The new Ferrari Icona Daytona SP3 has just been presented, a limited edition of which only 599 units will be manufactured for customers who own the previous Icona Monza SP1 and SP2 models, as well as new customers. The first deliveries will be in the last quarter of 2022, 2023 and 2024 … although do not bother to call, because all the units have already been purchased, at a price in Italy with taxes included of two million euros
At the 24 Hours of Daytona on February 6, 1967, Ferrari accomplished one of the greatest feats of his racing career, placing three cars on the podium in the first race of that year’s World Sports Prototype Championship. The 330 P3 / 4, 330 P4 and 412 P executed a triumphant ride to the checkered flag at the home of their historic Ford rivals.
Each of them was the result of different evolutions of the 330 P3, a model that the team led by the engineer Mauro Forghieri managed to significantly improve each of them in each of the three axes of any competition car: engine, chassis and aerodynamics. The 330 P3 / 4 perfectly embodied the spirit of the sports prototypes of the 60s,
At the 24 Hours of Daytona on February 6, 1967, Ferrari accomplished one of the greatest feats of his racing career, placing three cars on the podium in the first race of that year’s World Sports Prototype Championship.
The 330 P3 / 4, 330 P4 and 412 P executed a triumphant ride to the checkered flag at the home of their historic Ford rivals. Each of them was the result of different evolutions of the 330 P3, a model that the team led by the engineer Mauro Forghieri managed to significantly improve each of them in each of the three axes of any competition car: engine, chassis and aerodynamics. The 330 P3 / 4 perfectly embodied the spirit of the sports prototypes of the 60s,
Starting from its name, the Daytona SP3 nods to that legendary hat-trick with the clear intention of paying tribute to the Ferrari Sports Prototypes that helped make the brand part of the motorsport legend. The limited edition model presented today at the Mugello international circuit within the Ferrari World Finals 2021 joins the ‘Icona’ segment of which the Ferrari Monza SP1 and SP2 are already part.
Its design pivots on the harmonious juxtaposition of contrasts between plastic and sensual surfaces, which alternate with incisive lines that evoke the growing relevance of aerodynamics in the design of racing cars of the time such as the 330 P4, the 350 Can-Am and the 512 S. It is from the world of Sports Prototypes that the Daytona SP3 is inspired by equipping a ‘Targa’ type body with a removable hardtop. This choice gives the driver unique emotions and at the same time guarantees great ease of driving.
From a technical point of view, the Daytona SP3 is inspired by the refinement of the engineering solutions already adopted in the racing cars of the 1960s. Both today and then the search for performance came about by intervening in the same three areas. The car is equipped with a naturally aspirated V12 engine in center-rear position, typical architecture of racing cars. This version of the most iconic combustion engine of the Maranello company develops 840 hp of power, which makes it the most powerful produced so far by Ferrari, 697 Nm of torque and a maximum revolution of 9500 rpm.
The chassis is made of composite materials using Formula 1 technologies that have not been seen on road Ferraris since the LaFerrari, the last Maranello Supercar. The seat is integrated into the chassis to reduce the weight of the car and provides the driver with a driving position similar to that of a racing model.
Finally, based on the models on which it is inspired, the aerodynamic and stylistic study was oriented towards maximum efficiency through the exclusive use of passive solutions at the aerodynamic level.
Thanks to unique innovations such as chimneys that draw low pressure air from the underbody, the Daytona SP3 is the most aerodynamically efficient car ever built by Ferrari without resorting to active aerodynamic devices. Thanks to the clever integration of these technical solutions, the car can accelerate from zero to 100 km / h in 2.85 seconds and from zero to 200 km / h in just 7.4 seconds: performance of pure emotion, extreme configuration and the intoxicating sound of the V12. Maximum driving pleasure behind the wheel.
Vintage and modern style
Although inspired by the stylistic language of racing cars of the 60s, the Daytona SP3 has very modern and original shapes. In fact, the plasticity of the car recalls the evocative volumes of the Sports Prototypes, reinterpreting them in a contemporary key. Needless to say, such an ambitious project required design director Flavio Manzoni and the team at Ferrari’s Centro Stile, who guided the stylistic choices based on carefully considered strategy.
The cockpit with the wraparound windscreen of the Daytona SP3 takes on the appearance of a dome set in a sensual sculpture whose equally sinuous fenders emerge decisively. The overall balance is enhanced by the monolithic appearance of the volumes that convey the characteristic craftsmanship so typical of Italian bodywork. The sensation is that of being in front of an object where the fluidity of the masses is combined with more incisive surfaces to create that aesthetic balance that has always characterized the history of the House of Maranello.
The smooth double-crest fenders refer to the plasticity of other Ferrari Sports Prototypes such as the 512 S or the 312 P. The shape of the wheel arches effectively connotes the geometry of the side, where the front arch is more structured and, not following exactly to the tire, it creates a strong link between wheel and box, while the rear hugs the front of the wheel, running towards the tail, creating a muscular shape and energizing the three-quarter view.
Another key element is the wing opening door which, thanks to the integrated air box, channels the air towards the side radiators. Its sculptural shape is characterized by a pronounced shoulder in which an air intake has been obtained that is optically linked to the vertical cut of the windshield. The surface of the door helps manage the flow of air from the wheel well. This surface treatment is related to that of cars like the 512 S, which helped create the styling codes for the Daytona SP3.
The mirrors are located in a forward position with respect to the doors, in another clear reference to the Sports Prototypes of the 60s. This positioning was chosen to ensure greater visibility and reduce the impact on the air flow directed to the intakes. air from the doors. Its shape and support have been refined using specific CFD simulations to ensure that the airflow to the air intakes is not interrupted.
But it is the rear three-quarter view that is most significant, as well as the one from which the great originality of the Daytona SP3 can be fully appreciated. The door looks like a faceted volume that creates a smoothly embossed dihedral and, in conjunction with the powerful rear fender, creates an unprecedented side cut on the side. The door extends the surface of the front wheel arch, creating a counterweight to the musculature at the rear, producing a change in volumes on the side and giving the car a distinctive forward-cabin effect. This architecture, typical of sports cars, is possible thanks to the displacement of the side radiators.
The front of the Daytona SP3 is dominated by two powerful fenders divided into an external and an internal section. The latter is immersed in an air duct in the hood, increasing the volumetric perception of the fender. The relationship between the perceived mass of the outer section and the aerodynamic function of the inner section highlights the link between technique and style that distinguishes the car.
The bumper features a generous central grille, framed by two pillars on which stand out horizontal slats delimited by the outer edge of the bumper. The headlamps are characterized by a movable cover reminiscent of the typical retractable headlights of vintage supercars, a subject of special love in the Ferrari tradition, and which gives the model an aggressive and minimalist appearance. Two bumpers, which refer to the aerodynamic movements of the 330 P4 and other Sport Prototypes, emerge from the external profile of the headlights, increasing the expressiveness of the front end.
The brutal fender emphatically presides over the rear of the SP3.
The rear highlights the volumetric power of the fender thanks to the use of a two-section element and is adorned with an aerodynamic pocket that increases the three-dimensional effect. The compact and tapered passenger compartment creates at the rear, together with the fenders, a powerful backrest in which there is a dorsal element showing the naturally aspirated V12 at the end, the beating heart of this new Ferrari ‘Icona’ .
A series of horizontal slats complete the rear frame, where the resulting light, radical and structured monolithic volume gives the Daytona SP3 a futuristic look where they are included.
typical elements of Ferrari DNA. The taillights consist of a horizontal light bar arranged under the spoiler and hidden in the first row of slats. The pair of exhausts snap into the upper part of the diffuser in a central position, contributing to its aggressive appearance and completing a scheme that tends to optically enlarge the car.
The interior finishes, how could it be otherwise, are worthy of a Gran Turismo.
A very refined interior
Even for the interior, the Daytona SP3 is inspired by Ferraris such as the 330 P3 / P4, the 312 P and the 350 Can-Am. Starting from the high-performance chassis, a carefully refined environment has been designed, achieving comfort and finishes worthy of a modern Gran Turismo, even with a minimalist language. The Sports Prototypes have maintained the philosophy of certain linguistic codes, where the dashboard, for example, is pure and functional, although totally modern. The characteristic saddle mats that served as seats and applied to the frame of the Sports Prototypes have been transformed, obtaining modern seats integrated into the bodywork in material continuity with the surrounding pillars.
Some external elements, including the windshield, positively influenced the interior architecture. In side view, the cross-section of the roof over the insertion of the windshield defines a vertical plane that divides the passenger compartment in two, separating the functional area from the seats. This architecture lends itself to a double characterization, clearly sporty but very elegant.
The interior of the Daytona SP3 aims to ensure both the driver and passenger a comfortable driving environment by relying on the styling cues typical of racing cars. The main idea was to visually expand the cabin by creating a clear separation between the dash area and the two seats. The latter, in fact, are part of a seamless texture continuity, their molding extending to the doors, reproducing the elegant functionality typical of sports prototypes. This same extension of the trim can also be seen in the sill area when the doors are open.
The dash follows the same philosophy, where the structure of the Daytona SP3 implies that the trim extends all the way to the taillights, hugging the entire area that connects to the windshield. The thin, taut dash seems to almost float inside the upholstery. Its design unfolds on two levels, with a trimmed upper shell, which has a clean, sculptural look, which is separated from the lower shell with a clear dividing line of texture and functionality. All human machine interface (HMI) touch controls are grouped below this line.
The seats are integrated into the chassis and therefore have the ergonomic wraparound design typical of high-performance cars, but also the kind of meticulous detail that sets them apart. The textural connection between the seats and the extension of the theme to the adjacent cutout areas, as well as certain volumetric effects, were possible because they are fixed, while the driver adjustments are taken care of by an adjustable pedal box. The clear separation between the technical area of the cabin and the area of the occupants also allowed the volume of the seat to extend to the floor. Even the headrests refer to their racing counterparts, but while the latter are integrated into one-piece seats, the Daytona SP3 is independent.
The design of the door panel contributes to the visual widening of the cabin. Some saddled areas have been inserted into the carbon fiber structure, where the leather upholstery in the door panel at the shoulder height accentuates the wraparound effect and reinforces the link with the Sport Prototypes. At the bottom, however, the surface acts as an extension of the seat. The tunnel is characterized by a saber inserted under the connecting finial between the seats, whose functional elements are arranged at its ends. In its frontal area is the gate reintroduced in the range from the SF90 Stradale, but in this case the theme is interpreted in a cantilevered version, almost suspended with respect to the perimeter volumes.
812 Competizione engine
To give the Daytona SP3 the most exciting V12 on the market, Ferrari chose the 812 Competizione’s engine as a starting point, but relocated it to the rear middle position to optimize intake and exhaust design, as well as fluid dynamic efficiency. The result is that the F140HC engine is the most powerful internal combustion engine ever built by Ferrari, delivering a whopping 840 hp of power and exhilarating V12 sound typical of a Prancing Horse.
The engine has a 65 ° V between its cylinder banks and retains the 6.5-liter capacity of its predecessor, the F140HB, which dazzles in the 812 Competizione from which it inherits its updates. All developments improve the performance of a powertrain that sets the new benchmark within its category thanks to its astonishing sound, achieved through specific work on the intake and exhaust lines, and the seven-speed gearbox. , which is now even faster and more exciting than ever thanks to the development of specific strategies.
Top RPMs of 9,500rpm and a torque curve that ramps up to full revs give occupants the feeling of unlimited power and acceleration. Weight reduction was a point where particular attention was paid along with the inertia of the engine by adopting titanium connecting rods, which are 40% lighter than steel, and using a different material for the pistons. The new piston pins have a Carbon Diamond or Diamond Like Carbon (DLC) treatment, which reduces the coefficient of friction to improve performance and fuel consumption. The crankshaft has been rebalanced and is now 3% lighter too.
The opening and closing of the valve is carried out by means of sliding finger followers, derived from F1 and developed with the aim of reducing mass and taking advantage of higher performance valve profiles. The sliding finger followers are also DLC coated and their function is to transmit the action of the cam (again with DLC coating) to the valve using a hydraulic pusher as a pivot for movement.
The intake system has been radically redesigned. The manifold and plenum are now more compact to reduce the overall length of the tracts and deliver power at high revs, while the torque curve is optimized at all engine speeds by a variable geometry intake tract system. The system allows the length of the intake tract assembly to be continuously varied, adapting it to the engine firing intervals to maximize the dynamic load on the cylinder. A specific hydraulic system controls the actuators and is managed by the ECU in a closed circuit, adjusting the position of the length of the inlet tracts based on the engine load.
Combined with optimized cam profiles, the variable valve timing system creates an unprecedented system of pressure peaks of equal height needed to get power at high revs without sacrificing any low and mid-rev torque. The result is a sensation of fast and continuous acceleration, culminating in astonishing power at top revs.
The management strategies of the gasoline direct injection system (GDI at 350 bar) have been further developed, and now consist of two gasoline pumps, four rails with pressure sensors that inform the closed-loop pressure control system already electronic injectors. The calibration of the time and the amount of fuel supplied in each injection, in addition to an increase in the injection pressure, have allowed reducing polluting emissions and the formation of particles by 30% (WLTC cycle) compared to the 812 Superfast.
The ignition system is constantly monitored by the ECU (ION 3.1) with ion detection system that measures ionizing currents to control ignition timing. It also has a single and multiple spark function for when multiple ignitions of the fuel / air mixture are required for smooth and clean power delivery. The ECU also controls combustion in the chamber to ensure that the engine is always running at maximum thermodynamic efficiency, thanks to a sophisticated strategy that recognizes the octane rating of the fuel in the tank.
A completely new variable displacement oil pump was developed to allow oil pressure to be continuously controlled throughout the engine’s operating cycle. A solenoid valve, controlled by the closed-loop engine ECU, is used to control the displacement of the pump in terms of flow and pressure, delivering only the amount of oil necessary to ensure the operation and robustness of the engine at each point of operation. its operation
Importantly, to reduce friction and improve mechanical performance, less viscous motor oil is being used than in the previous V12 and the entire oil scavenging line has been made more permeable to make it more efficient.
Architecture inherited from F1
To ensure Daytona SP3 drivers feel completely in harmony with their car, its engineering draws heavily on the ergonomic expertise Maranello has treasured in Formula 1. The fact that the seats are integrated into the chassis means that the driving position is lower and more reclined than in the other Ferraris in the range. In fact, the position is very similar to that of a car. This helped reduce weight and keep the car’s height at 1142mm, which in turn reduces drag. The adjustable pedal box means that each rider can find the most comfortable position.
The Daytona SP3 steering wheel features the same human-machine interface (HMI) already seen on the SF90 Stradale, Ferrari Roma, SF90 Spider and 296 GTB, continuing Ferrari’s philosophy of “hands on the wheel, eyes on the road. “. Touch controls mean that drivers can control 80% of the Daytona SP3’s functions without taking their hands off the wheel, while a 16 “curved HD display instantly transmits all driving-related information.
Both the chassis and bodywork of the Daytona SP3 are made entirely of composite materials, a technology derived directly from Formula 1 that offers an excellent ratio of weight to structural rigidity. To reduce the weight of the car to an absolute minimum, lower the center of gravity and ensure a compact architecture, various components, such as the seat frame, were integrated into the chassis.
Aeronautical composites were used, including T800 carbon fiber for the bathtub, which was placed by hand to ensure the correct amount of fiber for each area. The T1000 carbon fiber was used in the doors and thresholds, and is essential for the protection of the cabin, since its characteristics make it ideal for side impacts. Kevlar® was also used for the areas most exposed to impacts, thanks to its resistance characteristics. Autoclave curing techniques are similar to Formula 1, and are performed in two phases, at 130 ° C and 150 ° C, with the components vacuum packed to eliminate any lamination defects.
A specific tire has been developed by Pirelli for the Daytona SP3. The new P Zero Corsa was optimized for both wet and dry performance, with a particular focus on the car’s stability in low-grip situations. The new Icona is also equipped with the latest version of Ferrari’s SSC, 6.1, which, for the first time in a rear mid-engined V12, includes the FDE (Ferrari Dynamic Enhancer) to increase cornering performance. This lateral dynamics control system acts on the brake pressure on the calipers to control the angle of entry of the car when driving at the limit and can be activated in the “Race” and “CT-Off” modes on the Manettino.
The adoption of a rear center architecture and composite chassis also optimized the weight distribution between the axles, concentrating the masses around the center of gravity. These options, in combination with the work done on the engine, offer a record power-to-weight ratio and acceleration figures of 0-100 km / h and 0-200 km / h.
The most aerodynamically efficient Ferrari
The goal with the Daytona SP3 was to introduce aerodynamic solutions that would make it the Ferrari with the highest level of passive aerodynamic efficiency of all time. This required careful attention to detail when designing the radiating masses for efficient heat dissipation. Therefore, the management of the hot air flows was vital to define a design that was as integrated as possible with the overall aerodynamic concept.
The increase in the engine power of the F140HC meant a corresponding increase in the thermal power that had to be dissipated and, therefore, an increase in the radiant masses for its cooling. Allowing the necessary aerodynamic solutions at the front meant concentrating development on cooling efficiency first and foremost. Thus, detailed work was done on the design of the fan housing, the opening in the lower part of the body to evacuate the hot air and the intake duct, all optimized to avoid having to increase the size of the front radiators.
The design of the sidewalls that benefited from the design of the radiating masses for the gearbox and engine oil displaced towards the center of the car was thoroughly investigated. This solution paved the way for the integration of side channels in the doors, allowing the intake channels of the radiators to travel forward in the chassis. As a result, the front spoiler creates an ideal section for the intake ducts and captures fresh air that is also very efficient in terms of cooling the radiators.
The high level of integration of aerodynamic functions into the design is demonstrated by the engine cover, which features a center column structure to channel cool air into the engine inlet and provide outlets to vent hot air from the engine compartment. . The engine air intake is at the base of the backbone design to shorten the distance to the air filter and minimize losses. Longitudinal grooves that separate the spine section from the one-piece rear body dissipate heat from the engine and capture cool air by interacting with the vents located between the slats of the rear bumper.
The design adopted for thermal management created areas that the aerodynamics team could take advantage of to maximize overall efficiency. This was achieved by focusing on perfecting the integration between volumes and surfaces, and by incorporating new concepts in the underbody that work in synergy with the upper part of the body without the need for active aerodynamic solutions.
The front end of the Daytona SP3 is a surprisingly harmonious combination of form and function. On either side of the central radiator grille are inlets to the brake ducts and channels that vent through the outlets on both sides of the hood to create a blown duct that contributes to the generation of front downforce. Under the headlights there are two aerodynamic movements that increase downforce. Vertically stacked fins within the bumper corners guide airflow into the wheel arch, creating drag that reduces drag by realigning flow along the sidewalls and containing turbulence generated by wheel wake.
The blown geometry of the front bumpers is not the only element that manages flow over the sidewalls to reduce drag. The wheel spoke profiles also contribute, along with the vertical design of the sidewall itself. The former increase the extraction of air from the wheel well and realign the wake with the flow along the flanks. The wide surface of the latter acts as a barge board to keep the trail of the front wheel close to the surface and reduce the transverse size of the wake and therefore drag. The barge board design also conceals a genuine front wheel well aerodynamic channel that is vented in front of the rear wheel.
The developments in the underbody were designed to improve the performance of the entire floor, with the introduction of a series of devices dedicated to generating localized vorticity. Importantly, reducing the height of the underbody meant moving the maximum suction closer to the road surface, which increased the efficiency of devices that take advantage of the ground effect. Two pairs of curved profiles in front of the front wheels exploit their relative angle to the airflow to generate powerful but stable vortices that interact with the underbody and front wheels to develop downforce and reduce drag.
Other vortex generators were optimized and positioned to virtually seal the front bottom. The outer vortex generator is installed right on the chassis edge at the inner wheel arch opening and has the same effect as a Formula 1 barge board, where the vorticity created protects the underside of the body from the effect of the wake from the front wheel, thus reducing interference with the more efficient flow created by the center section of the ground.
The most important development area for downforce was the rear wing. To properly balance the front and rear downforce, the engineers took full advantage of the opportunity created by the repositioned engine air intake and the new taillight design. These two solutions meant that the spoiler could be extended to fill the entire width of the car. Not only was its surface increased in width, but the lip was also lengthened towards the rear, helping to increase downforce without penalizing drag.
The most innovative solution, as well as a defining feature of the car, is at the rear of the underbody: the floor chimneys are connected to two louvers built into the rear wings via vertical ducts. The natural suction created by the curvature of the wings maximizes the flow of air through the ducts and creates a dynamic fluid connection between the flows over the underbody and the upper part of the body. This feature brings three direct benefits: First, it reduces underbody blockage by increasing flow under the front of the body, increasing downforce, and shifting the aerodynamic balance forward to improve cornering. In second place, the increased local acceleration of the flow created by the geometry of the inlets on the ground generates a very strong suction that improves the rear downforce. Lastly, the rear spoiler also benefits from the additional flow from the rear spoiler blades.
The last area of development was to increase the volume of expansion of the diffuser, both in the vertical and horizontal planes, thanks to the installation of the exhaust pipes in a high and central position. The space that was freed up centrally could thus be dedicated to a solution similar to a double diffuser. In fact, the diffuser allows for the expansion of the flow on two different levels and gives a strong connotation to the rear, creating a bridge shape that appears to float in the volume of the tail. The concept takes advantage of the high energy of the central flow area to efficiently channel air both in and out of the central “bridge” structure. This means that the flow that passes outside the central channel energizes the interior, increasing the efficiency of the diffuser as a whole.
The Daytona SP3 has a wraparound windshield in which the glass extends to the start of the removable hardtop. There is a soldering iron built into its top seal to precisely direct the flow over the head rail when driving without the hardtop. The center of the tread area is dipped to follow the shape of the rear body buttresses and engine cover and thus minimizes the possibility of the wake drifting onto the rear header rail and back again. fall into the area between the seats. Airflow at the rear of the side windows is channeled through the rear molding behind the headrests into a central recessed slot protected by the windshield for ventilation outside the cabin
The Ferrari Icona series
The Ferrari Icona series was launched in 2018 with the Ferrari Monza SP1 and SP2, inspired by the racing barchettas of the 1950s and which helped earn the brand its legendary status in the world of motorsport with a series of prestigious victories. The Icona series celebrates the history of Ferrari by reinterpreting the timeless styling of the brand’s most iconic cars with a radically modern effect using the most innovative materials and technologies available today.
The idea of drawing inspiration from a particular moment in history, which is at the core of the Icona concept, goes far beyond the mere reuse of style cues from the past. Rather, the goal is to distill the very essence of an era and use it as a springboard to create new concepts that are unique enough to become icons for future generations. All Icona models have exclusive solutions not seen in the rest of the range and are aimed only at the most important customers and Ferrari collectors, proud ambassadors of the Prancing Horse brand.
Seven years of maintenance
Ferrari’s unmatched quality standards and commitment to customer service underpin the extended seven-year maintenance program offered with the Daytona SP3. Available across the entire range, it covers all regular maintenance for the first seven years of the car’s useful life. This structured maintenance program for Ferraris is a unique service that allows customers to be sure that their car maintains maximum performance and safety throughout the years. This very special service is also available to second-hand Ferraris owners.
The main advantages of the Genuine Maintenance program are regular scheduled maintenance (at 20,000 km intervals or once a year without mileage restriction), original spare parts and thorough checks by personnel trained directly at the Ferrari Training Center in Maranello. using the most modern diagnostic instruments. The service is available in all markets in the world and at all dealers in the Official Dealers Network.
The Genuine Maintenance Program further expands the wide range of after-sales services offered by Ferrari to meet the needs of customers who want to preserve performance and excellence, undisputed hallmarks of all cars built in Maranello.