F80

Ferrari presented the F80 in October 2024 for production from 2025 through the company’s eightieth-anniversary year in 2027. Ferrari calls it the sixth supercar in the sequence that began with the 1984 GTO and limits planned production to 799 cars. That volume does not explain the engineering decision at its centre: Ferrari replaced the preceding cars’ V8 and V12 engines with a three-litre V6 hybrid architecture because current endurance racing and Formula 1, rather than nostalgia, define the technology-transfer brief.

The F163CF combustion engine is a 120-degree, 2,992 cc twin-turbocharged V6 with dry-sump lubrication. Ferrari specifies 900 cv at 8,750 rpm, 850 Nm at 5,500 rpm and a dynamic limiter that can reach 9,200 rpm. At 300 cv per litre it is the highest-specific-output Ferrari road engine cited at launch. Its architecture, crankcase, timing-drive layout, oil-scavenge circuit, bearings, injectors and high-pressure pumps have documented links to the 499P that won Le Mans in 2023 and 2024, although road calibration and output are distinctly F80.

Three propulsion motors complete the 800-volt system. Two 105 kW units drive the front axle, while an 81 cv rear MGU-K assists the engine and recovers energy; Ferrari quotes 1,200 cv combined and electric all-wheel drive. The 2.28 kWh battery is designed for rapid power exchange rather than long electric range. This is not a plug-in grand tourer and its motors do more than fill a brochure total: they manage front-axle traction, recuperation and torque response while the combustion engine continues to drive the rear through an eight-speed dual-clutch transmission.

The electrically assisted turbochargers place a motor between each turbine and compressor, allowing Ferrari to manage boost response and energy independently of the traditional fixed relationship between exhaust flow and compressor speed. Active suspension controls ride height and body attitude to support the ground-effect floor, while an active rear wing changes height and incidence. Together with the front triplane and S-duct, the launch press kit states 1,000 kg of downforce at 250 km/h. That figure describes a coordinated operating state, not one permanently fixed aerodynamic configuration.

Ferrari’s “1+” cockpit offsets and narrows the passenger environment to give the driver a single-seat visual focus while retaining two-person homologation. The technical sheet lists 1,525 kg dry with lightweight options, a 42.2:57.8 weight distribution and 350 km/h maximum speed. As with every optional-condition dry figure, it cannot be treated as the scale weight of any delivered car. Seat, wheel, battery and body specifications must be checked against the individual record before a mass claim becomes evidence about a particular F80.

Its soundtrack is intentionally unlike the V12 LaFerrari. The wide-angle V6 fires through a compact exhaust path while e-turbos alter the familiar relationship between throttle, boost and compressor noise. Electric front drive and the rear MGU-K add high-frequency mechanical layers but do not simulate extra cylinders. Boost Optimisation can learn a circuit and deploy energy at selected points, so battery state, mode, gear, engine temperature and software configuration are essential recording metadata. An F80 capture without operating context would preserve spectacle while losing the technical reason the car sounds and accelerates as it does.

The focus here is the production Ferrari F80, not the 499P race car, 296 GTB, a future XX derivative or a visual configuration carrying non-production parts. Its F163CF engine, three drive motors, 800-volt battery, electric front axle, eight-speed transmission and 1,200 cv system figure define the boundary. The page also keeps a time-sensitive fact explicit: Ferrari plans 799 cars through 2027. Premium treatment means recording the car as the newest member of a documented lineage while refusing to borrow race results or unrestricted prototypes as specifications for the road model.