the road and track.

Extraordinary, rare and exclusive

Museo Enzo Ferrari Modena

The press release accompanying the opening of the ‘Timeless Masterpieces’ exhibition is loaded with marketing waffle, but when you cut to the chase, you’ll discover that Ferrari has focused on three aspects over 72 years of design and manufacturing. The watchwords are ‘extraordinary’, ‘rare’ and ‘exclusive’.

Devoid of decoration for decoration’s sake

Museo Enzo Ferrari Modena

“Ferrari’s design language represents a delicate balance between the aesthetic principles of beauty and a rigorous quest for maximum function, devoid of decoration for decoration’s sake,” says the press release. The collection of cars was curated by a team led by Flavio Manzoni, head of design for Ferrari.

From Inter to Monza

Museo Enzo Ferrari Modena

The models on display are some of the most famous Ferraris in the marque’s history, including the 166 Inter from 1948, the 750 Monza from 1954 and the Monza SP1. Each one has been chosen to represent Ferrari’s aesthetic vision of their respective eras. Keep clicking to see some of the cars.

Ferrari 250 GTO

Ferrari 250 GTO at Museo Enzo Ferrari Modena

In 2018, a 1963 Ferrari 250 GTO sold for £52 million, making it the most expensive car ever sold. It was purchased by an American businessman, believed to be WeatherTech CEO David MacNeil. Stand still long enough, and you’ll be charged simply for looking at this 250 GTO.

Ferrari Monza SP1

Ferrari Monza SP1 at Museo Enzo Ferrari Modena

From the car that cemented the Ferrari legend, to a thoroughly modern reinterpretation of the open-top ‘barchetta’ racing cars of the 50s and 60s. The Monza SP1 was unveiled alongside the SP2 at the 2018 Paris Motor Show and is powered by the 800hp V12 engine from the 812 Superfast. The SP1 is a single-seater, while the SP2 – as the name suggests – has room for a passenger.

Ferrari 500 TRC

Ferrari 500 TRC at Museo Enzo Ferrari Modena

The Ferrari 500 TRC was built to satisfy new sporting regulations dictating that all ‘barchettas’ should have a tonneau cover “in canvas or other flexible material, demountable by hand and without the use of any tools”. Launched in 1957, the 500 TRC was not raced as a works car, but by privateers in Italian national and world championship events.

Ferrari 250 GT Berlinetta Lusso

Ferrari 250 GT Berlinetta Lusso at Museo Enzo Ferrari Modena

Here’s the 500 TRC once again, but if it’s possible, please divert your attention to the 250 GT Berlinetta Lusso in the background. Could this be one of Pininfarina’s finest creations? Unveiled as a prototype at the 1962 Paris Motor Show, the 250 GT Berlinetta Lusso was built in the workshops of Carrozzeria Scaglietti and powered by a V12 engine producing 240hp. None other than Battista Pininfarina drove a 250 GTL as his personal car.

Ferrari 365 GTS4

Ferrari 365 GTS4 at Museo Enzo Ferrari Modena

Another candidate for a list of the prettiest Ferraris ever made, the roadster version of the ‘Daytona’ was unveiled in 1969. In many ways, removing the roof simply added to the appeal, which meant that the 365 GTS4 was the car to be seen in during the late 60s and early 70s.

Ferrari 275 GTB

Ferrari 275 GTB at Museo Enzo Ferrari Modena

Launched in 1964, the 275 GTB was the first production Ferrari with independent suspension on all four wheels. Beneath the huge bonnet, you’ll find a V12 engine producing 280hp, while the styling was penned by Pininfarina. A total of 453 cars were built, with the closed GTB joined by the open 275 GTS.

Ferrari GTC4Lusso

Ferrari GTC4Lusso at Museo Enzo Ferrari Modena

Our Richard Aucock drove a Ferrari GTC4Lusso in 2016. His verdict: “Ferrari’s cut no corners with the GTC4Lusso, and it shows. It’s a highly accomplished GT car. Those who can afford it and take the time to understand how to get the most from it will find a very rewarding ownership proposition indeed.”

Ferrari 250 California

Ferrari 250 California at Museo Enzo Ferrari Modena

You can thank the US importer Luigi Chinetti for the birth of the 250 California in 1957. He encouraged Enzo Ferrari to build an open model for the American market – something suited to the Californian sun. A total of 106 were built until production ceased in 1962.

Ferrari California

Ferrari California at Museo Enzo Ferrari Modena

It would be fair to say that the California of 2008 doesn’t have quite the same level of appeal as its ancestor, but this was a hugely successful model for the brand. The new California was the first model to feature a front-mounted V8 engine and the first with a dual-clutch gearbox. This softer, more ‘affordable’ model introduced a new audience to the Ferrari brand.

In pictures:

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Ferrari SF90 Stradale: full details of the new 1,000hp hybrid supercar

2020 Ferrari SF90 Stradale

The Ferrari SF90 Stradale is an all-new plug-in hybrid Ferrari that brings extremes of hypercar performance to the Italian brand’s series production range.

It doesn’t replace an existing model, but becomes the new 1,000 horsepower halo car that outguns even the LaFerrari, can drive for miles in zero-emissions electric mode, and is likely to cause furrowed brows at McLaren, Lamborghini, Porsche and Aston Martin when it arrives in early 2020.

Yes, revealed Ferrari, there is already a waiting list…

More on Motoring Research:

2020 Ferrari SF90 Stradale

Ferrari says the SF90 Stradale sets a new level for the market, with unprecedented performance even compared to racetrack specials such as the Ferrari FXX. “It is faster than any other Ferrari, ever” said chief marketing officer Enrico Galliera during the media presentation. “This car is a milestone,” agreed CEO Louis Camilleri.

Price? We’ll learn that soon – but “it will be less than the LaFerrari, but more than the 812 Superfast”. And worth every penny, Ferrari was at pains to point out during a glitzy, confident presentation at Fiorano, Italy.

90 years of Scuderia Ferrari

2020 Ferrari SF90 Stradale

The SF90 Stradale name has been chosen by Ferrari to underline the link between race and road. ‘SF90’ references 90 years of the Scuderia Ferrari race team, while ‘Stradale’ is Italian for road. Built on an all-new architecture that all future mid-engined models will use, there’s never been a Ferrari road car this extreme – and for the first time since the F40, the top-line Ferrari is a V8, rather than a V12. But it’s not just any V8…

The 780 horsepower 4.0-litre turbo V8 is derived from the F8 Tributo – named International Engine of the Year four times running, Ferrari proudly points out. Here, not only is it enlarged, it is heavily updated with features like new high-pressure fuel injection (giving it the highest output of any Ferrari V8 ever), and paired with a ‘Motor Generator Unit, Kinetic’, or MGU-K.

You’ll recognise this acronym from Formula 1: it’s a super-slim design that sits between engine and all-new 8-speed dual-clutch transmission (which shifts gears 30 percent faster than the standard-setting current unit). The engine also sits extremely low in the chassis: the turbos are positioned either side, just inches from the rear wheels; the exhausts exit overhead. 

There are two more electric motors driving the SF90 Stradale’s front wheels – yes, it’s the first 4WD Ferrari sports car – with the three motors producing 220 horsepower combined. Factor in the grip of all-wheel drive and 0-62mph in 2.5 seconds is achieved, which is yet another record for a Ferrari road car. Zero to 124mph? Just 6.7 seconds – faster than a McLaren Senna.

And, thanks to a 7.9 kWh lithium ion battery mounted behind the seats, it can drive nearly 16 miles as a pure EV. Ferrari adds there’s enough battery capacity to produce the full 1,000 horsepower on every racetrack in the world – including the Nürburgring. Challenge accepted, many will say.

As seen on screen

2020 Ferrari SF90 Stradale

The SF90 Stradale has an all-new interior concept, too. Instead of separate screens, everything is focused on a brand new 16-inch HD cluster. It is a world-first curved, shaped screen, and Ferrari has built in entirely new navigation and infotainment systems. Modern customers are demanding this, said Camilleri; “The speed of change does not frighten us”.

The premium cabin is a step on from every current Ferrari, and this style will be seen in every new model going forward, said Camilleri. “This is the second of five new cars we are revealing in 2019,” he added. “It’s an unprecedented launch cycle that will give us our widest, most complete range ever.”

Organic and futuristic

2020 Ferrari SF90 Stradale

Ferrari design chief Flavio Manzoni’s in-house team at the Ferrari Styling centre has created the new supercar. “It is an organic shape, to portray its top performance and futuristic view. We call it part-race car, part-spaceship.”

The defining feature is the cabin, designed to look like the canopy of an aircraft. Front and rear wheelarches are “like powerful muscles” and the flying buttresses at the rear “underline the feeling of a spaceship”.

2020 Ferrari SF90 Stradale

“The rear is the most intriguing aspect,” said Manzoni. “The fender muscles sit on the rear wheels, to give it real stance” which is accentuated by the car’s width and modern cube-shaped tail lamps. The sharply-cut rear has central tailpipes and an incredibly large and complex diffuser below. It is a dramatic, 3D shape that, stresses Manzoni, “really emphasises the car’s architecture”.

A clever feature is the rear ‘shut-off gurney’ which Ferrari is patenting. In normal use, the aero surfaces sit flush – but in high downforce mode, the centre section (the cut-out around the ‘Ferrari’ script here) lowers, creating “a broad load surface topped by a powerful nolder”.

The lines of the new SF90 Stradale are pure and clean. They are elegant, organic and muscular in just the right places. This is not a ‘noisy’ supercar design, but a calm and classical one.

2020 Ferrari SF90 Stradale Assetto Fiorano

This active aerodynamic functionality is enhanced in the optional Assetto Fiorano pack, pictured here, with a much larger rear gurney. At 155 mph, it generates nearly 400 kg of downforce. SF90 Stradale Assetto Fiorano models have additional carbon fibre features, taking 30 kg out the car’s kerbweight (it weighs just under 1,600 kg) and the central stripe is joined by a painted nose section.

Gate expectations

2020 Ferrari SF90 Stradale

Ferrari hasn’t forgotten its heritage with the SF90 Stradale: the ‘open gate’ gearshift is back. Well, sort of: instead of buttons, the shift is controlled by three toggles that sit in a metal ‘gate’. Here, you can also just see pictured the ultra-slim new Ferrari key, shaped like a yellow Ferrari bonnet badge. This is something else that’s coming to all future models.

2020 Ferrari SF90 Stradale

The steering wheel is all-new. It has touch-sensitive controls and 80 percent of the SF90 Stradale’s functionality is operated without hands leaving the wheel. Ferrari also now fits a head-up display, and this new HMI (human-machine interface) has been developed from racetrack logic that Ferrari is calling EOTR-HOTS: Eyes On The Road, Hands On The Steering (wheel).

Blown away

2020 Ferrari SF90 Stradale Assetto Fiorano

A new LED daylight signature comprises three vertical outboard lines. Also note the bulging fenders, the carefully integrated aerodynamics and intriguing new alloy wheels, which have tiny shaped fins between the spokes that create downforce. The engineers call them ‘blown’ alloys.

Daddy shark

2020 Ferrari SF90 Stradale

The Ferrari SF90 Stradale has a striking ‘shark nose’ effect at the front. “There’s lots of tension at the front, to create a ‘slingshot effect’” said Manzoni. “The cabin sits centrally within the car, conveying the power of the car.” This aspect also underlines the simplicity of Ferrari’s new range-topping model.

Faster around Fiorano

2020 Ferrari SF90 Stradale

And how fast is it? Bragging facts will come soon, but Ferrari did reveal one stat – against its benchmark, the LaFerrari, it draws a full 64 metres ahead of the previous halo car after just one single lap of its Fiorano test track. “Standing still is not an option,” said Camilleri.

With the new SF90 Stradale, Ferrari may just have created an entirely new supercar benchmark that rivals may struggle to now match. “We at Ferrari have chosen to face the future by putting ourselves in the driving seat and challenging change our way.” And what a way.

The most powerful Ferraris ever made

The 1,000hp SF90 Stradale has claimed the title of most powerful road-going Ferrari from the LaFerrari of 2013. To mark the occasion, we’ve rounded up the mightiest production prancing horses, all with 600hp or more. Fasten your seatbelts…

Ferrari Portofino

The drop-top Portofino, which replaced the California T, is an ‘entry-level’ Ferrari that still packs 600hp. The remainder of the range exists in the high-performance hinterland between here and the 1,000hp Ferrari SF90 Stradale.

Ferrari 458 Speciale

The 605hp 458 Speciale dragged the mid-engined Berlinetta kicking (and most definitely screaming) into the 600hp club. The last naturally-aspirated Ferrari V8, it was a glorious 9,000rpm send-off – succeeded by the twin-turbo 488 GTB. Just 998 Speciales were produced, including the open Aperta version.

Ferrari GTC4Lusso T

If a V12 feels unnecessary in your family Ferrari, the GTC4Lusso T is the cheaper, slightly softer alternative to the full-fat Lusso further up the list. It’s still no slouch, with 610hp going to the rear wheels.

Ferrari 599 GTB

The fruits of the Enzo project (spoiler alert: it’s next in this list) were still being sown four years after its debut. Complete with the same God-summoning soundtrack, the 599 debuted in 2006, with 620hp from its 6.0-litre V12.

Ferrari Enzo

The fact that the Enzo pre-dates any subsequent car here by eight years or more shows just what a hammer-blow its 660hp V12 was in 2002. Its performance was as dramatic as its angular aesthetic. In the history of Ferrari, the Enzo is doubly significant, as its 6.0-litre F140 (B) engine was the basis for all subsequent Ferrari V12s – including those in the GTC4Lusso and 812 Superfast.

Ferrari FF

The FF was a controversial beast upon its arrival. While the 612 Scaglietti it replaced wasn’t a classic beauty, was a four-wheel-drive shooting brake a step too far? Most concerns were quashed as soon as it fired up. A guttural V12 soundtrack borrowed from the GTO turned those raised eyebrows into slackened jaws. With 660hp, its output matches the Enzo. How’s that for nine years of progress?

Ferrari 488 GTB

When the 488 GTB arrived in 2015, it brought turbos and lots of torque. With 670hp, it matched the 599 GTO of five years before, and with a 3.9-litre engine. A 488 Spider was available, too.

Ferrari 599 GTO

The GTO was a watershed moment for production Ferraris when it arrived in 2010. Away went the gravelly snarl that harked back to the Enzo. In its place came a howl more akin to a 1990s Ferrari F1 car. Little did we know that exotic shriek would become the signature sound of Ferrari V12s.

Ferrari GTC4Lusso

Ferrari’s most relaxed product, a four-seat GT car, still has an Enzo-baiting 680hp V12. Even though power goes to all four wheels, it will break traction with ease. A formidable cross-continental tourer.

Ferrari 488 Pista

When Ferrari debuted its twin-turbo V8, it claimed there was potential for horsepower figures into the 700s. The track-prepped 488 Pista realised that potential with a McLaren-matching 720hp. The Pista Spider offers open-air thrills to match the Pista’s track-prepped skills.

Ferrari F8 Tributo

With the introduction of the F8 Tributo, the mainstream mid-engined Berlinetta is officially a 700hp+ car. Yes, the Pista wasn’t technically limited, but it’s not exactly a series-production car either. The new F8 offers Pista-level power in standard showroom spec.

Ferrari F12 Berlinetta

The F12 Berlinetta caused quite a stir when it arrived back in 2012. Here was a car that anyone could buy, that wasn’t limited, that could comfortably trundle down the shops, and that had 740hp on tap. This figure eclipsed the hypercars of just a few years before, trouncing the million-pound Pagani Huayra and carbon-tubbed Lamborghini Aventador. ‘Is this too much?’, we all asked at the time. Ferrari didn’t seem to think so…

Ferrari F12 TdF

The final F12 was the stupendous TdF. Because what the F12 needed was more power, right? The 780hp TdF had rear-wheel-steering for the first time in a Ferrari, yet it was famously skittish on a damp road.

Ferrari 812 Superfast

The Superfast does what it says on the tin; its 6.5-litre V12 makes a round 800hp. It’s a GT at heart, though, so it packs a few more luxuries and a decent boot, weighing a few hundred kilograms more than cars further up this list.

Ferrari LaFerrari

When Ferrari unveils a new flagship, the world stands still. Nothing changed with the near-1,000hp LaFerrari back in 2013, although there were a few giggles at that name. A 2.4-second 0-62mph time was claimed, with a top speed of 217mph. It generates 963hp via a 6.3-litre V12 mated to a hybrid powertrain. It’s this technology that the new car advances still further in the pursuit of power.

Ferrari LaFerrari Aperta

The open-topped version of Ferrari’s flagship for the 2010s, the LaFerrari Aperta was actually rather a late arrival: three years after the coupe in 2016. We can’t argue with wanting to get closer to those 963 horses (of which 800 come from the V12). It’s more than twice as rare as the coupe, too, with just 210 produced.

Ferrari SF90 Stradale

After three generations, Ferrari’s latest hypercar swaps a V12 for a 4.0-litre turbocharged V8 with 780hp. Not since the F40 has the head of the Maranello stable had eight cylinders instead of 12. Nevertheless, the addition of three electric motors makes for 1,000hp in total – and comfortably the most powerful Ferrari on the road. With electric power to the front wheels making it all-wheel-drive, Ferrari’s first 4WD supercar is consummately rapid. Full figures haven’t been published yet, but Ferrari claims 0-62mph in 2.5 seconds and 0-124mph in 6.7 seconds – quicker than a McLaren Senna.

Ferrari SF90 Stradale

The cabin of the SF90 brings a welcome breath of fresh air to Ferrari interiors. A re-designed wheel controls 80 percent of cabin functionality. That, along with the world-first curved, shaped, 16-inch fully digital dashboard joins what is overall a more slick interior design. This sets the precedent for all future Ferrari cabins, so we’re told.

Ferrari SF90 Stradale

It’s not quite a LaFerrari successor, though. Even though it finishes 64 metres ahead of that car over a single lap of Fiorano. The SF90 will cost less than a LaFerrari, but more than an 812 Superfast. We anticipate a six-figure price beginning with a ‘5’ in the UK, for what we reckon is one of Ferrari’s best-looking supercars of the last decade.

The Ferrari 812 Superfast just got even faster

Novitec N-Largo Ferrari 812 Superfast

There are very few complaints that can be levied at Ferrari’s 812 Superfast. Barring a sky-high price, it’s pretty much perfect.

Right near the bottom of the list of things that needed addressing was a lack of power and visual aggression. Still, that hasn’t stopped tuner Novitec from having a go.

Novitec N-Largo Ferrari 812 Superfast

Meet the Novitec N-Largo. It has more sculpted front and rear bumpers, with a total of 14 centimetres added to the already-broad supercar’s width.

The bigger hips are obvious when you look at the rear of the car, including the enormous air vents that have been added.

Novitec N-Largo Ferrari 812 Superfast

Larger alloy wheels also lurk within wider arches, 21 inches at the front and 22s at the rear. 

The N-Largo also has a distinctive rear spoiler and additional carbon trim. The modifications have been aerodynamically tested and apparently produce real downforce. It all works together in the production of some seriously impressive performance figures.

Novitec N-Largo Ferrari 812 Superfast

The 812’s already muscular V12 has been given larger lungs, with the addition of a high-performance exhaust and bespoke engine mapping.

The exhaust is available in stainless steel or inconel, the latter being an exotic material used in Formula One. All in, it’s good for a healthy 840hp at 8,750rpm.

Novitec N-Largo Ferrari 812 Superfast

That’s a hefty 40hp bump on the regular 812 super GT. The N-Largo will also crack 62mph in 2.8 seconds, on the way to a 214mph top speed.

Those figures are 0.1 seconds and 3mph up on the unmodified car.

Novitec N-Largo Ferrari 812 Superfast

As for other customisation, the sky is the limit. Novitec can trim the cabin of your N-Largo to your exact specification.

Then there’s the matter of price. As with the 812 itself, if you have to ask…

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