Николас Хэмилтон

6 апреля 2018 - Ligier JS P2 Judd - Spa-Francorchamps

 

В ходе своего быстрого круга Николас использовал стандартные настройки машины.

Spa-Francorchamps в Project CARS 2: быстрый, пугающий и грозный

With over 40 teams, 60 cars, and almost 200 drivers running a host of Project CARS 2 GT3 machinery from Mercedes-Benz, Ferrari, BMW, Porsche, Audi, and more, the Spa 24 Hours is without doubt the main event on the GT3 calendar, with an unrivalled history and pedigree.

Spa remains one of the great challenges for drivers, and in Project CARS 2, you get the chance of battling it in both versions―the current layout, and the classic layout that was lost to posterity back in 1979. That track, in all its terrifying glory, was lovingly restored by a team of passionate specialists using reams of period-specific images and data to recreate what was one of the great tests of a driver’s skill and bravery.

It was also the track that gave birth to the safety movement that changed the very face of motorsport. Any race at Spa, on either layout that comes with Project CARS 2, will test your skill like no other―in the wet and fog, on a cold night, there aren’t many racing venues that can quickly separate the very fast from the very brave.

How Spa terrified the legends of motorsport

Spa was the first town in Europe to legalise gambling. No coincidence, then, that this was where the first horse races in Europe took place, and once the four-legged beasts were replaced by fire-spitting mechanical ones in the late 1800s, gambling took on a whole new, sinister face as drivers swapped horses for horsepower and mortality for fame and fortune.

Drivers have been terrified by this track ever since. It gained notoriety as a true test of Formula 1 drivers and machinery in the ’60s, but Spa’s true menace has always been stroked by the 24 Hour runners racing through nights thick with threat. The 1972 race, in particular, was so gruesome it remains the story old timers tell their kids to explain just how dangerous motor racing was ‘back in the day’.

The Old Spa was a nasty track that never gave an inch; it wasn’t like the ’Ring where a driver could hope, one day, to conquer its secrets. Spa had no secrets. The challenge was not to conquer the track—a triangle that headed into bucolic woods and rolling hills connecting three time-soaked villages—but to conquer the fear. The fear of 180mph turns, the fear of speed—unrelenting, remorseless, merciless speed at all-but-full-throttle in the certain knowledge that one mistake, one miscalculation, one mechanical breakage was all that stood between survival and whatever fate the gods had ordained.

Nothing much has changed; Spa may be a lot safer today, but it remains a temple of speed.

The Old Spa was double the size of the current track, now generally regarded as one of the most challenging circuits in world motorsport. The Old Spa, though, had not one, but two of the most terrifying corners ever conceived—Le Raidillon, and the Masta Kink. Two of the most dangerous, chilling corners in the history of motorsport, both separated by just five kilometres.

The legends hated this place. Stewart despised it. Serial winner Jim Clark was disgusted by it. John Surtees noted, “One lap was so long that you could have three types of weather … with the grid on the downhill, and with Eau Rouge the first turn which always made you focus.”

Stewart and Clark both had good reasons to loathe Spa. Clark, back in 1960, in his second-ever Formula 1 race, was involved in what remains the darkest day in the history of British motorsports. He would never forget that race; the fact that he would go on to become the most winning driver at the Old Spa— 1962, 1963, 1964, and 1965—is what makes Clark, for many, the greatest driver of them all.

But Spa earnt its sinister reputation in the 24-Hour races more than F1. The 24-Hour race was always a disturbing event; blighted by mist, fog, rain, even sleet, and the ever-present spectre of tragedy, the challenge for drivers was immense; maximum speed broken up only by fast, sweeping turns, none of which were quite flat, all of which had no barriers, and as driver Jackie Oliver remembers, “If you went off, you just do didn’t know what you were going to hit.”

In 1966, Jackie Stewart got a first-hand lesson in what you could hit when he went off at the Masta Kink: he hit a telegraph pole, then a gazebo, then a farmhouse. The movie Grand Prix was shot at Spa in 1966 when half the field failed to get through the first lap.

“We just drove in a wall of water, as it can only rain in southern Belgium,” Stewart recalled years later. His shunt saw him trapped in his BRM. “The gas tank was torn and the gasoline literally sloshed back and forth in the monocoque. The instrument board was later found 200 meters down the road, but the fuel pump was still working. I was trapped.”

Stewart, with a broken shoulder and cracked ribs, could do nothing but lie in a bath of toxic fuel and wait. With no marshals or track safety workers, it was fellow drivers Graham Hill and Bob Bobdurant who finally came to Stewart’s aid. Stewart was brought into the medical centre on the back of an old pickup truck and abandoned on the floor with cigarettes and litter all about him. When it became apparent the doctor could do little to help, he was thrown into the back of an ambulance which promptly got lost in the Ardennes.

“After Spa,” Stewart said, “I realized how dangerous it all was. That’s when I decided to do something to make the sport safer.”

That something would change the face of motorsport forever.

Spa was the catalyst—the advertisement for everything that was wrong with motorsport; too fast, too dangerous, and nothing preventing drivers from being flung off the road into barbed wire, poles, houses, ditches, ravines, all with inevitable and often deadly outcomes.

Spa was never a place to be trifled with. Drivers hated it because there was no hiding—at that speed, a slight confidence lift, a moment’s hesitation, just a wheel-off at the exit of any of the turns didn’t cost a tenth or two—it cost a second and more down those endless straights where you’d carry whatever you lost at the exit for up to a full minute.

A driver either had the guts to keep the boot in through the Masta Kink, either had the courage to get all light and loose through Le Raidillon, or he came around seconds down on the opposition, and no-one would have any doubt about the cause of that.

Drivers were frightened of the Old Spa because here, like no other place, any off was always the ‘big one’. A driver was either on the limit of fear, or nowhere at all.

And that remains the challenge at Spa; even today, with all the safety that underpins the modern track, it remains a true test of a driver’s grit, a driver’s ability to keep the boot in.

Nowhere to hide at the fastest open road circuit in the world

Spa chronicles the history of motorsport. They were running races here through the Ardennes as early as 1896; in 1902, locals sealed off the roads and created the world’s first public-road race track. That changed year-on-year, with one configuration running over 100kms. A local Liège-based newspaper named Le Meuse was the first big sponsor and its owner, Jules de Their­, along with driver Henri Langlpois van Ophem, and (then mayor of the small town of Spa) Baron Joseph de Crawhez, conceived the final layout late one afternoon in 1919 in the bar to the Hotel des Bruyères in the village of Francorchamps, where the three men, settling on the idea of a motor race to bring tourism back to the war-ravaged area, traced a simple triangle using local roads that connected the three villages that would give rise to legends―Francorchamps to Malmédy to Stavelot.

And so the most frightening track in world motorsport was born.

Racing started in 1922, and by 1924, a year after Le Mans, Spa hosted its own 24-Hour race. The 24 Hours at Spa went on to become synonymous with endurance cars and touring cars before becoming, today, one of the world’s most prestigious GT3 races.

The original layout was fast, and it would change little over the years. What changes there were, were designed to make Spa even faster. In 1939, the slow uphill bend at Ancienne Douane (the old customs office) that crossed over a small stream named Eau Rouge was replaced by a fearsome right-hand sweep that charged up the hill. Named Le Raidillon (literal translation meaning “steep path”), today it is better known as “Eau Rouge” (though historians and locals are always quick to point out the error of that).

Up the hill, the Kemmel straight, which is still used to this day, was also straightened. Then in 1947, after World War II had come to a close, the tight bend entering Stavelot was replaced by a banked sweeper, and the Malmedy Chicane was straightened. And that, until 1970—when safety fears meant Spa got Armco all the way around at the same time as Le Mans, this after the track was boycotted (led by Jackie Stewart) by Formula 1 the year before―was how it remained.

In 1970, the track hosted one more Formula 1 race, but the safety changes were ruled inadequate by Stewart, and by the time the F1 circus came back, in 1983, Burnenville, Masta, and La Carriere had been lost to history. Stewart was right about the Old Spa, though, as events in 1972, 1973, and 1975 in the 24-Hour races would sadly demonstrate—all those races suffered multiple fatalities. As a result, major series abandoned the track at the tail-end of the 1970s—cars were just too quick by then, with Henri Pescarolo in his Matra, at the 1973 Spa 1000 km World Sportscar Championship race, lapping at an average speed of 262kmh (163mph).

The 24-Hour race, meanwhile, no matter whether it was part of the European Touring Car Championship from the 1960s through the mid-1980s, or sportscars in the 1950s, or endurance cars in the early 1980s, no matter if it was the first race for the AMG “Red Pig” or another win for the legendary Ford Capris or the current blue riband event for GT3s, remains one of the world’s greatest events.

In 1979, the decision was made to consign the Old Spa to memory, and a new track was built. All that was left were the tales of horror-filled nights, and the legends who came here and triumphed.

The new Spa may not be quite as terrifying, but it remains a high-point in the career of any driver―a win here is worth a lot more than at any other place.

Project CARS 2’s modern layout was tested extensively by a man who knows this place like the back of his hand― 2012 and 2014 24 Hours of Spa winner René Rast.

Old or current, Spa is always Spa―and even on those rare days when there is no rain, it remains the ultimate challenge for a driver’s ability and courage.

30 марта 2018 - BMW M6 GTLM - Circuit de Barcelona-Catalunya

 

В ходе своего быстрого круга Николас использовал стандартные настройки машины.

The BMW M6 GTLM: M for Motorsport

Many manufacturers have a race division but few badges evoke the same passion and instant recognition as the M-badge … as you’ll discover in this weekend’s challenge in the BMW M6 GTLM, a race car that reflects all the history and pedigree of BMW’s Motorsport division...

Jochen Neerpasch And The Mythical M-Sport Badge

The M-Sport brand is one of motoring’s most aspirational brands. Pull up aside any bimmer anywhere in the world that flashes the M with its three-colored warning, and you know you’re astride a purpose-built, track-stomping speed-machine. M for BMW Motorsport, BMW’s jewel in the crown; more than a brand, it’s an image that evokes racing passion bottled-up from the mythical European Touring Car Championships of lore―fire-spitting, rasping, crackling beasts tuned for absolute performance.

Its heritage? Look no further than the BMW M1 (that you’ll find in Project CARS 2). Not to belabor the obvious, but, well, there’s a reason why it’s called the M … 1.

So where did the M division begin? For that, you have to go back to the early 1960s when BMW’s propellers had stalled badly, the company in free-fall until the introduction of the BMW 2002―the car that saved BMW.

By 1970, BMW’s accountants had dispensed with their red pens, but out on the race track, BMW was ailing: their race car, the 2800 CS, spent every weekend getting thoroughly spanked by Ford in the guise of its classic Capri RS 2600.

BMW needed to find a way to project its rediscovered status as a major player in the German motoring landscape. And for that, what BMW needed was to win races. In 1972, the decision was made to invest heavily in their motor-sports program. The chief of Ford’s racing division, and the man who had been singularly responsible for turning the Capri into a world-beater, was Jochen Neerpasch. He was duly snapped up by BMW and offered his own fiefdom at BMW.

Neerpasch named this new division ‘BMW Motorsport GmbH’. The M for Motorsport. History had just been made, though at the time there was no actual plan to leverage the M badge into the road-car division.

With 35 employees, Neerpasch got down to work on creating a Capri-beating BMW. Given he’d created the Capri, Neerpasch knew exactly what was needed, and it came in the dazzling, era-defining shape of the BMW 3.0 CSL. The L stood not for the usual lang (long, in BMW-speak) but leicht (light, in Mercedes-speak). Neerpasch stripped everything out of the 3.0 CS, used aluminium for the doors, hood, and boot, swapped out the glass for Perspex, and, in 1973, won the European Touring Car Championship and added a (class) win at Le Mans for good measure.

The legend of BMW’s M division was born. And in the 3.0 CSL you can find the blueprint for every race-winning BMW M-car―low weight, front-engined, big power. It’s a recipe that has carried straight through to BMW’s current GT-runner, the BMW M6 GT and GTLM that you’ll find in Project CARS 2.

BMW M6 GTLM

In Project CARS 2, you can choose between the M6 GT3 and the M6 GTLM. The differences between these two cars are tiny and based on the rules under which they race―the GT3 mandated by the FIA’s rule-set while the GTLM is guided by the IMSA rule-set. That means the GTLM has smaller front tyres and there are marked differences in the aero―the GTLM, for instance, doesn’t have the GT3’s spoiler. There is also a tiny difference in power. For this weekend’s Beat the Pro challenge, you’ll be racing the GTLM spec’.

Z4 to M6―the search for power

The M6 project, that came to life back in 2013, was an important one for BMW as it sought a more ‘natural’ replacement for the outgoing Z4 GT3. For BMW, projecting a new GT-runner came with many considerations: the car needed to have a big upgrade in power, needed to retain the balance and sheer drivability of the Z4, needed to be cost-effective to attract buyers, and, finally, needed to connect to a car that was part of its current line-up.

The logical option for BMW was to strip down its legendary M4, but after some time on the dyno, it was decided that car’s 3-litre was not up to what BMW had in mind―a big power upgrade from the Z4. What BMW were after was something a lot more menacing, something like … a 4.4-litre twin-turbo V8. And, oddly enough, that was just the engine that powered their M6.

BMW then sat down and had a hard think: firstly, about whether their V8 could compete against the mighty engines in GT3 where dozens of the world’s top automakers were competing both for wins and driver’s loyalty (not to mention checkbooks) with V8s, V10s, and V12s; and secondly, about whether they could do something with the M6 platform itself, a car that topped the scales at almost two tons.

With the go-ahead given late in 2013, BMW got to work refining their new GT-runner. That meant getting the engine reliable enough for 24 hours of hard-racing (cue months of development work in Sweden), and finding a way to rid 500KGs of flab.

This meant carbon fibre replacing anything that looked like metal. And key, too, was BMW’s decision to shift the whole engine back from the front-axles to help with the weight-balance―this enabled by the weight-saving spaceframe. And given weight saving was crucial, why have the exhaust run to the rear of the car when it could just spew out flames from just behind the front wheels?

With power sorted―585hp―and weight down―a slender 1,300KGs―BMW then got to work on the aero package. That came with two bits you’re likely not to have missed―an almost 6-foot wide rear wing, and an absolutely massive diffuser.

The BMW M6 GT3 and GTLM debuted in 2016 at Daytona and was immediately on the pace. By the summer, BMW’s new GT3 confirmed its prowess by winning one of the most important races on the GT calendar in its debut season―the Spa 24 Hours. BMW had succeeded in building a car that carries with it all the hallmarks of what M-power is all about: a powerful front-engined driver’s car that, in the right hands, is an out-and-out race winner.

23 марта 2018 - Chevrolet Corvette C7.R - Spa-Francorchamps

 

В ходе своего быстрого круга Николас использовал стандартные настройки машины.

Chevrolet Corvette C7.R

Vehicle Lead Casey Ringley gets under Chevy’s supercar and finds a lot to love

The Corvette C7.R is Chevy’s all-winning GT race car built by Pratt & Miller, specifically designed for endurance racing. It scored an impressive three wins in its debut season (2015), including the Daytona 24 Hours and Sebring 12 Hours. And if that was impressive, it then went on to clinch the Triple Crown of endurance racing that same season when it won the 24 Hours of Le Mans with Project CARS 2 consultant Tommy Milner doing the wheel-work.

In 2016, it scored yet another win at Sebring (with Tommy Milner again) and, despite a poor show at Le Mans, claimed the endurance championship back in the US.

During the development of the C7.R, we had the great opportunity of working with one of the real drivers at Corvette—Tommy Milner. We’ve actually known Tommy since he was a 14-year old kid just getting started in karts and fooling around with simulation games, so it’s beyond cool to see where his career has gone.

Cutting to the chase here, the C7.R is just a great package for endurance racing. The way it fits into Le Mans rules sees it running at the standard class-minimum of 1,245kg (20kg more than the Porsche and Aston, which both get a break), along with 2×29.1mm air restrictors; this sees the C7.R push-out a healthy 500HP @ 6,000RPM.

The rear wing height and Gurney flap size, additionally, means it pays something of a drag penalty for that power, but overall, the aero’ package is simply excellent. The extra drag turns into a fine amount of downforce, and general ride height/pitch sensitivity is low for a modern GT thanks to the short overhangs. It might not always be fastest over a single lap, but it’s super-easy to push the C7.R at maximum performance over long stints.

The LS5.5R engine (5.5-litre Chevy V8) would, amazingly, be good for upward of 750HP—unrestricted. This matches up with some performance packages Katech produces for similar units you can run on the road. More amazing still is that Corvette averaged 14-lap stints at Le Mans, same as the Aston, despite having a fuel tank that was 10 litres smaller. Direct injection is contributing to that big-time. The torque curve, meanwhile, is massive and, in restricted form, you are right up at 95 percent of peak power from 4,900RPM right through to 6,500RPM. It doesn’t need to rev’ out to the limit for max’ performance, and the fuel savings benefit you get from using fewer RPM can be a huge benefit over the long haul.

Tommy gave the car in Project CARS a run just before the Daytona 24 Hours, and said we were on the right track, but had the default setup running too stiff. That instantly clicked with something I remember from the older C6.R, and that drivers Pratt & Miller Motorsports actually ran that car on softer spring rates than the road car. The setup we’ve ended up with now is a much better match to how they run the car in the real-world. You can make it as stiff as the Vantage GTE or others if you wish, but there really is something to say for letting it roll around a bit more, and it can do that without getting a penalty thanks to really docile aero.

16 марта 2018 - Porsche 918 Spyder - Monza

 

В ходе своего быстрого круга Николас использовал стандартные настройки машины.

Porsche 918 Spyder

Вклад Porsche в самый эксклюзивный клуб гиперкаров настолько быстр, насколько вы только можете себе представить...

Гиперкар гиперкару рознь. Под это абстрактное определение можно подогнать все, что угодно. Однако, когда речь заходит о Святой Троице, спецификации достаточно четко определены: огромные двигатели с гибридной составляющей, гоночное наследие, легендарные бренды, эпичная мощность и семизначный ценник.

918 оснащен невероятно легким (135 кг) 4,6-литровым V8, который расположен там, где и должен - непосредственно над задней осью. Выхлопные трубы расположены не позади автомобиля, а прямо за спиной водителя. Если вы выбираете для себя тихую машину, то 918 Spyder очевидно не для вас, ведь когда стрелка тахометра упирается в красную зону на 9200 об/мин, вы едва ли услышите что рассказывает собеседник на пассажирском сидении.

Впрочем, учитывая то, что в этой самой красной зоне алюминиево-титановый мотор выдает 890 л.с. (600 л.с. от V8, остальное от двух электромоторов, расположенных в передней и задней части машины), у вашего пассажира вряд ли возникнет желание поговорить, пока его голова будет вдавливаться в подголовник с перегрузкой, сравнимой с пуском ракеты на Луну.

Машина быстра, но насколько? Зависит от того, у кого вы спрашиваете. Porsche приводит следующие цифры: от 0 до 100 км/ч за 2,5 секунды, от 0 до 200 км/ч за 7,2 секунды, от 0 до 300 км/ч за 19,9 секунды, максимальная скорость составляет 351 км/ч. Впечатляет, но первое, что хочется сделать с этой штукой, это отправить ее на Северную Петлю. Ориентиром будет 6 минут и 57 секунд. Время ниже психологической отметки в 7 минут было установлено в 2014 году и растоптало предыдущий рекорд для серийных машин на 14 секунд.

После этого тест-пилот Porsche сказал: "Меня попросили быть поаккуратнее". Да, она настолько быстра.

918 использует систему полного привода, которая слегка более продвинутая, чем та, что в вашем паркетнике. На скорости свыше 260 км/ч полный привод прекращает работать, и весь крутящий момент передается на задние колеса. Это стоит запомнить...

Наличие системы полного привода и электромоторов не могло не сказаться на весе автомобиля. Даже в комплектации Weissach, в которой и был поставлен рекорд на Петле, речь идет о 1700 килограммах. И нет, снятие крыши не исправит ситуацию, только сделает машину еще громче. Кстати, есть способ сделать машину абсолютно бесшумной. Среди пяти режимов работы силовой установки есть E-drive, в котором машина полностью переходит на электромоторы. В таком режиме вы сможете проехать 19 километров. Разумеется, в Project CARS 2 машина использует режим Race, выдавая вам всю доступную мощность, плюс кнопку "Push to Pass", которая выжмет из электромоторов еще немного энергии. Ну вы же знаете, 800 л.с. просто не может быть достаточно, не так ли?

А как насчет цены в районе 850 тысяч долларов? Это меньше миллиона. Более того, покупая автомобиль в Штатах, вы получите скидку в размере 3,6 тысяч за то, что сохраняете планету, используя гибрид.

Если же вы хотите настоящий 918 Spyder, то опоздали на пару лет. Все автомобили, производство которых было запущено в сентябре 2013 года, были распроданы к декабрю 2014.

9 марта 2018 - Ferrari LaFerrari - Monza

 

В ходе своего быстрого круга Николас использовал стандартные настройки машины.

Ferrari LaFerrari

Есть обычные машины, есть спорткары, суперкары и гиперкары. А еще есть "Святая Троица" машин, которые бросают вызов идеалам и олицетворяют зенит возможной производительности в мире машин, предназначенных для дорог общего пользования. Только три машины относятся к столь невероятно эксклюзивной группе и все они представлены в Project CARS 2.

Одна из них - произведение искусств из Маранелло.

Ее цифры впечатляют, а в мире гиперкаров цифры имеют значение. Машина столь быстра, что говорить о разгоне до 100 км/ч не имеет смысла (2,4 с). 200 км/ч она достигает менее, чем за 7 секунд, а до 300 км/ч - за 15. Максимальная скорость расположена где-то в районе 350 км/ч и только лишь потому что ограничена электроникой.

Что касается имени, то это не просто Ferrari. Это Ferrari.

LaFerrari, разумеется, не могла получить ничего кроме V12. И не просто какой-нибудь V12, а 6,3-литровый монстр - самый мощный дорожный мотор из когда-либо созданных Ferrari. 788 л.с. при 9000 об/мин. Но подождите... есть кое-что еще. Дополнительный 161-сильный электромотор, который доводит суммарную мощность до 949 л.с., а крутящий момент до 899 Нм.

Почти тысяча лошадок в машине, которая весит 1200 килограмм... меньше, чем небольшой семейный седан.

Что касается стиля, то впервые с 1973 года в Ferrari решили не пользоваться услугами Pininfarina, а вместо этого поручили работу собственной студии Centro Stile Ferrari под руководством Флавио Манзона. Это само по себе делает LaFerrari уникальной, ведь с 1951 года дизайн и облик машин из Маранелло был тесно связан с Pininfarina.

Инженеров также не пришлось искать на стороне - разработкой занялись подразделения Формулы 1 и GT с участием легендарного южноафриканца Рори Берна (принесшего 11 чемпионских титулов в эпоху Михаэля Шумахера) в качестве технического и дизайн-консультанта.

Одним из ключевых элементов LaFerrari является сидение, встроенное в шасси (само оно неподвижно, вместо этого двигается педальный блок и телескопическая рулевая стойка для удобства пилота) для лучшей жесткости и более низкого центра тяжести. Для водителя это означает посадку, подобную пилотам Формулы 1. Снижение веса достигнуто применением четырех видов композитных материалов, формируемых вручную, включая T1000 (двери), M46J, кевлар (днище) и T800.

Ferrari поставила 4 задачи: максимизировать аэродинамическую эффективность, убедиться в идеальном распределении веса, снизить центр тяжести и найти способ достичь всего перечисленного, оборудовав машину системой KERS. Это была далеко не простая задача, ведь гибридная система занимает достаточно много места и требует собственной системы охлаждения. Учитывая наличие огромного 6,3-литровым V12, Ferrari пришлось проявить чудеса конструкторской мысли, чтобы разместить все это в машине, которая в итоге оказалась ненамного больше своей предшественницы - Ferrari Enzo (так же представлена в Project CARS 2).

Распределение веса, которого сумели добиться в Ferrari, составляет 41/59 (перед/зад).

Что касается аэродинамики, то Ferrari просто воспользовались своей аэродинамической трубой, чтобы создать самую аэродинамически эффективную машину в истории. Аэрообводы работают совместно с активными элементами, или, цитируя Ferrari:

"Переднее крыло создает прижимную силу, устраняя завихрения, вызванные выраженными сплиттерами. Широкий центральный воздушный канал на капоте отводит горячий воздух от радиатора.

Наконец, передний спойлер также генерирует прижимную силу. Центральный закрылок помогает направлять воздух от воздушного канала ближе к кузову, чтобы уменьшить турбулентность, тогда как форма канала уменьшает завихрения за машиной."

Активная аэродинамика позволяет менять воздушные потоки под машиной, используя задний спойлер в качестве триггера: открывающиеся закрылки приводят к увеличению прижимной силы и снижению завихрений за машиной на максимальной скорости, отводя воздух от радиатора. За поведение машины в поворотах отвечает технологическая магия - электронный контроль тяги, соединенный с гибридной системой.

Система KERS поддерживает обороты для лучшей отзывчивости педали газа, тогда как система контроля тяги переносит крутящий момент на задние колеса через E-Diff 3 - электронный дифференциал Ferrari собственной разработки. Тормоза служат для зарядки батарей, а система настолько продвинута, что даже при полной блокировке батареи все равно наполняются энергией от карбон-керамических тормозов Brembo.

Ferrari создали лишь 499 купе, каждый из которых был моментально продан избранными клиентами Ferrari. В августе 2016 Ferrari объявила о выпуске 500-й модели, которая будет продана на аукционе, а все вырученные средства пойдут на помощь жертвам землетрясения в центре Италии. В декабре того же года машина была продана за 7,5 миллионов долларов.