2022 Ferrari Daytona SP3

Ferrari accomplished one of the greatest feats in its sporting history, placing three cars on the podium of the first race of that year’s World Sports Prototype Championship. The 330 P3 / 4, 330 P4 and 412 P that paraded at the checkered flag in the home of Ford’s historic rivals represented as many evolutions of the 330 P3, a model that the team led by engineer Mauro Forghieri managed to improve significantly in each of the three fundamentals of any racing car: engine, chassis and aerodynamics. The 330 P3 / 4 perfectly embodied the spirit of the 1960s Sports Prototypes, a decade that is considered the golden age of covered wheel motor racing and which still represents a point of reference for entire generations of engineers and designers. You can find more visual details of the 2022 Ferrari Daytona SP3 gallery by scrolling up.

From its name, the Daytona SP3 winks at that legendary hat-trick and underlines the intent to pay homage to the Ferrari Sport Prototypes that helped to make the brand rightfully part of the motorsport legend. The limited edition car presented today at the Mugello international racetrack as part of the Ferrari World Finals 2021 joins the ‘Icon’ segment which already includes the Ferrari Monza SP1 and SP2.

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Its design is based on the harmonious juxtaposition of contrasts: plastic and sensual surfaces alternate with decisive lines that recall the preponderant entry of aerodynamics into the design of racing cars of the time such as the 330 P4, the 350 Can-Am and the 512 S. Still from the world of Sport Prototypes comes the strong choice of equipping the Daytona SP3 with a ‘Targa’ type body with removable hard top: the car thus gives the driver unique emotions and at the same time guarantees great usability.

From a technical point of view, the Daytona SP3 is inspired by the refinement of the engineering solutions already adopted in 1960s racing cars; today as then, in fact, the search for performance was carried out by intervening on the same three areas. The car is equipped with a naturally aspirated V12 engine in the central-rear position, typical architecture of racing cars. This version of the most iconic thermal engine of the Maranello company counts on 840 hp of power (making it the most powerful so far produced by Ferrari), 697 Nm of torque and a maximum speed of 9500 rpm.

The chassis is made of composite materials using Formula 1 technologies that have been lacking on road Ferraris since the LaFerrari, the Prancing Horse’s latest supercar. The seat integrated into the chassis reduces the weight of the car and places the driver in a driving position similar to that of a racing car.

Lastly, like the cars of inspiration, the aerodynamic and stylistic study was oriented towards maximum efficiency through the exclusive use of passive solutions. New components, such as the extraction chimneys on the bottom, make the Daytona SP3 the most aerodynamically efficient Ferrari without active appendages produced to date. The skilful integration of these technical innovations allows the Daytona SP3 to accelerate from 0 to 200 km / h in 7.4 s and from 0 to 100 in just 2.85 s: exhilarating performance, which combined with the extreme setting and the intoxicating sound of the V12s transfer unparalleled emotions to the driver.

STYLE

While inspired by the stylistic language of the racing cars of the 60s, the Daytona SP3 has very modern and original shapes; in fact, the plastic power of the car celebrates the evocative volumes of the Sport Prototypes, reinterpreting them in a contemporary key. It goes without saying that such an ambitious project required the Chief Design Officer Flavio Manzoni and the Ferrari Style Center team, which he guided stylistic choices based on a carefully considered strategy.

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2022 Ferrari Daytona SP3 Front View 3/4

EXTERIOR

The cabin with the wraparound windshield of the Daytona SP3 takes on the appearance of a dome set in a sensual sculpture whose fenders, equally sinuous, emerge decisively. The general balance is emphasized by the monolithic aspect of the volumes that communicate the manufacturing ability typical of the Italian bodywork. The sensation is that of being in front of an object where the fluidity of the masses is combined with more incisive surfaces in order to create that aesthetic balance that has always characterized the history of the Maranello company.

The smooth double-crested mudguards refer to the plasticity of other Ferrari Sport Prototypes such as the 512 S or the 312 P. The shape of the wheel arches effectively connotes the geometry of the side: the front one is more structured and, not following the tire exactly, generates a strong link between wheel and case, while the rear one embraces the front part of the wheel, rushing towards the tail, creating a muscular shape and giving dynamism to the three-quarter view.

Another key element is the wings opening door which, thanks to the integrated air box , channels the air towards the radiators on the side; its sculptural form is characterized by a pronounced shoulder in which an air intake has been obtained which is optically linked to the vertical cut of the windshield. The surface of the door helps manage the flow of air from the wheel well. This surface treatment is related to that of cars such as the 512 S, which helped create the codes for the Daytona SP3.

The rear-view mirrors are located in a forward position with respect to the doors, in another strong reference to the Sports Prototypes of the 60s. This positioning was chosen to ensure greater visibility and reduce the impact on the air flow directed to the air intakes of the doors. The shape of the shell and the support has been refined through specific CFD simulations to ensure that the flow of air to the vents was not interrupted.

But it is the rear three-quarter view that is most significant, as well as the one from which it is possible to fully appreciate the great originality of the Daytona SP3: the door looks like a faceted volume that generates a smooth relief dihedral and, together with the powerful muscle of the rear fender, generates an unprecedented sidecut on the side. The door extends the surface of the front wheel arch, creating a counterpoint to the muscularity of the rear, producing a shift in volumes on the side and providing the car with a marked cab forward effect . This architecture, typical of a sports car, is made possible by the displacement of the side radiators.

The front of the Daytona SP3 is dominated by two powerful fenders divided into an external and an internal section; the latter plunges into an air duct on the bonnet, increasing the volumetric perception of the fender. The relationship between the perceived mass of the external section and the aerodynamic function of the internal one underlines the link between technique and style that distinguishes the car.

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The bumper features a generous central grille, framed by two pillars on which horizontal blades delimited by the outer edge of the bumper stand out. The optical groups are characterized by a movable lid that recalls the typical retractable headlights of vintage super sports cars, a theme dear to the Ferrari tradition that gives the car an aggressive and minimalist look. Two bumperette , referring to the aerodynamic flicks of the 330 P4 and other Sport Prototypes, emerge from the external profile of the headlights, increasing the expressiveness of the front.

The rear highlights the volumetric power of the mudguard thanks to the use of a two-section element and is embellished with an aerodynamic pocket that increases the three-dimensional effect. The compact and tapered passenger compartment creates on the rear, together with the fenders, a powerful back on which there is a dorsal element that showcases the naturally aspirated V12 at the end, the beating heart of this new Ferrari ‘Icon’.

A series of horizontal blades completes the rear structure; the resulting light, radical and structured monolithic volume gives the Daytona SP3 a futuristic look characterized by elements typical of the Ferrari DNA. The rear lights consist of a horizontal light bar arranged under the spoiler and hidden in the first row of blades. The pair of exhausts engages in the upper part of the diffuser in a central position, contributing to its aggressive appearance and completing a scheme that tends to optically enlarge the car.

INTERIORS

Also for the interior, the Daytona SP3 draws inspiration from Ferraris such as the 330 P3 / P4, the 312 P and the 350 Can-Am. Starting from the high-performance chassis, a refined and refined environment has been designed, achieving comfort and refinement worthy of a modern Gran Turismo even with a minimalist language. Of the Sport Prototypes, the philosophy of certain linguistic codes has been maintained: the dashboard, for example, is pure and functional, even though it is fully modern. The characteristic saddled mats that served as seats and were applied to the frame of the Sport Prototypes have been transformed, obtaining modern seats integrated into the body in material continuity with the surrounding saddled ones.

Some external elements, including the windshield, positively influenced the interior architecture. In side view, the transverse cut of the roof on the windshield graft defines a vertical plane that divides the passenger compartment in two, separating the functional area from the seats. This architecture lends itself to a double characterization, distinctly sporty yet very elegant.

The interiors of the Daytona SP3 aim to ensure maximum comfort for the rider and passenger using the characteristic features of a racing car. The key idea was the visual enlargement of the passenger compartment by creating a clear cut between the front area and the seating area. The two seats are in material continuity and extend their saddles on the doors, recreating the typical functionality of Sport Prototypes. The same extension can be appreciated, with open doors, on the brancardi.

The dashboard follows the same principle, where the structure of the Daytona SP3 made it possible to extend the seats up to the wings, embracing the entire connection area with the windscreen. The dashboard, with a very thin and lean body, appears almost floating within the saddled finish. Its style theme develops on two levels: the saddled upper shell, with a plastic and smooth appearance, is separated from the lower one by a clear line of material and functional division. All the tactile controls of the human-machine interface (HMI) are concentrated under this line.

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The seats integrated into the frame have an enveloping ergonomics, typical of high-performance cars, but are distinguished by the attention to detail. The material connection between the seats and the extension of the theme to the adjacent saddles, as well as some volumetric effects, were made possible thanks to their fixed structure; the driver can in any case make all the necessary adjustments using the mobile pedal. The clean cut between the technical area of ​​the passenger compartment and that of the seats made it possible to extend the volume of the seat up to the floor. The headrests are also reminiscent of racing seats but, while they are usually integrated into the monocoque, in the case of the Daytona SP3 they are independent. The architecture with a fixed seat and mobile pedal allows them to be anchored to the rear finish.

The door panel design contributes to the visual enlargement of the passenger compartment. Some saddled areas have been inserted into the carbon fiber structure: the leather upholstery on the door panel at shoulder height accentuates the enveloping effect and strengthens the link with the Sport Prototypes. In the lower part, however, the surface acts as an extension of the seat. The tunnel is characterized by a saber inserted under the connecting finish between the seats, the functional elements of which are arranged at its ends. In its front area is the gate reintroduced into the range starting from the SF90 Stradale, but in this case the theme is interpreted in a cantilevered version, almost suspended with respect to the perimeter volumes.

MOTORPROPULSER

To equip the Daytona SP3 with the most exciting V12 engine on the market, the engine of the 812 Competizione was used as a base, however, relocated to the central-rear position to optimize the intake and exhaust layout, as well as fluid dynamic efficiency. The result is the F140HC engine, the most powerful internal combustion engine produced by Ferrari to date, capable of delivering 840 hp, also equipped with an exciting delivery and the overwhelming sound typical of Ferrari V12s.

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2022 Ferrari Daytona SP3 Interior

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The engine adopts a 65 ° V architecture and a 6.5 l displacement already seen on the F140HB engine of the 812 Competizione, of which it incorporates all the improvements. These developments enhance the performance of a powertrain destined to become the new benchmark in the category thanks to an excellent sound , obtained through targeted interventions on intake and exhaust, and to the dual-clutch 7-speed gearbox whose speed and usability has been increased. through the development of dedicated strategies.

The maximum speed of 9500 rpm. and the ever-increasing power curve give a feeling of inexhaustible thrust. Particular attention was paid to reducing the weight and inertia of the engine through the adoption of titanium connecting rods, which guarantee a 40% lightening compared to steel, and the use of a new material for the production of the pistons. The pin coated in Diamond-Like Carbon (DLC) allows to reduce the friction coefficient, to the benefit of performance and consumption. Rebalancing the crankshaft resulted in a 3% weight reduction of the component.

The opening and closing of the valves is guaranteed by the sliding finger technology, a component derived from Formula 1 aimed at reducing the translating mass and providing more performing valve lift profiles. The DLC-coated steel finger transmits motion from the DLC-coated cam to the valve, using a hydraulic tappet as a pivot.

The intake system has been completely revised: manifold and lung are more compact to reduce the length of the ducts and obtain power at high revs, while the filling of the torque curve is guaranteed by a system of variable geometry trumpets that modifies continuously the length of the assembly, adapting it to the pulsations of the engine to maximize the filling of the cylinder. The actuation is governed by the engine control unit, which continuously controls the excursion of the horns in a different way at each point of operation of the engine.

The variable intake and exhaust timing system, combined with the optimization of the cam profiles, creates an unprecedented tuning system for pressure peaks, necessary to obtain power at high revs without sacrificing torque at low and medium revs: the sensation is that of a continuous and overwhelming progression that finds its culmination in the power reached at the maximum rotation speed.

The management of the GDI direct injection system at 350 bar has been further developed: the system consists of 2 pumps, 4 rails with sensors capable of providing feedback to the pressure control system and from the electro-injectors. The calibration of the timing and quantity of petrol injected with each injection, as well as the increase in pressure, have made it possible to reduce polluting emissions and the formation of particulate matter by 30% compared to the engine of the 812 Superfast on the WLTC cycle.

The management of the ignition system is entrusted to the ionization current control unit (ION 3.1) which controls the ignition of the spark in single or multispark mode , i.e. when multiple ignitions of the mixture are necessary to ensure delivery without hesitation. The control unit also controls the detonation in the combustion chamber to always keep the engine in conditions of maximum thermodynamic efficiency, thanks to a sophisticated strategy for recognizing the octane level (RON) of the petrol introduced into the tank.

A new variable displacement oil pump has been developed that continuously adjusts the oil pressure: through a solenoid valve it is possible to vary the pump displacement according to rpm and load, guaranteeing the flow at every operating point. of only the necessary oil. Finally, the adoption of a less viscous engine oil and the permeabilization of the entire recovery line of the same, aimed at increasing its efficiency, should be emphasized.

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ARCHITECTURE

To ensure that the driver of the Daytona SP3 feels at one with the car, the car was designed making full use of the ergonomic knowledge derived from the experience gained in Formula 1 by the Maranello company. The integration of the seats into the chassis has led to a lower and more relaxed driving position compared to the range Ferraris, approaching that of a single-seater; this made it possible to reduce the weight and reduce the height of the car to 1142 mm, all to the advantage of resistance to movement. Thanks to the adjustable pedal, the rider can find the most comfortable position for his legs.

The steering wheel includes the human-machine interface (HMI) already seen on the SF90 Stradale, Ferrari Roma, SF90 Spider and 296 GTB which pursues the philosophy of “hands on the wheel, eyes on the road”. The tactile controls make it possible to control 80% of the functions of the Daytona SP3 without moving your hands, while the high-resolution 16 ” curved display makes useful driving information instantly available.

Chassis and bodywork are entirely made of composite materials, a technology derived from Formula 1 that allows for the achievement of a mass value and a ratio between structural rigidity and weight of absolute excellence. In order to reduce weight, lower the center of gravity and achieve a compact architecture, several components (such as the seat structure) have been integrated into the frame.

Composites of aeronautical origin were used, such as the hand-stretched T800 carbon fiber for the tank, a process that ensures the presence of the correct quantity of fibers per area. T1000 fiber is used on doors and sills, essential areas for the protection of the passenger compartment, since its absorption characteristics make it ideal in the event of a side impact. Kevlar® has been used in parts subject to impact due to its resistance properties. The autoclave cooking technique resumes the process used in Formula 1 with two vacuum phases at 130 ° C and 150 ° C to eliminate any lamination defects.

The development of the new dedicated Pirelli Pzero Corsa tire was aimed at optimizing performance, with a particular focus on the balance between dry and wet. As for the electronic control systems this car is equipped with, the SSC ( Side Slip Control ) system in version 6.1 includes the FDE ( Ferrari Dynamic Enhancer ) system, aimed at improving cornering performance, for the first time on a mid-rear-engined Ferrari V12. This lateral dynamics controller, available in the ‘CT-Off’ and ‘Race’ positions of the Manettino, acts on the braking pressure to manage the yaw angle in extreme driving situations.

The use of a central-rear architecture, together with the adoption of the frame in composite materials, has made it possible to optimize the distribution between the axles by concentrating the masses towards the center of gravity. These choices, together with the interventions on the engine, provide the Daytona SP3 with record numbers in terms of weight / power ratio, acceleration 0-100 km / h and 0-200 km / h.

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2022 Ferrari Daytona SP3 Side View

AERODYNAMICS

The goal of creating the Ferrari with exclusively passive aerodynamics with the highest efficiency value achieved so far required careful work to optimize the thermal layout of the Daytona SP3. The management of the cooling flows was therefore addressed in such a way as to define a layout as integrated as possible with the aerodynamic concept .

The increase in performance guaranteed by the F140HC powerplant involves an increase in the thermal power to be disposed of and therefore an increase in the cooling specifications of the engine fluids. To keep the aerodynamic development opportunities of the front end intact, the focus has been on increasing cooling efficiency . The developments involved the intake hood, the evacuation opening on the bottom of the car and the inlet of the conveyor, optimized to avoid excessively increasing the size of the front radiators.

Particular attention was paid to the development of the sides, which benefited from the unprecedented layout of the radiating masses moved towards the center of the car. This arrangement laid the foundations for the integration of the side conveyors in the doors: an unprecedented solution that made it possible to create the radiator inlets in a very advanced position. Thanks to this, it was possible to exploit the volume of the mudguard to generate the correct inlet section of the conveyors and capture a fresh and highly efficient flow for cooling the oil radiators.

The high level of integration of the various functions in a single characterizing element is evident in the dorsal on the bonnet which integrates the engine intake and generates the necessary openings for the dissipation of heat from the engine compartment. The positioning of the intake inlet at the base of the dorsal minimizes the path of the air towards the filter. The floating integration of the dorsal in the bonnet also generates a pair of longitudinal slots that dissipate heat and capture fresh air thanks to the interaction with the openings made between the blades of the bumper.

The definition of the thermal layout has created spaces that aerodynamic research has exploited to maximize efficiency. This result was pursued by focusing on perfecting the integration between volumes and body surfaces and on the introduction of new concepts on the car bottom that worked in synergy with them, without resorting to active devices.

On the front, the perfect harmony between form and functionality stands out. Externally to the central opening that supplies the engine radiator with fresh air, there are the inlets for cooling the brakes and the inlets which, connected to the side outlets on the bonnet, create two puffs that contribute to the generation of front load. A real aerodynamic flick has been integrated under the headlamp which, thanks to its cantilevered geometry, increases the vertical load. In perfect continuity of volumes, the cascade of fins on the bumper guides the flow inside the wheel arch, creating a blow that reduces drag thanks to the realignment of the flow on the side and the containment of the turbulence generated by the wheels.

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The integrated blower in the front bumper is not the only element that manages the flows on the side while minimizing drag ; it is joined by the circles with asymmetrical design and the vertical edge of the side. The profile of the rims is in fact able to increase the extraction of flow from the wheel well and realign the flows to those flowing along the side. The large lateral surface of the latter provides a useful support for the flow to remain adherent to the car and reduce the transversal dimension of the wake and with it the drag. The side also hides a real aerodynamic channel that flows upstream from the rear wheel from the wheel compartment, thanks to which the extraction of air from the bottom has been increased with a benefit of both vertical load and resistance.

The developments introduced on the underbody have been conceived with the aim of maximizing the performance of the entire vehicle floor thanks to a series of devices dedicated to the generation of localized vorticity. In the first place, the minimization of the height from the ground of the front floor made it possible to bring the suction peak closer to the road surface, exacerbating the operation of the devices that exploit the ground effect. Among these are the two pairs of arched profiles installed in front of the front wheels which exploit the relative incidence with respect to the flow to generate vortices which, interacting with the bottom and the front wheel, guarantee an increase in the vertical load and a reduction in resistance.

The remaining vortex generators have been further optimized and positioned to create a virtual sealing of the front bottom. The outermost one, installed at the edge of the frame, operates like a Formula 1 single-seater bargeboard : the vorticity introduced shields the bottom from the effect of the wake of the front wheel, reducing the contamination of the efficient flow processed by the central part of the bottom itself.

The most important development work from a downforce point of view concerned the rear spoiler. To correctly distribute the aerodynamic load between the front and rear, the opportunities created by the repositioning of the engine intake and the redesign of the headlight were fully exploited, which made it possible to extend the spoiler to embrace the entire width of the car. The surface of the spoiler has been extended as much as possible not only in the transverse direction but also towards the rear, a useful measure to increase the vertical load without penalizing the drag.

The most innovative solution, as well as a distinctive feature of the car, is installed on the rear floor: these are the bottom chimneys which, through a vertically developing duct, connect the underbody with two slits integrated in the fenders. Thanks to the natural aspiration generated by the accentuated curvature, they maximize the air flow in the ducts and create a fluid dynamic connection between the two flows that affect the upper and lower part of the car. The aerodynamic benefit is threefold: first of all, the reduction of the locking towards the bottom allows to improve the performancefront and shift the aerodynamic balance towards the front to the advantage of cornering. Secondly, the local acceleration of the flow due to the geometry of the inlets in the underbody generates a strong suction which improves the aerodynamic load at the rear. Finally, there is an improvement in the functioning of the rear spoiler which benefits from the extra flow guaranteed by the slits on the fenders.

To complete the aerodynamic development of the Daytona SP3, the expansion of the rear diffuser has been increased both vertically and transversally thanks to the installation of the tailpipes in a raised central position. In the central part, the space obtained was used to insert a solution similar to a double diffuser. This in fact realizes the expansion of the flow on two distinct levels and strongly characterizes the design of the rear, creating a central bridge that seems to float in volume. The concept exploits the high energy of the central part of the flow to effectively convey the air both inside and outside the central bridge.

The Daytona SP3 features a bubble windshield that extends the crystal to the removable roof. A nolder is integrated into the upper seal which directs the flow to the area above the occupants’ heads when the car is with the roof open. In the central part of the area behind the occupants’ heads, a lowering of the bodywork reduces the possibility of the wake returning to the central area of ​​the tunnel. The airflow at the rear of the windows is channeled from the rear panel behind the head restraint to an opening with a central recess protected by the windstop , so that it is vented to a separate area from the passenger compartment.

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FERRARI ICON

The ‘Icon’ segment of the Ferrari range was born in 2018 with the Ferrari Monza SP1 and SP2, cars inspired by the racing boats of the 1950s which, with their victories in the Sport Prototype championships, contributed to making the brand enter the legend of motorsport . This line celebrates Ferrari history based on a design inspired by the timeless style of the most representative cars of the Maranello company, but strongly reinterpreted in a contemporary key, as well as on the use of the most innovative materials and technologies available today.

The concept of inspiration from a historical period, the founding element of every ‘Icon’, does not want to be a mere re-proposition of past stylistic features, but rather the desire to distill the essence of an era using it as a starting point to create new concepts, having the potential to become iconic for future generations themselves. The ‘Icona’ are characterized by exclusive solutions, different from those used in the rest of the range, and are intended only for the best Ferrari customers and collectors, proud ambassadors of the brand with the Prancing Horse.

7 YEARS OF MAINTENANCE

The unrivaled quality standards achieved and the great attention to the customer are the basis of Ferrari’s seven-year extended assistance program, also offered on the Daytona SP3. This program, valid for the entire range, provides for coverage of all routine maintenance for the first 7 years of the car’s life. The routine maintenance plan represents an exclusive service for customers, who will be sure to maintain the level of performance and safety of their car over the years. This special service is also reserved for those who buy a Ferrari that is not first registered.

The main advantages of the Genuine Maintenance program include scheduled checks (at intervals of 20,000 km or once a year with no mileage limits), original spare parts and accurate inspections using the most modern diagnostic tools by qualified personnel trained directly at the Ferrari Training Center in Maranello. The service is available in all markets and concerns all points of sale of the official network.

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2022 Ferrari Daytona SP3 Rear View 3/4

Thanks to the Genuine Maintenance program, the wide range of after-sales services offered by Ferrari is further expanded to satisfy customers who wish to keep the performance and excellence that distinguish the cars manufactured in Maranello unchanged over time.

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