Ford engineers and designers teamed up with customers around the world to create a pick-up they can rely on for work, family and play
With rich input from customers, designers created a bold, purposeful exterior design and sleek, high-tech, inviting interior
Next-gen Ranger offers a choice of proven and durable diesel powertrains, including the addition of Ford’s powerful V6 turbodiesel 1
An upgraded chassis and suspension ensures excellent ride and handling, whether riding with passengers, fully loaded with cargo or towing
Cargo area built to help customers do more, with increased functionality and better access
Ford today put the global pick-up world on notice by revealing the smartest, most versatile and most capable Ranger ever – delivering an even more desirable pick-up partner for customers.
Using years of Ford truck expertise and deep understanding of truck customers, the company collaborated with customers around the globe to create a vehicle and ownership experience that next‑gen Ranger owners can rely on for their businesses, family lives and adventure.
“With Ranger, we’ve had a big extended family for decades,” said Jim Farley, president and chief executive officer, Ford Motor Company. “This truck has always been a trusted partner to small business owners, farmers, families, adventurers, commercial fleets and so many more in more than 180 markets around the world. And with the new Ranger, this is our moment to deliver. Not just a product our customers will love, but an always-on experience that will help us build strong and lasting relationships with them. This is the midsize truck people will want to own and experience.”
Order books for next-generation Ranger will open in Europe in late 2022 for customer delivery in early 2023. The current Ranger is Europe’s pick-up segment leader and recently set a new September year-to-date sales record of 45,539 units, with market share of 39.9 per cent. 2
“Ranger continues to go from strength to strength in Europe with record-breaking sales,” added Hans Schep, general manager, Commercial Vehicles, Ford of Europe. “The smartest, most capable, most versatile Ranger yet will deliver even more of the strength and style that we know customers value.”
Living the Ranger Life “We’ve really packed a lot into the next‑generation Ranger to inspire owners to do more of what they love to do, with features that encourage them to explore new horizons,” said Gary Boes, Enterprise Product Line Management director, Global Trucks. “We’re truck owners too, and this passion for the Ranger lifestyle translates into a passion for the product. Ultimately, we want our customers’ experience with the pick-up to enable and enhance their lifestyles.”
Ford calls this “Living the Ranger Life,” and it’s something shared by every designer and engineer involved in creating the next-generation Ranger.
The next-gen Ranger project was led by Ford’s Product Development Center in Australia. Its international team of dedicated designers and engineers worked with teams around the globe to not only incorporate the very latest in Ford technology, capability and safety, but to also engineer and test the Ranger to Ford’s toughest standards.
“Our team was focused on one goal – to make this Ranger the toughest and most capable we’ve ever created,” said Graham Pearson, Ranger vehicle program director. “They put it through one of the most exhaustive global testing schedules we’ve ever developed and would not rest until we were satisfied that it was Built Ford Tough.”
New Look, New Capabilities Customer input was key to developing the next-generation Ranger’s rugged new look. Ford spent a lot of time with owners around the globe, conducting more than 5,000 interviews and dozens of customer workshops to understand how customers used their pick-ups and what they wanted and expected in the new Ranger.
Visually, the next-generation Ranger is bold and confident, with a purposeful exterior that shares Ford’s global truck design DNA. The design features a defined new grille, and signature C‑clamp headlight treatment at the front while a subtle shoulder line down the sides incorporates bolder wheel arches that gives Ranger a sure-footed stance. For the first time, Ford Ranger offers matrix LED headlights. At the back, the taillights are designed in harmony with the signature graphics on the front. Inside, the car‑like cabin steps up, using premium soft‑touch materials, and prominent portrait‑style centre touchscreen with Ford’s signature SYNC™ 4 connectivity and entertainment system. 3
“Customers told us the Ranger needs to look tough and needs to inspire confidence,” said Max Tran, chief designer for Ranger. “They were very clear in what Ranger should be, both in the way it looks, and the way it makes them feel.”
Beneath the new bodywork is an upgraded chassis riding on a wheelbase 50mm longer and a track 50mm wider than the prior Ranger. A hydro‑formed front‑end structure creates more space in the engine bay for the new V6 engine and helps future-proof the Ranger for other propulsion technologies. It also opens up the front of the pick-up to allow more airflow to the radiator, which helps keep running temperatures low when towing or carrying heavy loads.
New powertrain choices Customers wanted a choice of more power and torque for towing heavy loads and extreme off‑roading, so the team added Ford’s proven 3.0-litre V6 turbodiesel and developed it for the Ranger. It is one of three turbodiesel engine options available at launch. 1
“The 3.0-litre turbodiesel V6 delivers,” said Pritika Maharaj, Ranger program manager. “When you drive a Ranger with the V6 turbodiesel, it feels like a much bigger truck. And it feels really tough in the sense that it’s got endless power and torque, which is exactly what our customers wanted.”
The next-gen Ranger will also come with a choice of proven Single-Turbo and Bi-Turbo 2.0-litre in-line four-cylinder diesels. The Single-Turbo comes in two different performance levels and delivers power, torque and fuel economy, 1 which is important to small business owners or commercial vehicle fleets. The Bi-Turbo engine is a more sophisticated, performance variant for customers who want more power but need to maintain fuel economy. 1
“We know our customers push their Rangers to the extreme, so that’s how we test them. We go the extra mile to make sure Ranger will do everything our customers want, over and over again,” Maharaj said.
Improved ride and handling To develop the ride and handling expected of a truck customers use for a wide range of work, family and play – engineers focused on the fundamentals.
“We have a really wide spectrum of customers,” Pearson said. “On one end, you might have small business owners looking for very work-oriented transportation. They want traditional two-wheel drive with a single cab and a load box to transport their goods.
“At the extreme other end, you have the serious off-roaders who really push their Rangers to the limit with endurance races like the Dakar Rally. The next-gen Ranger will meet the needs of both types of customers and everyone in between.”
Engineers moved the front wheels forward by 50mm for a better approach angle and outboard for better off-road articulation, both of which improve the off‑roading experience. They also shifted the rear suspension dampers outboard of the frame rails to give drivers and passengers a better ride both on- and off‑road, no matter if they’re carrying heavy cargo for work, or just taking the family out for dinner.
“On the next-gen Ranger, we’ve increased the tuning range to give our customers the best of both worlds – think of this as Built Ford Tough Plus – so you’ve got the capability, toughness and durability that Ford trucks are known for, plus comfort and a more car-like ride that Ranger is known for,” Pearson said.
Customers will have a choice of two four-wheel drive systems – an electronic shift-on-the-fly system, or an advanced new full-time four-wheel drive system with a reassuring set-and-forget mode, designed for capability when and where customers need it. Off-road recovery is made easier with prominent dual recovery hooks in the front bumper.
Customer-focused interior features Customers wanted a flexible, modern cockpit that caters to both work and family duties. So, Ranger needs to serve as both a workspace and a haven, providing smart and connected features with more comfort and storage options than ever before.
“We know our customers are looking for a smart and functional interior space that feels comfortable. So, we set about designing it with a high level of well-integrated technology, clever functional storage and visual cues so the environment feels comfortable and spacious,” Tran said.
The heart of the Ranger’s connective experience is the large 10.1-inch or 12-inch touchscreen in the centre stack. It complements the fully digital instrument panel and is loaded with Ford’s latest SYNC™ 4 system, which comes customer-ready with its voice-activated communications, entertainment and information systems. Additionally, there’s an embedded factory-fitted FordPass Connect modem, 4 allowing connectivity on the go when linked with the FordPass™ app, 5 so customers can stay connected to their world. FordPass enhances the ownership experience with features like Remote Start, 6 Vehicle Status, and remote lock and unlock functions via a mobile device.
Many of the traditional driving mode controls have been moved from the dash and centre console to their own dedicated display on the SYNC™ screen. With one button press, drivers can go to Ranger’s dedicated screen for all off-road and drive modes where they can monitor the driveline, steering angle, vehicle pitch and roll angles and other controls.
The screen also is linked to a 360-degree camera 7 to make parking a breeze in tight urban spaces or to assist when negotiating particularly tricky terrain while out exploring. In addition, customers can control Ranger’s new exterior zone lighting system via the touchscreen or the FordPass app, which means they don’t have to work, camp or do anything in the dark. Ranger technology will also be future-proofed to accept Ford Power-Up wireless software updates thanks to the embedded FordPass Connect modem.
“You’ll find the interior plush but with the dual purpose of work and play in mind. The new short‑throw e‑shifter is central to the layout and is another example of where customers really guided our decision making,” Tran said. “Customers overwhelmingly liked the e-shifter – they liked the fact that it looked higher-tech and that it was intuitive to use.”
The design team also created clever storage and useful features for owners. There are not only places to store your phone or charge it wirelessly (where compatible), 8 but there’s a large centre console bin to stash things. In addition, the door pockets are designed to carry more, the wide dash conceals an upper glovebox and there are storage bins under and behind the rear seats.
Built to do more with better access, more functional space “When we met with our customers and observed how they climbed up to the load box, we saw a big improvement opportunity,” said Anthony Hall, Ranger vehicle engineering manager. “There were people stepping on the tyre and then going over the side of the truck or hoisting themselves onto the open tailgate.”
That was the inspiration for creating an integrated side-step behind the rear tyres of the next‑generation Ranger, to create a strong, more stable way for them to access the box. In addition, the Ranger team worked to ensure that a wider variety of cargo could fit and stay secure in the load box.
“Widening the truck by 50mm may not seem like a lot, but it makes a huge difference, especially in the cargo box. It means that customers will be able to load flat some pretty fundamental items, such as a sheet of building plywood or a full-size pallet,” Hall said.
Additional thoughtful, customer-focused touches include a new, tough plastic-moulded bedliner that helps protect both the truck bed from scratches and owners’ knees from kneeling on a steel truck bed. Extra cargo tie down points – on strong steel tube rails – provide convenient points to secure loads. Durable, flexible load box caps around the sides of the box and across the tailgate conceal structural attachment points for canopies and other aftermarket accessories.
In addition, Ranger offers a new cargo management system designed with dividers to hold various sized items – like timber or toolboxes. Owners also can create smaller compartments to store objects, which would otherwise have to go in the cab, using a system of ultra-strong spring-loaded cleats that clip into rails bolted to each side of the cargo box. The tailgate can also double as a mobile work bench with an integrated ruler and clamp pockets to measure, grip and cut building materials.
Zone lighting – controlled via the in-cabin SYNC™ screen or through the FordPass app – provides 360‑degree lighting around the truck to help give customers better visibility around the vehicle. Load box lighting is provided under the left- and right-hand rails and provides plenty of light for finishing up jobs in low light or finding things in the cargo box at night.
Accessories to help you personalise Customers in Europe will be able to personalise their next-gen Ranger from launch with a range of over 150 fully factory‑backed work, urban and adventure accessories. These accessories include those developed in collaboration with global off-road icon, ARB 4×4 Accessories.
The next-generation Ranger will be built at Ford’s plants in Thailand and South Africa beginning in 2022, with other markets to be announced at a later date.
# # #
1 Officially homologated fuel efficiency and CO2 emissions figures will be published closer to on-sale date. The declared WLTP fuel/energy consumptions, CO2-emissions and electric range are determined according to the technical requirements and specifications of the European Regulations (EC) 715/2007 and (EU) 2017/1151 as last amended. The applied standard test procedures enable comparison between different vehicle types and different manufacturers.
2 Ford of Europe reports sales for its 20 European traditional markets: Austria, Belgium, Britain, Czech Republic, Denmark, Finland, France, Germany, Greece, Hungary, Ireland, Italy, Netherlands, Norway, Poland, Portugal, Spain, Romania, Sweden and Switzerland.
3 Don’t drive while distracted or while using handheld devices. Use voice-operated systems when possible. Some features may be locked out while the vehicle is in gear. Not all features are compatible with all phones.
4 FordPass Connect (optional on select vehicles), the Ford Pass App., and complimentary Connected Service are required for remote features (see FordPass Terms for details). Connected service and features depend on compatible network availability. Evolving technology/cellular networks/vehicle capability may limit functionality and prevent operation of connected features. Connected service excludes Wi-Fi hotspot.
5 FordPass App, compatible with select smartphone platforms, is available via a download. Message and data rates may apply.
6 In regions permitted by law.
7 Driver-assist features are supplemental and do not replace the driver’s attention, judgment and need to control the vehicle. It does not replace safe driving. See Owner’s Manual for details and limitations.
8 Available Qi wireless charging may not be compatible with all mobile phones.
9 Cargo and load capacity limited by weight and weight distribution.
About Ford Motor Company Ford Motor Company (NYSE: F) is a global company based in Dearborn, Michigan, that is committed to helping build a better world, where every person is free to move and pursue their dreams. The company’s Ford+ plan for growth and value creation combines existing strengths, new capabilities and always-on relationships with customers to enrich experiences for and deepen the loyalty of those customers. Ford designs, manufactures, markets and services a full line of connected, increasingly electrified passenger and commercial vehicles: Ford trucks, utility vehicles, vans and cars, and Lincoln luxury vehicles. The company is pursuing leadership positions in electrification, connected vehicle services and mobility solutions, including self-driving technology, and provides financial services through Ford Motor Credit Company. Ford employs about184,000 people worldwide. More information about the company, its products and Ford Motor Credit Company is available at corporate.ford.com.
Ford of Europe is responsible for producing, selling and servicing Ford brand vehicles in 50 individual markets and employs approximately 42,000 employees at its wholly owned facilities and consolidated joint ventures and approximately 55,000 people when unconsolidated businesses are included. In addition to Ford Motor Credit Company, Ford Europe operations include Ford Customer Service Division and 14 manufacturing facilities (10 wholly owned facilities and four unconsolidated joint venture facilities). The first Ford cars were shipped to Europe in 1903 – the same year Ford Motor Company was founded. European production started in 1911.
The first fully rideable prototype of the NAWA Racer e-motorbike, developed by an expert group of partners comprised of leading French energy storage experts NAWA Technologies, AKKA Technologies, Pronergy, FAAR and YSY Group has been revealed
NAWA Racer features a revolutionary 100% electric powertrain that combines NAWA Technologies’ ‘NAWACap’ next-gen lithium-ion ultracapacitors, resulting in a world-first hybrid e-powertrain
Visit NAWA’s stand, Booth B79, Pavilion 18, at EICMA Milan from 23-28th November to see both the NAWA Racer and NAWACap ultracapacitor technology
NAWA Technologies (NAWA), pioneers of revolutionary 3D nano-technology to unleash efficient, green mobility, has revealed the first fully rideable prototype of its NAWA Racer electric motorbike at the world’s biggest two-wheeled show, EICMA 2021 in Milan.
First unveiled in concept form at CES 2020, NAWA has joined forces with expert technical partners to rapidly accelerate development of the revolutionary new machine; a zero-emission motorbike that illustrates how NAWA’s nano-based ultracapacitors, called NAWACap, can be applied to a real-world electric vehicle (EV) powertrain, by combining them with conventional lithium-ion cells to create a ‘hybrid’ battery system.
Optimising both energy sources, the innovation opens up new possibilities for all e-powertrains, greatly improving efficiency, reducing charging times and extending entire system life. Entirely modular and scale-able, the system is applicable to any electric vehicle and can reduce the size of the lithium-ion battery by up to half, or extend the range by up to double – or a combination in between.
For the initial design of the concept, NAWA was supported by expert design and engineering services provider Envisage Group – based in Coventry, UK. To develop a dynamic prototype, it has had the support of InnoEnergy, the innovation arm of the European Innovation Institute, assembling an expert consortium of French partners comprised of NAWA itself, AKKA Technologies, Pronergy, FAAR and YSY Group.
Pascal Boulanger, Founder of NAWA, and CTO said: “NAWA Raceris our vision for the electricmotorbike of tomorrow – a retro café racer-inspired machine, but one that is thoroughly modern. It is lightweight, fast and fun, perfect for an emission-free city commute that will put a smile on your face. But it also lays down a blueprint for the future.
“NAWA’s next-gen ultracapacitors unleash the potential of the hybrid battery system with five times more power and energy than existing ultracapacitors. What is more, this design of powertrain is fully scale-able: there is no reason why this cannot be applied to a larger motorbike, or car or other electric vehicle. We believe it shows off the e-powertrain of the very near future. Since NAWA Racer’s initial unveil at CES in 2020, development has continued at pace. Thanks to our technical partners, we can now reveal our first dynamic prototype.”
Ultra-efficient e-powertrain Located in NAWA Racer’s top tank area is an arrangement of NAWACap ultracapacitors, which offer 0.1 kWh and boost a lithium-ion battery mounted low in the chassis, where the internal combustion engine would otherwise be. Re-using more than 80 percent of the energy captured from regenerative braking, NAWA Racer uses a much smaller lithium-ion battery than would otherwise be possible: just 9 kWh, around half the size of a conventional electric sports bike’s battery. What’s more the two batteries combine to form a structural part of the bike’s carbon fibre frame, and with composite body panels and the NAWACap pack itself being extremely lightweight, NAWA Racer tips the scales at just 150kg, a weight saving of 25 percent over conventional electric sports bikes.
Exceptional range and acceleration Thanks to its lithium-ion battery, NAWA Racer can cover 150km on a mixed cycle. But by capturing so much energy from stop-start riding, releasing it again as acceleration, NAWA Racer can double its urban range to 300km. The NAWACap pack recharges in just two minutes and the entire battery can be charged to 80 percent in one hour from a home supply. As standard, the in-wheel motor produces 100PS, rocketing NAWA Racer from rest to 100km/h in less than three seconds, onto a top speed of 150km/h. And no matter the charge level of the lithium-ion battery, this acceleration will always be available because of the ultracapacitor’s high power characteristics, which continually maintain response and performance.
With three driving modes (Eco, Urban, Sport) and a fully programmable bespoke driving mode, not to mention the option to easily upgrade the NAWACap batteries, along with an app that connects the rider to the bike 24hrs a day, there are many ways to configure NAWA Racer.
Future café racer style Intended to turn heads as well as offer a ground-breaking electric powertrain, NAWA Racer brings a modern twist to its retro looks with simple, smooth lightweight composite panels and rear arm, painted aluminium, copper and black, based on a strong, stiff but light carbonfibre frame. Details such as LED lighting for the headlight and taillight, anodised matte black suspension forks, nubuck leather saddle in vintage complete the striking look. NAWA Racer will also focus on customisation with multiple ways to tailor and futureproof its striking design.
While NAWA has no plans to make or sell a production version of the NAWARacer, it is open to approaches from appropriate partners interested in taking this revolutionary e-motorbike to the streets.
About NAWA Technologies Headquartered in Aix-en-Provence, France with a second location in Dayton, Ohio in the US, NAWA Technologies is a world-leader in innovative energy storage and composites. Its range of game-changing products are all based on one patented technology: vertically aligned carbon nanotubes (VACNT).NAWA has applied the unique properties of VACNT to create high power and high energy ultracapacitors, one of the fastest electrodes for lithium batteries – and also reinforced carbon fiber composites.
NAWA Technologies now enters its next exciting phase – mass manufacturing on both sides of the Atlantic – but with environmental benefits always at its core. NAWA’s goal is to be a carbon neutral company. Already, its NAWACap batteries have been awarded 1000 efficient solution for the planet by Solar Impulse foundation.
ABOUT AKKA AKKA is a European leader in engineering consulting and R&D services. Our comprehensive portfolio of digital solutions combined with our expertise in engineering, uniquely positions us to support our clients by leveraging the power of connected data to accelerate innovation and drive the future of smart industry. AKKA accompanies leading industry players across a wide range of sectors throughout the life cycle of their products with cutting edge digital technologies (AI, ADAS, IoT, Big Data, robotics, embedded computing, machine learning, etc.) to help them rethink their products and business processes. Founded in 1984, AKKA has a strong entrepreneurial culture and a wide global footprint. Our 20,000 employees around the world are all passionate about technology and share the AKKA values of respect, courage and ambition. The Group recorded revenues of €1.5 billion in 2020. AKKA Technologies (AKA) is listed on Euronext Paris and Brussels – segment B – ISIN code: FR0004180537.
The Alpine A110 range has been updated, with three distinct new versions, uprated performance, and more equipment than ever
The revised range now consists of A110 offering a pure and typically Alpine driving experience, the luxurious New A110 GT and the more focused New A110 S
The New A110 GT and New A110 S receive sharper engine calibration with 300hp and bespoke chassis setups for an intensely Alpine drive
All new models come with a new and upgraded multimedia system with enhanced connectivity and Alpine telematics
A series of equipment packs allow customers to specify their Alpine with more features, from convenience packs to sports seats upgrades
New Fire Orange with contrasting Deep Black roof is the first dual-tone colour available on the A110 range
The New A110 S can be specified with an Aero Kit featuring carbon elements for added downforce and enhanced performance with 170mph top speed
Prices start from £49,905 OTR for the A110, £59,355 OTR for New A110 GT and £59,955 OTR for New A110 S
The New Alpine A110 range is available to order now, with customer deliveries taking place early March 2022
Today, Alpine is unveiling its new A110 range consisting of the A110, the New A110 GT and the New A110 S.
All three revised versions of the A110 line-up are typically Alpine, and each has its own distinctive character and purpose. In their own way, they treat drivers to three kinds of Alpine experience.
They are as light and agile as any car with an Alpine badge and come with a four-cylinder 1.8-litre turbocharged engine, paired with a Getrag seven-speed automatic gearbox with a dual wet clutch to deliver the iconic Alpine experience.
The entry-level model, the A110 features the Alpine chassis and a 252hp engine offering similar driving characteristics to the original Berlinette – it is light, lively and precise, and delivers an agile and vibrant drive on all roads.
The New Alpine A110 GT is the range’s Grand Tourisme sports coupe. With 300hp and renowned Alpine chassis, it strikes a fine balance between performance and comfort. Versatile and elegant, the A110 GT is a sports car perfectly suited to everyday and long-distance driving, as well as more involved drives on twisty roads.
The New Alpine A110 S sits at the top of the revised range, focused on performance with 300hp and a unique Sports chassis. Optional semi-slick tyres and a new custom-made aerodynamic body kit brings enhanced thrills, precision and enjoyment – especially on track.
“2021 is an historic year for Alpine: it ventured into Formula 1, won the Grand Prix in Hungary and pushed ahead with the Endurance programme in the top category. This is exactly what the new A110 range is all about: it’s crisper, pushes performance up a notch and captures what we are aiming for in the motor sports arena.” Laurent Rossi, CEO, Alpine
NEW ALPINE A110 S: THE ESSENCE OF A SPORTS CAR The exterior design of the New A110 S provides more than a clue as to its sporty, intensely Alpine driving experience.
Exterior equipment includes chromium black Alpine lettering, bright 18-inch GT Race rims with black detailing, 215/40 R18 front tyres and 245/40 18 rear tyres, and orange brake callipers. Additional S badging completes the added detailing over the rest of the A110 range, while optional carbon aerodynamic body kit details are available, as well as Fire Orange paintwork with contrasting Deep Black roof.
Under the skin, the New A110 S delivers on its visual promise with an uncompromising mechanical specification – 300hp, uprated Sports chassis, brakes and exhaust – to deliver an enthusiastic and exhilarating drive on any road, at any speed.
The New A110 S is also available with optional Michelin PS Cup 2 Connect semi-slick tyres, while the optional Aero Kit pushes the top speed up to 170mph. The kit is comprised of a carbon rear spoiler improving aerodynamic support, a carbon front blade and longer front fairings under the car to step up the efficiency of the rear diffuser and flat floor. With the Aero Kit fitted, the New A110 S can deliver its full potential on track. Its stability at its enhanced top speed comes from the 60kg extra load on the front wheels (from the carbon blade) and 81kg extra load at the back (from the carbon spoiler), adding up to a total of 141kg extra downforce.
The interior comes with top-of-the-range fittings including adjustable Sabelt Sport seats, aluminium Sport pedals, and a microfibre covered interior with orange overstitching if the driver opts for the Microfibre pack and Racing Seats. The orange seatbelts, all-microfibre seat upholstery and fittings to add a harness are unique to the New A110 S.
“The New Alpine A110 S is the first A110 with a rear spoiler. We ran the A110 S through many wind tunnel tests, which showed that it needed substantial aerodynamic support to reach its maximum speed. The Aero Kit is our answer to that challenge. The A110 S peaks at 170mph, has fantastic looks and is set to be a star on the tracks that takes on any race against the clock.” Antony Villain, Director of Design, Alpine
The New A110 S key facts:
POWER
(hp)
TORQUE
(Nm)
COMBINED MPG (WLTP)
CO2 EMISSIONS
(g/km)
0-62mph
(secs)
TOP SPEED
(mph)
PRICE
(OTR £)
A110 S
300
340 at 2,400 to 6,000rpm
34.5-33.6
153-160
4.2
170
£59,955
Power-to-weight ratio: 3.7kg/hp
Sport chassis: recalibrated anti-roll bars and springs, purpose-engineered axle geometry, 50 per cent stiffer coil springs, shock absorbers adjusted accordingly, hollow anti-roll bars to minimise weight (and 100 per cent firmer), 4mm lower ride height, hydraulic steering wheel stops for optimal body control
Unladen kerb mass: 1,109 to 1,140kg
Exhaust system: Sport
Brembo high-performance braking system, 320mm diameter dual material discs at the front and rear, orange callipers Bright black 18-inch GT Race rims
Michelin Pilot Sport 4 tyres (215/40 R18 at the front and 245/40 R18 at the rear)
Sabelt Sport adjustable seats in black microfibre and leather with orange overstitching, fitted on two visible rails
NEW ALPINE A110 GT: GRAND TOURISME, FRENCH STYLE The distinctive features of the New A110 GT include the Thunder Grey launch colour, enhanced with subtle GT badging on the back and the door sills. The New A110 GT offers an unparalleled blend of performance and elegance with its Alpine chassis and 300hp powertrain.
The sleek exterior silhouette, sophisticated interior and sharp mechanical features deliver a tantalising combination. Standard features bring enhanced comfort and convenience, including Park Assist with front and rear sensors and rear-view camera, plus adjustable leather Comfort seats with blue overstitching.
The New A110 GT key facts:
POWER
(hp)
TORQUE
(Nm)
COMBINED MPG (WLTP)
CO2 EMISSIONS
(g/km)
0-62mph
(secs)
TOP SPEED
(mph)
PRICE
(OTR £)
A110 GT
300
340 at 2,400 to 6,000rpm
34.5-33.6
4.2
170
£59,355
Alpine chassis, double-triangulated front and rear suspension
Unladen kerb mass: 1,119 to 1,140kg
Sport exhaust system
Brembo high-performance braking system, 320mm diameter discs at the front and rear, blue callipers
Légende 18-inch diamond-cut black rims
Michelin Pilot Sport 4 205/40 R18 tyres at the front and 235/40 R18 tyres at the rear
Adjustable Comfort seats on six rails, covered in black or brown leather with blue overstitching
ALPINE A110: THE ORIGINAL The entry model to the A110 range has been renamed simply as the A110. Its agility and acceleration are unparalleled thanks to a combination of a lightweight and balanced chassis. Its mass has been optimally spread out – 44 per cent at the front, 56 per cent at the rear with the engine in a central-back position – and it is lighter at 1,102kg unladen. It comes with the Alpine chassis and Sport seats, and its communicative dynamics and efficiency in all circumstances provide uncompromised driving pleasure.
The A110 key facts:
POWER
(hp)
TORQUE
(Nm)
COMBINED MPG (WLTP)
CO2 EMISSIONS
(g/km)
0-62mph
(secs)
TOP SPEED
(mph)
PRICE
(OTR £)
A110
252
320 2,000 to 4,800rpm
35.1-33.6
152-158
4.5
170
£49,905
Alpine chassis, double-triangulated front and rear suspension
Unladen kerb mass: 1,102 to 1,140kg
Brembo 296mm diameter front and rear brakes, Charcoal Black callipers
17-inch rims
Michelin Pilot Sport 4 205/45 R17 tyres at the front and 235/45 R17 tyres at the rear
Adjustable Sport seats covered in black microfibre and leather with grey overstitching, fitted on two rails
New Alpine multimedia system with enhanced connectivity
SHARPER ENGINE CALIBRATION To maximise driving pleasure, each version of the Alpine A110 comes with three driver-selectable modes: Normal, Sport and Track.
Normal mode is geared more towards comfort, while Sport mode is optimised for more dynamic driving and gear shifting – including the capability of shifting gears down and increasing engine revs (for the kind of smart boost you get from double clutching) between shifting up through the transmission.
The throttle and engine response, power steering’s sensitivity, gear-shifting rules, and exhaust valve activation all change according to the mode the driver selects. This also applies to the ESC system, which can also be deactivated at the touch of a button.
The New A110 GT and New A110 S engine’s calibration has been improved to push maximum power to 300hp at higher engine speeds (6,300rpm), add 20Nm (340Nm torque as low as 2,400rpm) and reach the enhanced top speed in seventh gear, while the automatic gearbox is also engineered to boost performance.
Another all-new feature is found when initialising the Launch Control procedure, with one of the cylinders temporarily disabled to produce a more engaging engine note.
NEW INFOTAINMENT AND CONNECTIVITY Alpine is fitting its new A110 range with a new multimedia system including a seven-inch touchscreen, Bluetooth connectivity and two USB outlets. It is smartphone-inspired, intuitive with customisable widgets, and compatible with Apple CarPlay and Android Auto.
The controls behind the steering wheel activate voice recognition so that you can control your smartphone’s operating system or run Google Online Search for addresses. The onboard navigation system provides a wealth of information in real time, including traffic updates and upcoming service stations including fuel prices.
The Alpine Telematics menu (standard on the New A110 S) includes real-time readings or bar charts displaying key metrics such as turbo pressure, gearbox temperature, torque, power, steering wheel angle and acceleration, while the built-in chronograph keeps track of performance on circuits.
The Alpine multimedia system is available, depending on the version, with a standard audio system, Focal audio system (two speakers + two tweeters) and Focal Premium audio system (two speakers + two tweeters + one subwoofer).
The new Alpine multimedia system is compatible with FOTA (Firmware Over The Air) remote updates. This connectivity ensures the system is always operating in as up-to-date format as possible and will make it possible to add a Wi-Fi connection in the near future.
ENHANCED EQUIPMENT SPECIFICATION For the A110, the following new optional equipment is available:
Comfort pack: adjustable Sabelt Comfort seats on six rails, black leather, Serac 18-inch rims, aluminium Sport pedals, Focal audio system and Park Assist
Park Assist: front and rear parking sensors and rear-view camera
Sport exhaust: hallmark Alpine sound is optimised post-injection and delivered through a tuned acoustic resonator, with an active acoustic valve for even greater sound communication in Sport and Track driving modes.
Optional equipment available on the New A110 GT and New A110 S includes:
Microfibre pack: microfibre finishing on the steering wheel, headliner, centre console and dashboard, which can be combined with optional Racing seats in the New A110 S
For just the New A110 S, the following are available:
Aero Kit: carbon front blade and rear spoiler providing enhanced aerodynamic support, longer front fairings under the car to step up efficiency for the rear diffuser and flat floor, top speed (limiter off) at 170mph
Michelin Pilot Sport Cup 2 Connect semi-slick tyres: high-performance tyre mounting with reinforced structure and better grip, suited for racing tracks as well as ordinary roads
Racing Seats: Sabelt Sport seats with microfibre upholstery
Other features available across the revised Alpine range include:
Brembo high-performance braking system, with 320mm diameter dual material discs front and rear
Aluminium sport pedals pack
Rear-view mirror pack: electric folding exterior mirrors and anti-glare interior mirror
Three alloy wheel options:
18-inch Sérac 18-inch rims
18-inch Fuchs Thunder Grey satin finish cast rims
18-inch Grand Prix diamond-cut rims
100 per cent gloss finish carbon finish roof, saving 1.9kg (New A110 GT and New A110 S)
Storage Pack: net behind the passenger seat and closed compartment between the two seats
The Alpine A110, New A110 GT and New A110 S models are available in Glacier White, Iridescent White, Abyss Blue, Alpine Blue, Deep Black, Thunder Grey, Thunder Grey matte finish, and Fire Orange tones. The New A110 S also comes exclusively with the all-new optional dual-colour body finished in Fire Orange with contrasting Deep Black roof.
In addition, the Atelier Alpine catalogue offers a range of 22 exclusive ‘heritage’ colours evoking the legend of the brand.
The New A110 range starts from £49,905 OTR and is available now to order.
* with the optional Aero Kit
** pending certification
For further information on the Alpine range, please visit www.alpinecars.com
About Alpine: Founded in 1955 by Jean Rédélé, the brand has set itself apart with its French-style sports cars. In 2018, the brand presents the new A110, a sports car faithful to Alpine’s timeless principles of compactness, lightness, agility and driving pleasure. In 2021, Alpine Cars, Renault Sport Cars and Renault Sport Racing join forces under the Alpine flagship. It thus becomes the brand dedicated to innovative, authentic, exclusive sportscars of Groupe Renault, benefiting from the heritage and craftmanship of its historic plant in Dieppe, as well as the engineering mastery from the Formula One and Renault Sport teams.
You’ll be happy to know it’s still not that likely, but who doesn’t like poking fun at BMW drivers?
The research from Scrap Car Comparison got 2,000 drivers of varying car makes and models to complete a ‘Psychopath Test’. The test involves 12 questions that are able to show where you fall on the ‘psychopathy scale’.
Ranked on a scale of zero (no psychopathy) to 36 (psychopathy likely) the average score across all participants was 6.6 – so not very psychopathy on average which is always good to hear…
BMW drivers scored 12.1 across the board, with Audi drivers just behind in second place with an average score of 11.7. To my surprise, but also not really that surprised Fiat drivers need to be kept an eye on as they scored 7 but obviously that’s still pretty low and near the average of 6.6.
Specialist and classic vehicle online auction Car & Classic continues to widen its international reach with the latest, intense five-day auction of four low-mileage, no-reserve Ferraris.
The Italian super sportscar collection is located in Belgium and being sold via the British company: a clear example of the truly far-ranging presence of Car & Classic’s fast-growing online platform.
The collection includes a 1976 Ferrari Dino 208 GT4, as well as a 1981 Ferrari 208 GTB, and two 1990 ‘young-timers’: a 348 TS and a TB. The Italian ‘Cavallini’ can be bought separately or together as a collection; apart from the provenance and the prestige that comes with it, they all share two features: low-mileage and a no-reserve status.
The 1976 Dino 208 GT4’s rarity (only 840 were made) is well documented; the example being auctioned, like its stablemates, was registered in Belgium. Imported from Italy, it is in very good condition, both mechanically and aesthetically, having clearly been looked after by its owner throughout their tenure. It boasts matching numbers and a fresh repaint in its original colour. With only just over 25,000km on the clock, and given its originality, the no-reserve status is particularly appealing.
The 1981 208 GTB is also rare, as only 140 were ever produced. Like the Dino, its pocket-sized engine was borne out of a desire to avoid heavy taxation in Italy, but it retains all the verve of its bigger counterpart; the one on offer also comes with matching numbers, original paint, 30,000 km recorded, and very good condition overall, with just two owners consistently looking after it throughout its life.
The last two Ferraris in the collection heralded the nineties and, like the first two, are powered by a V8: in these 1990 348 TB and TS, it is Ferrari’s last V8 incarnation before Enzo’s death in 1988. The Berlinetta (coupé), bought in Germany by the current owner and moved to Belgium like the others, is – again – in excellent condition with full-service history and matching numbers. The same can be said about the Spider (targa) which shows an equal level of consistent care afforded by the owner. Their mileage, around 33,000 km and 37,000 km respectively, is reassuringly consistent with the rest of the collection.
“From Gandini/Bertone to Pininfarina and Fioravanti via the Seventies, Eighties, and Nineties, this is a remarkable Italian design collection because of its originality, low mileage and rarity. We are recording an increasing number of important vehicles based in Europe and being auctioned through Car & Classic, a trend which only proves the trust international sellers and buyers put in the platform,” says Car & Classic Head of Editorial Chris Pollitt.
International auctions are a relatively new offering from Car & Classic, which extends its free Escrow service and unrivalled customer support to users wishing to sell their vehicle in Europe. “It is a natural response to the increase in both international demand and presence of buyers and sellers,” adds Chris. “A number of international sales come back to the UK, and Car & Classic has a handy article with useful tips on importing a vehicle into the UK.”
Suzuki has sharpened its Katana for 2022, with the updated machine getting more power and an improved suite of electronics.
Based on the new-for-2021 GSX-S1000 platform, the new, Euro5 Katana produces 152PS at 11,000rpm and a broader spread of torque across the rev range than the preceding model, thanks to a new intake and exhaust camshaft, new valve springs, new exhaust, and a new airbox. All this is delivered smoothly via a new ride-by-wire throttle.
That smooth power delivery can be further controlled thanks to the Suzuki Drive Mode Selector system, with three selectable engine maps; all three deliver the same peak power, with mode A providing the sharpest, sportiest response, mode B a softer initial power delivery, and mode C delivering the softest response, ideal in wet and slippery conditions.
A bi-directional quickshifter makes swift work of gear changes and enhances performance on sporty rides, and there are five modes of traction control to choose from to keep things in check. Traction control can also be turned off.
Added controllability and increased performance also comes thanks to a new Suzuki Clutch Assist System, with a slipper clutch that mitigates the effect of engine braking when downshifting from high rpm.
Completing the electronics package is Suzuki’s handy easy start system and low RPM assist, which raises engine speed as the clutch lever is fed out, to aid slow speed control and prevent stalling.
The new Katana uses the same lightweight, twin-spar aluminium frame and GSX-R-derived swingarm, with fully-adjustable KYB front forks and a preload and rebound damping adjustable rear shock. Brembo monobloc calipers bite 310mm front discs, mounted to six-spoke, cast aluminium wheels shod with Dunlop SPORTMAX Roadsport2 tyres, custom engineered for Suzuki’s GSX-S platform.
The 2022 Katana will also come in new colours, with the sharp, angular bodywork that so obviously takes design cues from the original machine from the 1980s now finished in a dark matt blue, complemented by gold forks and wheels, while a dark grey iteration is set off by red wheels. A revised dash gets a new red ‘night mode’.
It will be available in dealerships in spring 2022.
McMurtry Automotive are proud and excited to have developed the first electric track car approved for motorsport test days in the UK as the Spéirling is the first EV to be granted permission to participate in a test day alongside combustion cars at Donington Park.
The car is small, light and efficient resulting in great range on track and needing fewer breaks to recharge.
The existing three-phase power supply found in pit garages is sufficient to keep the battery topped up between sessions. So there are no infrastructure problems with testing a McMurtry Spéirling.
In a first for electric vehicles and a step towards racing for the team, McMurtry have been granted approval for the McMurtry Spéirling to join MotorSport Vision test days at Donington Park.
As a no-limits track car, the McMurtry Spéirling is most enjoyable when driven accordingly, on test days at high quality race tracks with other race cars where all drivers are race licenced.
However, until now no EVs have been allowed on mixed test days, due to safety concerns associated with high voltage batteries impacting driver rescue and fire procedures.
McMurtry have been working closely with the management and marshalling teams at MotorSport Vision to gain approval for the Spéirling to take part in mixed test days at Donington Park. The team at McMurtry have produced training material for the MSV marshals and equipped the Spéirling with additional safety features in order to reach approval standards. McMurtry are proud and excited to have developed the first electric track car approved for motorsport test days in the UK.
Electric vehicle only track days are known, such as the first UK EV-only track day at Llandow Circuit earlier this year, and road EVs have been approved for mixed track days for a while. But these track days are not the pre-race test days that are most suitable and exciting for the McMurtry Spéirling. Unlocking these superior events allows the Spéirling access to an experience of these race circuits that is a cut above the standard track day.
Another hurdle stopping electric vehicles from accessing top quality track time is down to the design of the EVs themselves. Many EVs do not have the battery efficiency or capacity and charging capabilities to make a track or test day worth it. McMurtry have tackled this by designing a vehicle so small, light and efficient that it has great range on track and needs fewer breaks to recharge. Additionally the three-phase power found in most pit garages is enough to keep the car topped up between sessions, no expensive DC fast-chargers necessary. Hence, there are no infrastructure problems with testing a McMurtry Spéirling.
Surmounting these final barriers has led to the Spéirling being perfectly suited for mixed pre-race test days and the first EV to be approved to use them. Earlier this year the Spéirling ran alongside combustion cars at an open test day at Donington Park. This was the first instance of an electric vehicle taking part in such an event, and is sure to be the first of many.
McMurtry thank MotorSport Vision for their support and in particular the marshals for their proactive work to make the circuit EV capable and safe for all.
A MINI Electric, wrapped in 2,000 smart LED lights by Twinkly, is starting a five-week tour to spread festive cheer and raise money for three important charities; the MS Trust, Duchenne UK and Alzheimer’s Society.
Lighting the way after the Festive MINI Electric’s first public appearance at The Lexicon Bracknell in Berkshire, on the 25th November, the car will travel to various locations around the UK, driven by project creator Nicholas ‘Nico’ Martin.
The sen-sleigh-tional project first started over three years ago, with Nico hand-wrapping his MINI in fairy-lights and displaying it in his local town of Bracknell. However, in December 2020, without the usual Christmas switch-on displays delivering much-needed festive spirit, Nico realised he could use the Festive MINI to bring joy and positivity to people on their own doorsteps, whilst also raising awareness and over £5000 for the MS Trust and Duchenne UK, two charities very close to his heart.
Nico said, “I’m so pleased to be back with the Festive MINI charity tour. I just knew last year I had an opportunity to cheer people up and also to raise funds for the MS Trust and Duchenne UK. Both charities mean a lot to me – unfortunately my mother was diagnosed with Multiple Sclerosis six years ago, and in 2019 I was asked to take the Festive MINI to surprise an incredible young boy, Marcus Rooks, who was diagnosed with Duchenne Muscular Dystrophy. When I saw his face light up with so much joy and excitement, I realised that I had created something truly special. Ever since meeting him and learning about his condition, I’ve wanted to support him in any way I can.”
This year, Nico has introduced a guest charity spot taken up by Alzheimer’s Society and he has rallied support from MINI UK, Festive Lights and Italian smart lighting company Twinkly, to up the voltage on his project and make it bigger and better than ever, with an aim of raising as much money as possible for the three special causes.
Nico added: “I’m so grateful for the incredible support behind the project and the teams involved this year. The MINI Electric is even more exciting to drive and means all my trips on the tour are environmentally friendly and the app-controlled Twinkly lights with their amazing customisable animations really give the car a bit of extra magic. I can’t wait to get out on the road to spread some Festive MINI spirit and raise lots of money for the three charities!”
David George, Director, MINI UK said, “We’re extremely humbled to be a part of Nico’s fundraising project with the Festive MINI Electric. It’s a wonderful idea that will bring people together, make them smile, and also raise funds for some amazing charities.”
For more information on the Festive MINI Tour and to keep updated on where it’s headed visit www.festivemini.com
The new Ferrari Icona was unveiled today flanking the Ferrari Monza SP1 and SP2
This limited-edition targa takes its inspiration from legendary 1960s Sports Prototypes
The launch took place at the Mugello Circuit as part of the 2021 Ferrari Finali Mondiali
On February 6th 1967, Ferrari pulled off one of the most spectacular feats in its entire history when it took the top three places at the 24 Hours of Daytona in the first round of that year’s International World Sports Car Championship.
The three cars that shot past the chequered flag in that legendary side-by-side finish on Ford’s home turf – in first place a 330 P3/4, in second a 330 P4 and in third a 412 P – represented the pinnacle of development of the Ferrari 330 P3, a model that chief engineer Mauro Forghieri had significantly improved in each of the three racing car fundamentals: engine, chassis and aerodynamics. The 330 P3/4 perfectly encapsulated the spirit of the sports prototypes of the 1960s, a decade now considered the golden era of closed wheel racing and an enduring reference point for generations of engineers and designers.
The name of the new Icona evokes that legendary 1-2-3 finish and pays homage to the Ferrari sports prototypes that helped earn the marque its unparalleled motor sport status. The Daytona SP3, presented today at the Mugello Circuit during the 2021 Ferrari Finali Mondiali, is a limited edition that joins the Icona series which debuted in 2018 with the Ferrari Monza SP1 and SP2.
The Daytona SP3’s design is a harmonious interplay of contrasts, sublimely sculptural, voluptuous surfaces alternating with the kind of sharper lines that revealed the burgeoning importance of aerodynamics in the design of racers such as the 330 P4, 350 Can-Am and 512 S. The bold choice of a ‘Targa’ body with a removable hard top was also inspired by the sports prototype world: consequently, the Daytona SP3 not only delivers exhilarating driving pleasure but also usable performance.
From a technical perspective, the Daytona SP3 takes its inspiration from the sophisticated engineering solutions already adopted in racing the 1960s: today as back then, maximum performance was achieved by working on the aforementioned three fundamental areas.
The Daytona SP3 sports a naturally-aspirated V12, mid-rear-mounted in typical racing car style. Undisputedly the most iconic of all Maranello’s engines, this power unit delivers 840 cv – making it the most powerful engine ever built by Ferrari – along with 697 Nm of torque and maximum revs of 9500 rpm.
The chassis is built entirely from composite materials using Formula 1 technologies that have not been seen in a road car since the LaFerrari, Maranello’s last supercar. The seat is an integral part of the chassis to reduce weight and guarantee the driver a driving position similar to that of a competition car.
Lastly, just like the cars that inspired it, the aerodynamic research and design focused on achieving maximum efficiency purely using passive aero solutions. Thanks to unprecedented features, such as chimneys that extract low-pressure air from the underbody, the Daytona SP3 is the most aerodynamically efficient car ever built by Ferrari without resorting to active aero devices. Because of the clever integration of these technical innovations, the car can accelerate from zero to 100km/h in 2.85s and from zero to 200km/h in just 7.4s: exhilarating performance, an extreme set-up, and the intoxicating V12 soundtrack deliver completely unparalleled driving pleasure.
STYLING Although inspired by the stylistic language of 1960s racing cars, the Daytona SP3 is clothed in very undeniably original, modern forms. Its sculptural power celebrates and interprets the sensual volumes of sports prototypes to wholly contemporary effect. It goes without saying that a design this ambitious demanded a meticulously planned and executed strategy from Chief Design Officer Flavio Manzoni and his Styling Centre team.
EXTERIOR From the wraparound windscreen back, the Daytona SP3’s cabin looks like a dome set into a sensual sculpture with sinuous wings emerging boldly either side. The car’s overall balance is underscored by monolithic volumes that are a powerful articulation of the long-appreciated skills of Italian coachbuilding at its finest. The fluidity of its masses melds effortlessly with sharper surfaces, to produce the sense of effortless aesthetic balance that has long been a signature of Maranello’s design history.
The clean double-crested front wings are a nod to the sculptural elegance of past Ferrari sports prototypes of the likes of the 512 S, 712 Can-Am and 312 P. The shape of the wheelarches efficiently connotes the geometry of the flanks. At the front, they are structural and create a powerful link between wheel and well by not completely following the circular profile of the tyre. The rear flank swells out from the sylph-like waist giving rise to a powerful rear muscle that wraps around the front of the wheels, then tapers back towards the tail, lending a powerful dynamism to the three-quarter view.
Another key element is the butterfly doors, which have an air box integrated into them to channel air to the side-mounted radiators; the resulting sculptural forms give the doors a pronounced shoulder housing the air intake that is visually linked to the vertical cut of the windscreen. The pronounced surface of the doors, whose leading edge forms the rear of the front wheelarch, also helps to manage the airflow emerging from the front wheels. This surface treatment also closely recalls that of cars such as the 512 S which partly inspired the Daytona SP3’s stylistic code.
The wing mirrors have been moved ahead of the doors to the top of the wings, recalling again the sports prototypes of the 1960s. The position was chosen to provide better visibility and reduce the impact of the wing mirrors on the air flow to the door intakes. The shape of the mirror’s cover and the stem were perfected via dedicated CFD simulations to ensure an uninterrupted flow to the intakes.
That said, the three-quarter rear view of the car is even more significant as it fully reveals the Daytona SP3’s original styling. The door is a sculpted volume, which generates a pronounced dihedral form. Together with the powerful muscle of the rear wing, it creates a completely new, pinched-waist look. The door acts to extend the surface of the front wheelarch and counterbalances the imposing rear, visually transposing the volume of the flank and lending the car a more cab-forward look. The location of the side radiators allowed this architecture to be adapted to suit a sports car.
The front of the Daytona SP3 is dominated by two imposing wings that feature outer and inner crests: the latter dive into two air vents on the bonnet, making the wings look wider. The relationship between the perceived mass created by the outer crest and the aerodynamic role of the inner one underscores the way in which styling and technology are inextricably linked in this car. The front bumper has a generous central grille framed by two pillars and a series of stacked horizontal blades framed by the outer edge of the bumper. The headlight assemblies are characterised by an upper mobile panel that recalls the pop-up headlights of early supercars, a theme dear to Ferrari tradition that lends the car an aggressive, minimalist look. Two bumperettes, a reference to the aeroflicks featured on the 330 P4 and other sports prototypes, emerge from the outer edge of the headlights, adding a further expressiveness to the front of the car.
The rear bodywork highlights the powerful appearance of the wing by the repetition of the twin-crest theme and the aerodynamic vent that boosts its three-dimensional volume. The compact, tapered cockpit combines with the wings to create a powerful tail with a central backbone element inspired by the 330 P4. The naturally-aspirated V12, the living beating heart of the new Ferrari Icona, is revealed in all its glory at the end of this backbone.
A series of horizontal blades complete the rear, creating the impression of a light, radical, structured monolithic volume that lends the Daytona SP3 a look that is both futuristic and a nod to signatures from Ferrari’s DNA. The taillight assemblies are made up of a horizontal luminous bar beneath the spoiler and integrated into the first line of blades. The twin tailpipes are positioned centrally in the upper part of the diffuser, adding to its aggressive character and completing a design that visually broadens the car.
INTERIOR Even the Daytona SP3’s cockpit takes its inspiration from historic Ferraris such as the 330 P3/4, the 312 P and the 350 Can-Am. Starting with an idea of a high-performance chassis, the designers crafted a meticulously refined space that delivers the comfort and sophistication of a modern Grand Tourer whilst keeping the styling language quite minimalist. It retains the philosophy behind certain styling codes: the dash, for instance, is minimalist and functional yet also entirely contemporary in feel. The typical upholstered cushions that were directly attached to the chassis on sports prototypes have been transformed into modern seats integrated into the body, creating a seamless textural continuity with the surrounding trim.
Several exterior elements, including the windscreen, positively influenced the interior architecture. Seen from the side, the cut of the windscreen header rail creates a vertical plane that divides the cockpit in two, separating the functional area of the dashboard that hosts the instrumentation from the seating. This architecture neatly executes the difficult feat of being both extremely sporty and very elegant at the same time.
The Daytona SP3’s interior aims to guarantee both driver and passenger a snug driving environment by drawing on styling cues typical of competition cars. The main idea was to broaden the cabin visually by creating a clear break between the dash area and the two seats. The latter, in fact, are part of a seamless textural continuity, their trim extending all the way to the doors, reproducing the elegant functionality typical of sports prototypes. This same extension of the trim can also be seen on the sill area when the doors are open.
The dashboard follows the same philosophy: here the Daytona SP3’s structure means that the trim extends all the way to the quarterlights, hugging the entire area connecting with the windscreen. The slender, taut dashboard seems almost to float within the upholstery. Its styling theme develops on two levels: the upper trimmed shell, which has a clean, sculptural look, is separated from the lower one with a clear textural and functional dividing line. All of the Human-Machine Interface (HMI) touch controls are clustered below this line.
The seats are integrated into the chassis and thus have the ergonomic wraparound design typical of high-performance cars, but also the kind of meticulous detailing that sets them apart. The textural connection between the seats and the extension of the theme to the adjacent trimmed areas, as well as certain volumetric effects, were possible because they are fixed, while the driver’s adjustments are taken care of by an adjustable pedal box. The clear break between the technical area of the cockpit and the occupant area also allowed the seat volume to be extended all the way to the floor. Even the headrests reference their competition counterparts, but while in the latter they are integrated into single-piece seats, in the Daytona SP3 they are independent. The fixed seat and adjustable pedal box architecture meant they could be anchored to the rear trim, thus also helping to visually lighten the cockpit.
The door panel design also helps to visually widen the cockpit. Some trimmed areas have been added to the carbon-fibre panels: leather padding on the door panel at shoulder height strengthens the connection with sports prototypes and further accentuates the wraparound effect. Lower down, however, the surfaces feel like an extension of the seat itself. The tunnel has a signature blade set beneath the connecting trim between the seats, with its functional elements at its extremities. In its front section is the gearshift gate reintroduced to the range on the SF90 Stradale. Here, however, it is raised and feels almost suspended over the volumes around it. The structure ends in a carbon-fibre central pillar that seems to support the entire dash.
POWERTRAIN To give the Daytona SP3 the most exhilarating V12 on the market, Ferrari chose the 812 Competizione’s engine as its starting point, but relocated it to the mid-rear position to optimise the intake and exhaust layout as well as fluid-dynamic efficiency. The result is that the F140HC engine is the most powerful internal combustion engine ever built by Ferrari and deliver a massive 840 cv with the typical exhilarating power and sound of a Prancing Horse V12.
The engine has a 65° vee between its cylinder banks and retains the 6.5-litre capacity of its predecessor, the F140HB, sported by the 812 Competizione from which it inherits its upgrades. All the developments enhance the performance of a powertrain that sets the new benchmark for its category thanks to its astonishing soundtrack – obtained through targeted work on both the intake and exhaust lines – and the 7-speed gearbox, which is now even faster and more satisfying than ever thanks to the development of specific strategies.
Maximum revs of 9,500 rpm and a torque curve that rises rapidly all the way up to maximum revs gives occupants the feeling of boundless power and acceleration. Particular attention was lavished on reducing the engine’s weight and inertia by adopting titanium con rods, which are 40% lighter than steel, and the use of a different material for the pistons. The new piston pins have a Diamond Like Carbon treatment (DLC), which reduces the coefficient of friction to improve performance and fuel consumption. The crankshaft has been rebalanced and is now also now 3% lighter.
Valve opening and closing is by way of sliding finger followers, derived from F1 and developed with the aim of reducing mass and availing of more high performance valve profiles. The sliding finger followers also feature DLC coating and their function is to transmit the action of the cam (again with DLC coating) to the valve using a hydraulic tappet as the pivot for its movement.
The intake system has been radically redesigned: the manifold and the plenum are now more compact to reduce the overall length of the tracts and deliver power at high revs, while the torque curve is optimised at all engine speeds by a system of variable geometry inlet tracts. The system enables the length of the intake tract assembly to be continuously varied, adapting it to the engine firing intervals to maximise the dynamic charge in the cylinder. A dedicated hydraulic system governs the actuators and is controlled by the ECU in a closed loop, adjusting the inlet tracts’ length position on the basis of the engine’s load.
Combined with optimised cam profiles, the variable valve timing system creates an unprecedented system of equal height pressure peaks required to obtain power at high revs without sacrificing any torque at low and medium revs. The result is a feeling of continuous, rapid acceleration, culminating in astonishing power at maximum revs.
The management strategies for the gasoline direct injection system (GDI at 350 bar) have been further developed: it now comprises two petrol pumps, four rails with pressure sensors that provide feedback to the closed loop pressure control system and electronic injectors. Calibration of the timing and amount of fuel injected at each injection, in addition to an increase in injection pressure, have made it possible to reduce polluting emissions and particulate formation by 30% (WLTC cycle) compared to the 812 Superfast.
The ignition system is constantly monitored by the ECU (ION 3.1) which has an ion-sensing system that measures ionising currents to control ignition timing. It also has a single and a multi-spark function for when multiple ignitions of the air-fuel mixture are required for smooth, clean power delivery. The ECU also controls combustion in the chamber to ensure that the engine is always working at peak thermodynamic efficiency conditions, thanks to a sophisticated strategy that recognises 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 right across the engine’s entire operating range. A solenoid valve, controlled by the engine ECU in a closed loop, is used to control the pump’s displacement in terms of flow and pressure, delivering only the amount of oil required to guarantee the functioning and reliability of the engine at every point in its functioning. Importantly, in order to reduce friction and improve mechanical performance, a less viscous engine oil than in the previous V12 is being used, and the entire oil scavenge line has been made more permeable to make it more efficient.
ARCHITECTURE
To ensure that Daytona SP3 drivers feel entirely at one with their car, its engineering draws heavily on the ergonomics expertise Maranello has developed 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 single-seater. This helped reduce weight and keep the car’s height to 1142 mm, which in turn reduces drag. The adjustable pedal box means each driver can find the most comfortable position.
The Daytona SP3’s steering wheel features the same Human-Machine Interface (HMI) already seen on the SF90 Stradale, Ferrari Roma, SF90 Spider and 296 GTB, continuing the Ferrari “hands on the wheel, eyes on the road” philosophy. Touch controls mean that drivers can control 80% of the Daytona SP3’s functions without moving their hands, while a 16” curved HD screen relays instantly all driving-related information.
Both the Daytona SP3’s chassis and bodyshell are made entirely from composite materials, a technology derived directly from Formula 1 that delivers excellent weight and structural rigidity/weight ratio. In order to reduce the car’s weight to an absolute minimum, lower the centre of gravity and guarantee compact architecture, several components, such as the seat structure, were integrated into the chassis.
Aeronautical composites were used, including T800 carbon-fibre for the tub which was hand-laid up to guarantee the correct amount of fibre for each area. T1000 carbon-fibre was used in the doors and sills, and is essential to cockpit protection as its characteristics make it ideal for side impacts. Kevlar® was also used for areas which are most subject to impact, thanks to its resistance characteristics. Autoclave curing techniques mirrors that of Formula 1, taking place in two phases, at 130° C and 150° C, with the components vacuum-bagged to eliminate any lamination defects.
A specific tyre was developed with Pirelli for the Daytona SP3: the new P Zero Corsa was optimised for both dry and wet 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 on a mid-rear-engined V12, includes the FDE (Ferrari Dynamic Enhancer) to increase cornering performance. This lateral dynamics control system acts on the brake pressure at the callipers to control the car’s yaw angle in on-the-limit driving and can be activated in ‘Race’ and ‘CT-Off’ modes on the Manettino.
The adoption of a mid-rear architecture and composite chassis also optimised weight distribution between the axles, concentrating the masses around the centre of gravity. These choices, combined with the work done on the engine, deliver record-breaking weight/power ratio and 0-100 km/h and 0-200 km/h acceleration figures.
AERODYNAMICS
The objective with the Daytona SP3 was to introduce aerodynamic solutions that would make this the Ferrari with the highest level of passive aero efficiency ever. This required painstaking attention to detail when designing the radiating masses for efficient heat dissipation. Management of hot air flows was thus vital to defining a layout that was as integrated as possible with the overall aerodynamic concept.
The increase in the F140HC’s engine power output meant a corresponding increase in the thermal power that had to be dissipated and thus an increase in the radiating masses for the coolant. To allow for the aerodynamics solutions required for the front end meant concentrating development on cooling efficiency first and foremost. Thus detailed work went into the design of the fan housing, the opening on the underbody to evacuate hot air and the intake duct which were all optimised to avoid having to increase the size of the front radiators.
Considerable research went into the design of the flanks which benefitted from the layout of the radiating masses for gearbox and engine oil being shifted towards the centre of the car. This solution paved the way for the integration of side channels into the doors, allowing the intake ducts for the radiators to be moved forwards in the chassis. As a result, the front wing creates an ideal section for the intake ducts and captures fresh air that is also highly 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 central backbone structure to channel fresh air into the engine intake as well as provide outlets to vent hot air from the engine bay. The engine air intake is at the base of the backbone design to shorten the distance to the air filter and minimise losses. The longitudinal slots that separate the backbone section from the single-piece rear bodywork dissipate engine heat and capture fresh air thanks to their interaction with the vents located between the blades on the rear bumper.
The layout adopted for thermal management created areas that the aerodynamics team could thus exploit to maximise overall efficiency. This was achieved by focussing on perfecting the integration between volumes and surfaces and by the introduction of new concepts for the underbody that function in in synergy with the upper body without needing to resort to active aero solutions.
The front of the Daytona SP3 is a strikingly harmonious melding of form and function. Either side of the central radiator grille are intakes to the brakes ducts and to the channels that vent through the outlets either side of the bonnet to create a blown duct that contributes to front downforce generation. Below the headlights are two aero flicks which increase downforce. The vertically stacked winglets inside the corners of the bumper guide the airflow into the wheelarch, creating an inwash that reduces drag by realigning the flow along the flanks and contains the turbulence generated by the wheel wake.
The blown geometry of the front bumpers is not the only element that manages the flow over the flanks to reduce drag. The spoke profiles of the wheels also contribute, as does the vertical design of the flank itself. The former increase the extraction of air from the wheel well and realign the wake with the flow along the flanks. The ample surface area of the latter acts as a barge board to keep the front wheel wake close to the surface and reduce the transverse size of the wake and thus drag. The barge board design also hides a genuine aero channel from the front wheel well that vents ahead of the rear wheel. This solution helps extract more floor performance to the benefit of both downforce and drag.
The developments on the underbody were designed to boost the entire floor performance, with the introduction of a series of devices dedicated to generating localised vorticity. Importantly, lowering the height of the underbody meant moving the peak suction closer to the road surface, boosting the efficiency of the devices that exploit ground effect. Two pairs of curved profiles ahead of the front wheels exploit their relative angle to the air flow to generate powerful yet stable vortices which interact with the underbody and the front wheels to develop downforce and reduce drag.
Other vortex generators were optimised and positioned in order to virtually seal the front underbody. The outer vortex generator is installed right on the edge of the chassis on the inner wheelarch aperture and has the same effect as a Formula 1 barge board: the vorticity created shields the underbody from the effect of the wake of the front wheel, thereby reducing interference with the more efficient flow created by the central section of the floor.
The most important development area for downforce was the rear spoiler. To correctly balance front and rear downforce the engineers fully exploited the opportunity created by the repositioned engine air intake and the new rear taillight design. These two solutions meant that the spoiler could be extended to occupy the entire width of the car. Its surface was not only increased in width, but the lip was also lengthened towards the rear which helped increase the downforce without penalising drag.
The most innovative solution, as well a defining characteristic of the car, can be found at the rear of the underbody: floor chimneys are connected to two integrated louvres in the rear wings by vertical ducts. The natural suction created by the curvature of the wings maximises air flow through the ducts and creates a fluid-dynamic connection between flows over the underbody and the upper bodywork. This feature brings three direct benefits: firstly, it reduces the blockage of the underbody by increasing the flow under the front underbody, increasing downforce and shifting the aero balance forwards to improve turn-in. Secondly, the increase in local acceleration of the flow created by the geometry of the intakes on the floor generates a very strong suction which improves rear downforce. Lastly, the rear spoiler also benefits from the additional flow coming from the louvres on the rear wing.
The final area of development was to increase the diffuser’s expansion volume, both in the vertical and horizontal plane, thanks to installing the exhaust pipes in a high, central position. The space that was freed up centrally could thus be dedicated to a solution similar to a double diffuser. The diffuser in fact permits the expansion of the flow on two distinct levels and gives a strong connotation to the rear, creating a bridge shape that seems to float in the tail’s volume. The concept exploits the high energy from the central area of the flow to efficiently channel the air both inside and outside of the central ‘bridge’ structure. This means the flow that passes outside the central channel energises the one inside, boosting the efficiency of the diffuser as a whole.
The Daytona SP3 has a wraparound windscreen in which the glass extends all the way to the start of the removable hard top. A nolder is integrated into its upper seal to accurately direct the flow over the header rail when driving without the hard top. The middle of the roll hoop area dips to follow the shape of the rear bodywork buttresses and the engine cover and thus minimises the possibility of the wake deflected towards the rear header rail tumbling back into the area between the seats. The airflow at the rear of the side windows is channelled by the rear trim behind the headrests towards a centrally recessed slot protected by the windstop so that it is vented outside the cockpit.
FERRARI ICONA The Ferrari Icona series was launched in 2018 with the Ferrari Monza SP1 and SP2, which were inspired by the competition barchettas of the 1950s that helped earn the marque its legendary status in motorsport with a string of prestigious victories. The Icona series celebrates Ferrari history by reinterpreting the timeless styling of the marque’s most iconic cars to radically modern effect using the most innovative materials and technologies available today.
The idea of taking inspiration from a particular time in history, which lies at the core of the Icona concept, goes much further than merely reusing styling cues from the past. Rather the aim is to distil the very essence of an era and using it as a spring board to create new concepts that themselves are unique enough to become icons for future generations. The Icona cars all boast exclusive solutions not seen in the rest of the range and are aimed solely at Ferrari’s top clients and collectors, proud ambassadors for the Prancing Horse marque.
7-YEARS MAINTENANCE Ferrari’s unparalleled quality standards and increasing focus on client service underpin the extended seven-year maintenance programme offered with the Daytona SP3. Available across the entire range, the latter covers all regular maintenance for the first seven years of the car’s life. This scheduled maintenance programme for Ferraris is an exclusive service that allows clients the certainty that their car is being kept at peak performance and safety over the years. This very special service is also available to owners of pre-owned Ferraris.
The main advantages of the Genuine Maintenance programme are regular scheduled maintenance (at intervals of either 20,000 km or once a year with no mileage restrictions), original spares and meticulous checks by staff trained directly at the Ferrari Training Centre in Maranello using the most modern diagnostic tools. The service is available on all markets worldwide and from all Dealerships on the Official Dealership Network.
The Genuine Maintenance programme further extends the wide range of after-sales services offered by Ferrari to meet the needs of clients wishing to preserve the performance and excellence that are the signatures of all cars built in Maranello.
*Engine power expressed in kW in line with International System of Units (SI) and in cv. With 98-octane petrol and including 5 cv of dynamic ram effect
