Scarperia and San Piero, November 20, 2021 – February 6, 1967, Ferrari won the top three in the first round of the 24 Hours of Daytona in the international world sports that year. It was one of the most spectacular feats in its entire history, the Auto Championship. The three cars surpassed the checkered flag in the legendary side-by-side race at Ford’s home ground-the first was 330 P3/4, the second was 330 P4, and the third was 412 P-representing the pinnacle of development, Ferrari 330 P3, Chief Engineer Mauro Forghieri has made significant improvements in each of the three basic principles of racing: engine, chassis and aerodynamics. The 330 P3/4 perfectly embodies the spirit of the sports prototypes of the 1960s. This decade is now considered the golden age of closed racing, and it is also an enduring reference point for generations of engineers and designers.
The name of the new Icona is reminiscent of the legendary 1-2-3 finish and pays tribute to the Ferrari sports prototypes that helped the brand win its unparalleled status in motorsports. The Daytona SP3 was displayed today at the Mugello circuit during the Ferrari Finali Mondiali in 2021. It is a limited edition that joins the Icona series, which debuted in 2018 with Ferrari Monza SP1 and SP2.
The design of Daytona SP3 is a harmonious interaction of contrasts, sublime sculptural sense, alternating sexy surfaces and sharper lines, revealing the increasing importance of aerodynamics in the design of racing cars such as 330 P4, 350 Can-Am and 512 S sex. The bold choice of the "Targa" body with a detachable hardtop was also inspired by the world of sports prototypes: Therefore, the Daytona SP3 not only provides exhilarating driving pleasure, but also provides usable performance.
From a technical point of view, Daytona SP3 was inspired by the complex engineering solutions already used in racing cars in the 1960s: today, as at the time, the highest performance is achieved through efforts in the three basic areas mentioned above.
The Daytona SP3 is equipped with a naturally aspirated V12 engine, which is installed in the middle and rear in a typical racing style. There is no doubt that this powerplant is the most iconic of all Maranello engines, providing 840 cv (making it the most powerful engine in Ferrari’s history), 697 Nm of torque and a maximum speed of 9500 rpm .
The chassis is made entirely of composite materials, using Formula One technology, which has never appeared in road cars since Maranello's last super sports car, LaFerrari. The seat is an integral part of the chassis to reduce weight and ensure that the driver’s driving position is similar to that of a racing car.
Finally, just like the car that inspired it, aerodynamic research and design focuses on purely using passive aerodynamic solutions to achieve maximum efficiency. Thanks to unprecedented features, such as a chimney that draws low-pressure air from the underside of the car, the Daytona SP3 is the most aerodynamically efficient car ever built by Ferrari, without the need for active aerodynamic equipment. Thanks to the ingenious integration of these technological innovations, the car can accelerate from zero to 100 km/h in 2.85 seconds, and from zero to 200 km/h in 7.4 seconds: exciting performance, extreme settings and intoxicating The V12 soundtrack delivers totally unparalleled driving pleasure.
Although inspired by the style language of racing cars in the 1960s, the appearance of the Daytona SP3 is very new and modern. Its sculptural power extols and interprets the perceptual volume of the movement prototype into a completely modern effect. Undoubtedly, such an ambitious design requires a strategy carefully planned and executed by Chief Design Officer Flavio Manzoni and his modeling center team.
From the back of the wrap-around windshield, the cabin of the Daytona SP3 looks like a dome, embedded in a sexy sculpture, with boldly curved wings on both sides. The overall volume emphasizes the overall balance of the car, and these volumes strongly reflect the best performance of Italian body manufacturing technology. The fluidity of its quality and the sharper surface blend effortlessly to create an effortless sense of aesthetic balance, which has always been a hallmark of Maranello's design history.
The clean double crown front wing is a tribute to the sculptural elegance of Ferrari's past sports prototypes such as the 512 S, 712 Can-Am and 312 P. The shape of the wheel arches effectively implies the geometry of the side wings. At the front, they are structural, establishing a strong connection between the wheel and the well by not fully following the circular contour of the tire. The rear wing protrudes from the waist like an elf, forming powerful rear muscles, encircling the front of the wheel, and then gradually tapering towards the tail, adding a strong vitality to the three-quarters of the field of vision.
Another key element is the butterfly door, which integrates an air box to guide the air to the side-mounted radiator; the resulting sculptural form gives the door a distinct shoulder, which accommodates the air intake, and is visually opposed to the block. The vertical cut of the windshield is linked. The visible surface of the door, the front edge of which forms the rear of the front wheel housing, also helps to manage the airflow from the front wheels. This surface treatment is also reminiscent of car surface treatments, such as 512 S, which partially inspired the style code of Daytona SP3.
The rearview mirror has been moved to the front of the door to the top of the wing, again reminiscent of the sports prototypes of the 1960s. This position was chosen to provide a better view and reduce the influence of the rearview mirror on the airflow entering the door intake. The shape of the mirror cover and rod was refined by a dedicated CFD simulation to ensure uninterrupted flow into the air inlet.
In other words, the three-quarter rear view of the car is more important because it fully demonstrates the original shape of the Daytona SP3. The door is a sculpted volume, producing a distinct dihedral form. Together with the powerful muscles of the rear wing, it creates a new look for the waist. The role of the door is to extend the surface of the front wheel cover and balance the majestic rear, visually changing the volume of the side wings and giving the car a more forward-looking appearance of the cab. The location of the side radiators allows this architecture to adapt to sports cars.
The front of the Daytona SP3 is dominated by two imposing wings, which have outer and inner crowns: the latter dives into two vents in the hood to make the wings appear wider. The relationship between the perceived quality produced by the exterior roof and the aerodynamic effects of the interior roof emphasizes the way in which styling and technology are inextricably linked in this car. The front bumper has a wide central grille, composed of two pillars and a series of stacked horizontal blades, formed by the outer edge of the bumper. The characteristic of the headlight assembly is that the upper movable panel is reminiscent of the pop-up headlights of early supercars. This is a cherished theme in Ferrari tradition, giving the car an aggressive and minimalist appearance. Two bumpers, referring to the aeroflicks on the 330 P4 and other sports prototypes, emerge from the outer edge of the headlights, adding further expressiveness to the front of the car.
The rear body emphasizes the powerful appearance of the wings by repeating the double crown theme and increasing its three-dimensional volume with aerodynamic vents. The compact tapered cockpit is combined with the wings to form a powerful tail, and the central spine element is inspired by the 330 P4. The naturally aspirated V12 engine is the living heart of the new Ferrari Icona, and it shines at the end of this backbone.
A series of horizontal blades complete the rear, creating a light, radical, and structured overall volume impression, giving the Daytona SP3 a futuristic appearance and paying homage to the Ferrari DNA logo. The taillight assembly consists of a horizontal light-emitting strip under the spoiler and is integrated into the first row of blades. The dual exhaust pipe is located in the center of the upper part of the diffuser, which increases its aggressiveness and completes the design of visually widening the car.
Even the cockpit of the Daytona SP3 draws inspiration from historic Ferrari models such as 330 P3/4, 312 P and 350 Can-Am. Starting from the idea of a high-performance chassis, the designer meticulously created an exquisite space that provides the comfort and sophistication of a modern Grand Tourer, while keeping the styling language very simple. It retains the ideas behind certain styling specifications: for example, the dashboard is simple and practical, but completely modern. The typical upholstered cushion is directly connected to the chassis of the sports prototype car, and has been transformed into a modern seat integrated into the body, forming a seamless texture continuity with the surrounding decoration.
Several external elements, including the windshield, have a positive impact on the internal architecture. Viewed from the side, the cutout of the windshield roof beam forms a vertical plane that divides the cockpit in two and separates the functional area of the instrument panel from the seat. This architecture cleverly achieves the arduous feat that is both very sporty and very elegant.
The interior of the Daytona SP3 aims to provide a comfortable driving environment for the driver and passengers by drawing on the typical cues of racing cars. The main idea is to visually widen the cabin by creating a clear gap between the dashboard area and the two seats. In fact, the latter are part of the seamless texture continuity, and their decoration extends all the way to the door, reproducing the elegant functions typical of sports prototypes. When the door is opened, the same decorative extension can also be seen in the door sill area.
The dashboard follows the same philosophy: here the structure of the Daytona SP3 means that the decoration extends all the way to the quarter light, embracing the entire area connected to the windshield. The slender, taut instrument panel seems almost floating in the interior decoration. Its styling theme is developed on two levels: the upper-trimmed shell has a clean, sculptural appearance, separated from the lower shell by clear texture and functional boundaries. All HMI touch controls are concentrated below this line.
The seats are integrated into the chassis, so they have the ergonomic wraparound design typical of high-performance cars, but they also have the fine details that make them unique. The texture connection between the seats and the extension of the theme to the adjacent trim areas and some volume effects are possible because they are fixed, and the driver's adjustments are taken care of by the adjustable pedal box. The clear separation between the technical and occupant areas of the cockpit also allows the seat volume to extend all the way to the floor. Even the headrests refer to their competitors, but in the latter, they are integrated into the one-piece seat, while in the Daytona SP3, they are independent. The fixed seat and adjustable pedal box structure means they can be fixed to the rear fascia, which also helps to reduce the weight of the cockpit visually.
The door panel design also helps to visually widen the cockpit. Some trim areas have been added to the carbon fiber panel: a leather pad on the shoulder-height door panel strengthens the connection with the sports prototype and further highlights the surround effect. However, looking down, the surface feels like an extension of the seat itself. The channel is provided with an iconic blade under the connecting trim between the seats, the functional element of which is located at its end. At its front is the shift gate reintroduced into the range of the SF90 Stradale. Here, however, it is elevated and feels almost suspended in the volume around it. The structure ends with a carbon fiber central pillar, which seems to support the entire dashboard.
In order to make the Daytona SP3 the most exciting V12 on the market, Ferrari chose the 812 Competizione engine as the starting point, but relocated it in the middle and rear positions to optimize the intake and exhaust layout and fluid power efficiency. The result is that the F140HC engine is the most powerful internal combustion engine in Ferrari's history, providing a huge power of 840 cv, with the exhilarating power and sound of a typical Prancing Horse V12.
The engine has a 65° V shape between its cylinder banks and retains the 6.5-liter displacement of its predecessor F140HB. The engine is carried by the 812 Competizione and inherited its upgrades. Thanks to its amazing soundtrack—obtained through targeted work on the intake and exhaust lines—and the now faster and more satisfying 7-speed gearbox, all developments have improved the performance of the power system, Categories set new benchmarks more than ever, thanks to the development of specific strategies.
The maximum speed of 9,500 rpm and the torque curve that quickly rises to the maximum speed give the driver and passengers a feeling of unlimited power and acceleration. Through the use of a titanium connecting rod that is 40% lighter than steel and the use of different materials for the piston, special attention has been paid to reducing the weight and inertia of the engine. The new piston pin adopts diamond-like carbon treatment (DLC), which can reduce the friction coefficient to improve performance and fuel consumption. The crankshaft has been rebalanced and is now 3% lighter.
The valve opens and closes by sliding the finger follower, derived from F1, designed to reduce mass and utilize higher performance valve contours. Sliding finger followers also have DLC coating, and their function is to use hydraulic tappets as the fulcrum of its movement to transmit the action of the cam (also with DLC coating) to the valve.
The intake system has been completely redesigned: Manifolds and booster chambers are now more compact to reduce the overall length of the intake duct and provide power at high speeds, while the variable geometry intake duct system optimizes torque at all engine speeds Curve. The system allows the length of the intake port assembly to be continuously changed to adapt it to the engine ignition interval to maximize the dynamic charge in the cylinder. The special hydraulic system controls the actuator and is controlled by the ECU in a closed loop to adjust the length and position of the intake port according to the engine load.
Combined with the optimized cam profile, the variable valve timing system creates an unprecedented high pressure peak system that requires power at high speeds without sacrificing any torque at low and medium speeds. The result is a sensation of continuous, rapid acceleration, which ultimately produces amazing power at maximum speed.
The management strategy of the gasoline direct injection system (GDI 350 bar) has been further developed: it now includes two gasoline pumps, four fuel rails with pressure sensors, and provides feedback for the closed-loop pressure control system and electronic injectors. Compared with the 812 Superfast, calibrating the timing and amount of fuel injected during each injection, in addition to increasing the injection pressure, can also reduce pollutant emissions and particle formation by 30% (WLTC cycle).
The ignition system is continuously monitored by the ECU (ION 3.1). The ECU (ION 3.1) has an ion induction system that can measure the ionization current to control the ignition timing. It also has single-spark and multi-spark functions, suitable for multiple ignitions of air-fuel mixtures to achieve smooth and clean power transmission. The ECU also controls the combustion in the combustion chamber to ensure that the engine always works under the highest thermodynamic efficiency conditions, thanks to a complex strategy for identifying the octane number of the fuel in the fuel tank.
Developed a new variable displacement oil pump that can continuously control oil pressure over the entire working range of the engine. The solenoid valve controlled by the engine ECU in a closed loop is used to control the displacement of the pump in terms of flow and pressure, and only provides the amount of oil required to ensure the operation and reliability of the engine at each point of its operation. It is important to To reduce friction and improve mechanical performance, engine oil with a lower viscosity than the previous V12 is used, and the entire scavenging pipeline has become more permeable to improve efficiency.
To ensure that the Daytona SP3 drivers are exactly the same as their cars, its engineering design draws heavily on the ergonomic expertise developed by Maranello in Formula One. The fact that the seats are integrated in the chassis means that the driving position is higher than in other Ferraris in the series. In fact, the location is very similar to the single-seater. This helps reduce weight and keep the height of the car at 1142 mm, thereby reducing drag. The adjustable pedal box means that every driver can find the most comfortable position.
The steering wheel of the Daytona SP3 uses the same human-machine interface (HMI) as the SF90 Stradale, Ferrari Roma, SF90 Spider and 296 GTB, continuing the Ferrari concept of "hands on the steering wheel, eyes on the road". Touch control means that the driver can control 80% of the functions of the Daytona SP3 without moving both hands, and the 16-inch curved high-definition screen can instantly transmit all driving-related information.
The chassis and body shell of the Daytona SP3 are made entirely of composite materials. This technology is directly derived from Formula One racing and provides excellent weight and structural stiffness/weight ratio. In order to minimize the weight of the car, lower the center of gravity and ensure a compact structure, multiple components such as the seat structure are integrated into the chassis.
Aero-composite materials were used, including T800 carbon fiber for bathtubs, which were laid by hand to ensure the correct number of fibers in each area. T1000 carbon fiber is used for doors and thresholds and is essential for cockpit protection, as its characteristics make it ideal for side collisions. Due to the resistance properties of Kevlar®, it is also used in the areas most vulnerable to shocks. The autoclave curing technology reflects the curing technology of formula 1, which is carried out in two stages at 130°C and 150°C. The components are packaged in a vacuum bag to eliminate any lamination defects.
Pirelli has developed a specific tire for Daytona SP3: the new P Zero Corsa is optimized for wet and dry performance, with special attention to the car's stability in low-grip situations. The new Icona is also equipped with the latest version of Ferrari SSC-6.1-for the first time equipped with a mid-rear engine V12, including FDE (Ferrari Dynamic Enhancer) to improve cornering performance. The lateral dynamic control system acts on the brake pressure on the calipers to control the yaw angle of the car in extreme driving, and can be activated in Manettino's "Race" and "CT-Off" modes.
The use of a mid-to-rear structure and a composite chassis also optimizes the weight distribution between the axles, concentrating the mass around the center of gravity. These options, combined with the work done on the engine, provide record-breaking weight/power ratios and acceleration data of 0-100 km/h and 0-200 km/h.
The goal of Daytona SP3 is to introduce aerodynamic solutions to make it a Ferrari with the highest level of passive air efficiency. This requires great attention to detail when designing heat dissipation quality to achieve efficient heat dissipation. Therefore, hot air management is essential to define a layout that integrates as much as possible with the overall aerodynamic concept.
The increase in the power output of the F140HC engine means a corresponding increase in the thermal power that must be dissipated, thereby increasing the radiation quality of the coolant. Considering the aerodynamic solutions required at the front end means that first of all, we must focus on the development of cooling efficiency. Therefore, the detailed work went into the design of the fan housing, the openings on the underside of the vehicle body for exhausting hot air, and the intake ducts, all of which were optimized to avoid increasing the size of the front radiator.
A lot of research has been done on the design of the side wing, which benefits from the radiant mass layout of the gearbox and engine oil and moves it to the center of the car. This solution paved the way for the integration of the side channels into the door, allowing the air intake pipe of the radiator to move forward in the chassis. Therefore, the front wing creates an ideal part for the intake duct and captures fresh air, which is also very effective in cooling the radiator.
The engine cover demonstrates the high degree of integration of aerodynamic functions in the design. It has a central pillar structure that can introduce fresh air into the engine's air intake and provide an outlet to exhaust hot air from the engine compartment. The engine air intake is located on the basis of the backbone design to shorten the distance to the air filter and minimize losses. Because of their interaction with the vents located between the rear bumper blades, the longitudinal grooves that separate the spine part from the integrated rear body can dissipate engine heat and capture fresh air.
The layout adopted for thermal management creates areas that the aerodynamic team can use, thereby maximizing overall efficiency. This is achieved by focusing on perfecting the integration between volume and surface and by introducing a new underbody concept that works in synergy with the upper body, without the need for active aerodynamic solutions.
The front of the Daytona SP3 is an amazingly harmonious fusion of form and function. On both sides of the central radiator grille are the brake ducts and the air intakes of the passages. These passages exhaust air through the outlets on both sides of the hood, forming a duct that helps to generate front downforce. Below the headlights are two pneumatic flicks to increase downforce. The vertically stacked winglets in the corners of the bumper guide the airflow into the wheel arches, reduce drag by re-adjusting the airflow along the side wings, and include the turbulence generated by the wheel wake.
The blown geometry of the front bumper is not the only element that manages the flow of the flanks to reduce drag. The spoke profile of the wheel also contributes, as does the vertical design of the sides themselves. The former increases the air drawn from the wheel well and realigns the wake with the airflow along the side wings. The latter's sufficient surface area acts as a barge plate, bringing the wake of the front wheel closer to the surface and reducing the lateral size of the wake, thereby reducing drag. The barge design also hides a real air channel from the front wheel well, ventilating before the rear wheels. This solution helps to obtain more floor performance from both downforce and resistance.
The development of the bottom is aimed at improving the performance of the entire floor, introducing a series of equipment dedicated to generating local vortex. Importantly, lowering the height of the underbody means moving the peak suction force closer to the road, thereby increasing the efficiency of equipment that uses ground effects. The two pairs of curved profiles in front of the front wheels use their relative angles to the airflow to generate strong and stable vortices, which interact with the underbody and the front wheels to generate downforce and reduce drag.
Other vortex generators have been optimized and positioned to virtually seal the front underbody. The outer vortex generator is installed on the inner wheel arch hole on the edge of the chassis, and has the same effect as the Formula 1 barge plate: the generated vortex protects the underbody from the wake of the front wheel, thereby reducing interference with the central part of the floor. More effective flow.
The most important development area for downforce is the rear spoiler. In order to properly balance the front and rear downforce, engineers took full advantage of the opportunities created by the repositioned engine air intake and the new rear light design. These two solutions mean that the spoiler can be extended to occupy the entire width of the car. Not only does its surface increase in width, but the lip is also lengthened back, which helps increase downforce without reducing drag.
The most innovative solution, as well as a defining feature of the car, can be found in the rear of the bottom: the floor chimney is connected by vertical ducts to the two integrated shutters on the rear wing. The natural suction generated by the bending of the wing maximizes the airflow through the duct and establishes a hydrodynamic connection between the airflow in the underbody and the upper body. This feature brings three direct benefits: First, it reduces underbody blockage by increasing the airflow under the front underbody, increasing downforce and moving forward air balance to improve cornering. Second, the increase in local flow acceleration generated by the geometry of the air intake on the floor creates a very strong suction force, which increases the back pressure. Finally, the rear spoiler also benefits from the additional airflow from the rear wing shutters.
Due to the installation of the exhaust pipe in a higher central position, the final development area is to increase the expansion volume of the diffuser in the vertical and horizontal planes. Therefore, the concentrated free space can be dedicated to a solution similar to a double diffuser. In fact, the diffuser allows the airflow to expand on two different levels and gives a strong connotation to the rear, creating a bridge shape that seems to float in the tail volume. The concept utilizes the high energy from the central area of the flow to effectively guide the air inside and outside the central "bridge" structure. This means that the flow through the outside of the central channel will provide energy to the internal channel, thereby increasing the efficiency of the entire diffuser.
The Daytona SP3 has a wrap-around windshield in which the glass extends to the beginning of the removable hardtop. When driving without a hardtop, a NORD is integrated into its upper seal to accurately guide the flow through the top beam. The middle of the anti-roll hoops area will sink to follow the shape of the rear body support and the hood, thereby minimizing the possibility of the tail flow deflecting to the rear roof beam back to the area between the seats. The air flow behind the side windows is guided by the rear fascia behind the headrest to the central groove protected by the wind deflector for ventilation outside the cockpit.
The Ferrari Icona series was launched in 2018 with Ferrari Monza SP1 and SP2. It was inspired by the barchettas of the 1950s and helped the brand win a legendary status in motorsports and won a series of prestigious victories. The Icona series celebrates the history of Ferrari by reinterpreting the timeless styling of the brand's most iconic cars by using today's most innovative materials and technologies to achieve a thoroughly modern effect.
The idea of drawing inspiration from a specific period in history is at the core of Icona's concept. It is more than just reusing cues from the past. On the contrary, its purpose is to extract the essence of an era and use it as a springboard to create new concepts that are unique enough to become a symbol of future generations. Icona cars have unique solutions that are not available in other series, and are specifically aimed at Ferrari's top customers and collectors, as well as the proud ambassador of the Prancing Horse brand.
Ferrari's unparalleled quality standards and growing focus on customer service are the basis for the extended seven-year maintenance program provided by Daytona SP3. The latter applies to the entire series, covering all regular maintenance for the first seven years of the car's life cycle. This scheduled maintenance program for Ferrari is an exclusive service that allows customers to be confident that their car has maintained its peak performance and safety for many years. This very special service also applies to owners of second-hand Ferraris.
The main advantages of the Genuine Maintenance program are regular regular maintenance (every 20,000 kilometers or once a year, no mileage limit), original spare parts and the use of the most advanced diagnostic technology by employees directly trained at the Ferrari Training Center in Maranello Careful inspection tools. This service is available in all markets around the world and all dealers on the official dealer network.
The original factory maintenance program further expands the wide range of after-sales services provided by Ferrari to meet the needs of customers who want to maintain the iconic performance and excellence of all Maranello cars.
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