The LaFerrari represents Ferrari's most ambitious project yet to push the boundaries of technology on a road car, drawing together the finest expression of the marque's technical capabilities in both GT and Formula 1 engineering.

The LaFerrari boasts the most extreme performance ever achieved by a Ferrari production car and features the most advanced and innovative technical solutions which will, in the future, filter down to the rest of the Ferrari range.
The LaFerrari is Ferrari's first ever production car to be equipped with the F1-derived hybrid solution - the HY-KERS system - which combines an electric motor producing over 150 CV with the most powerful incarnation yet of Ferrari's classic V12, with 800 CV at 9000 rpm.

LaFerrari was designed by the Ferrari Styling Centre which worked in synergy with the engineering and development departments from the very start of the model's inception.

The LaFerrari's overall silhouette and proportions are the very natural product of its architecture and the layout of its hybrid running gear. The design is striking and innovative, yet its sleek profile remains true to Ferrari's classic mid-rear longitudinal V12 sports car archetype: the cabin and engine compartment volumes are contained within the wheelbase to achieve the best possible balance of its masses.

The LaFerrari's driving position is an entirely new concept and draws heavily on F1. Both F1 drivers were directly involved in its development, resulting in a functional cockpit that is track-inspired, delivering the perfect marriage of tradition and modernity.
The ergonomics of the LaFerrari's driving position actually turns conventional road car concepts on their head and has a design normally seen only in racing cars: the seat is fixed but both the steering wheel and pedal box are highly adjustable to accommodate the driver's preferred position.

The LaFerrari's architecture represents the pinnacle of innovation even by Ferrari's legendary standards. The objective was to increase aerodynamic efficiency, deliver ideal weight distribution, lower the car's center of gravity as far as possible, and, most importantly of all, seamlessly integrate the new hybrid system. All of this and more has been achieved without impinging on cabin space, comfort or accessibility.


The engineers' aim was to deliver the highest degree of aerodynamic efficiency ever achieved with any road car, with a coefficient of nearly 3, thanks to technical solutions honed with CFD analysis and fine-tuned in the F1 Wind Tunnel.

Working closely with the aerodynamics department, Ferrari's Styling Centre incorporated these advanced solutions into the car's design and the result is the perfect balance of form and function, making the most efficient use of the air flows around and through the car's body.

What makes the LaFerrari design so innovative is its use of active aerodynamics conceived as a seamless integration of the car's other dynamic control systems to deliver a genuine breakthrough in overall performance. The integration with the car's controls and dynamic parameters ensures that the active aerodynamics adjust continually to hone both the down force and its balance via the front and rear devices. In this way the LaFerrari combines the maximum down force and minimum drag coefficient at every speed and in every driving condition.

Thanks to its low height and reduced overall width, the LaFerrari has an extremely compact frontal section for low drag and the tapered, streamlined shape of the greenhouse optimizes the air flow towards the rear cooling intakes.

The front wing was designed specifically to increase down force by eliminating the negative effects of pitch sensitivity caused by the pronounced splitters. A broad central air vent on the front bonnet channels hot air away from the radiator.

The front spoiler directs the external flow to the front of the outlet to improve its efficiency, thus creating compression on the front section of the bonnet which generates down force. A central flap helps keep the airstream from the vent close to the bodywork to reduce the wake, while the rear radius of the vent reduces drag.