Μήτσο δες και τα βίντεο στο λινκ του Στέφανου.

Είναι μεγάλο κομπλιμέντο πάντως ότι την παρομοιάζουν με 458 big brother. Πρέπει να είναι απίστευτα δύσκολο να φτιάξεις κάτι τόσο δυνατό που να είναι τόσο agile και φιλικό όσο μια 458. Πολύ σωστή επιλογή από μεριάς Ferrari. Αν πρόσεχαν και λίιιγο περισσότερο το εσωτερικό (τύπου Koeninigseggenawo όχι Pagani) να μην είναι σαν την καλύβα του μπαρμπα Θωμά θα είχαν φτιάξει ότι κοντινότερο στο τέλειο.

Καλά, το βίντεο με τα αεροδυναμικά βοηθήματα σε δράση είναι εγγυημένο να σε κάνει να χαμογελάσεις!

Το βίντεο του autocar είναι ακριβώς αυτό που έλεγα πριν λίγο καιρό ότι θέλουμε και με την LaFerrari!

Ο χρήστης REALZEUS έγραψε:
Μήτσο δες και τα βίντεο στο λινκ του Στέφανου.

τα ειδα ολα!!!!!

ο ηχος του και η αποκριση πρεπει να ειναι απο αλλο πλανητη...
δεν το πιανει η P1 εκει....

Ο χρήστης stefan147 έγραψε:
Είναι μεγάλο κομπλιμέντο πάντως ότι την παρομοιάζουν με 458 big brother. Πρέπει να είναι απίστευτα δύσκολο να φτιάξεις κάτι τόσο δυνατό που να είναι τόσο agile και φιλικό όσο μια 458. Πολύ σωστή επιλογή από μεριάς Ferrari. Αν πρόσεχαν και λίιιγο περισσότερο το εσωτερικό (τύπου Koeninigseggenawo όχι Pagani) να μην είναι σαν την καλύβα του μπαρμπα Θωμά θα είχαν φτιάξει ότι κοντινότερο στο τέλειο.

Γιατί τι έχει το εσωτερικό; Λιτό και απέριττο όπως αρμόζει σε τέτοια κατασκευή. Προσωπικά δεν θα έβαζα ούτε το στέρεο, ούτε το GPS (no cost delete options). Άχρηστα είναι εξάλλου...

Καλά, το stereo πες ότι δεν θα ακούγεται, το GPS όμως γιατί είναι άχρηστο; Να θέλεις να πας σε μπαράκι στο Μπουρνάζι και να έχεις μπλέξει στα στενά; Ή έστω στην Καλιφόρνια και να χρειάζεται να σταματάς και να ρωτάς τα κορίτσια που κάνουν roller blades στην παραλιακή;

Ο χρήστης Χρήστος Λάππας έγραψε:
Καλά, το stereo πες ότι δεν θα ακούγεται, το GPS όμως γιατί είναι άχρηστο; Να θέλεις να πας σε μπαράκι στο Μπουρνάζι και να έχεις μπλέξει στα στενά; Ή έστω στην Καλιφόρνια και να χρειάζεται να σταματάς και να ρωτάς τα κορίτσια που κάνουν roller blades στην παραλιακή;

δεν εχεις αναγκη να πας σε μπαρακι....το παρτυ ειναι σπιτι σου....

Όπως τα λέει ο Δημήτρης. Είσαι σαν τον Τσάκ Νόρρις. Δεν πας εσύ σε μπαράκι, το μπαράκι έρχεται σε σένα.

What is it?

It's the one we've waited a long, long time for. Ferrari's successor to the Enzo, its ultimate distillation of speed, its magnum opus. LaFerrari.

Easy to get your hands on, then?

Not so much. With a price tag of over £1m apiece, all 499 LaFerraris were sold before the car was first unveiled at the Geneva Motorshow last year. This despite the fact that to simply be considered LaFerrari ownership material, you needed (a) at least five Ferraris in your collection and (b) a first-name-terms relationship with Ferrari Chairman Luca Di Montezemolo, who personally approved all 499 owners. And thankfully let us have a shot, too.

So how does it work?

Ferrari heralds its creation as a rolling showcase of the limits of road-going possibility. Having sat through a three-hour technical presentation in which Ferrari's finest engineers attempted to explain degree-level theorems involving complex maths, physics, chemistry, aerodynamics and materials science, Top Gear has to agree with this assessment.

So here's the shorthand version. At LaFerrari's heart lies a 6.3-litre V12, which fires 789bhp through a seven-speed dual clutch gearbox to the rear wheels. And what an engine: arguably the greatest V12 in Maranello history, a twelve-cylinder heart that revs to a staggering 9250rpm redline.

In any normal game of supercar Top Trumps, 789bhp would be sufficient for victory, but in the hypercar stratosphere defined by the P1 and 918, that's merely the down-payment. Pinching tech from its F1 outfit, Ferrari has added a Hy-Kers hybrid system to the V12, not just to improve its green credentials but to make an already ballistically fast car even faster.

Tell me about the electric bits.

The Hy-Kers system provides an additional 161bhp - or very nearly a Fiesta ST's worth - of instant power through the electric motor mounted to the back of the gearbox. Unlike the 918 and P1, you cannot plug LaFerrari into a wall, nor cruise silently in all-electric mode - the e-motor is there to add punch to the petrol engine, not replace it.

Read Clarkson's verdict on the McLaren P1

And what punch it adds. The Hy-Kers fills out the bottom end of the torque curve of the viciously high-spinning V12, meaning an utterly constant, stupefying surge of power from anywhere in the rev range to literally anywhere else.

Stats? With a total combined output of 950bhp, LaFerrari will get from 0-62mph in 2.9 seconds, hit 124mph four seconds later, and top out ‘in excess' of 218 miles an hour.

OK, got it. It's very exclusive, very complicated and very powerful. But what's it actually like?

As you open the front hinged swan doors and drop into a cockpit decked wall-to-wall in carbon fibre and leather, the first thing you notice is the seat adjustment. Or, rather, the lack of it.

The seat forms an integral part of the LaFerrari's tub, so each owner will have their own set of seat pads tailored for them before delivery. To get comfy, you pull a lever below your right thigh to release the pedal box and adjust the pedals to the perfect distance, race car style. Shut the door with a hefty thud, adjust the steering wheel, insert the key - yes, it still has one of those -and watch the TFT screens blink into life. Thumb the ‘Engine Start' button. Instantly, the V12 soul of LaFerrari barks into life, a sound that talks of pedigree, potential, and power. This is it.

Truth is, even if you're lucky enough to have driven supercars before, nothing quite prepares you for a moment like this. Emotions? Excitement, no question. Privilege, too. But mostly fear. Quite a lot of fear.

So it's scary to drive, then?

No. Strangely, it doesn't take many minutes on the road before the fear melts away. Supercar rules dictate that size matters, so you expect it to be vast, but LaFerrari despite its complex drivetrain is actually 40mm narrower than the Enzo. Which is a good thing, given we're trying to explore the ultimate Ferrari's road car potential on a narrow ribbon of rutted, hairpin-riddled Italian B-road.

But rather than a hair-raising, sweary sweat-fest, the LaFerrari is surprisingly... easy. The seating position, visibility and scale of the car allow you to place it neatly on the road - an unusual sensation in any hypercar. The steering serves up high-definition feedback without ever turning hyperactive, while there's a suppleness to the suspension that allows the LaFerrari to slip over the worst the broken Italian highway can throw at it.

And when you put your foot down?

Forget all you know about fast: this is a whole new stratosphere of performance, a relentless accumulation of speed accompanied by the greatest automotive soundtrack in the world. You don't so much accelerate in LaFerrari as warp scenery. As the V12 screams its way to the 9250rpm redline, the Italian countryside is hauled back and fired out of the rearview mirror.

Read our in-depth Porsche 918 review

As the LaFerrari pours down this tight and broken strand of tarmac, there's a hypnotic violence to proceedings: second, third, fourth, brake hard, down two gears, dual clutch box firing ratios faster than you can process, accelerate, third, fourth, repeat...

It's violent, visceral, synapse snapping, and utterly, utterly addictive.

Does the hybrid-stuff work?

Seamlessly. Some worried that the integration of hybrid technology would blunt the Ferrari experience, but the Hy-Kers system dovetails immaculately into the drivetrain, simply adding yet more sharpness to the big V12. It's so seamless that you're unaware of the e-motor even doing its thing, your senses overloaded by your right foot's connection to what feels like the most instantly responsive V12 in history.

And what about on track?

Again, not half so scary as you might expect. Yes, the LaFerrari will do sideways if you've got the talent - not to mention a wallet big enough to cover the repair bill should things go wrong - but keep it pointing forwards and you'll discover a massively fast, surprisingly accessible track car. Within just a couple of laps, it's clear LaFerrari has a depth of ability you would never grow tired of discovering, encouraging you to push ever faster and exploit its genius to the very limit.

So it's a bit good, then?

More than a bit good. LaFerrari is an intoxicating blend of earth-shattering performance and confidence-inspiring technology.

A 950bhp hypercar shouldn't be easy to drive, but this one is. That's the genius of LaFerrari, which takes the concept of driver aids that heighten rather than blunt the experience and propels it into a new dimension, which grafts F1 tech to a vast, traditional V12 to showcase the very best of Maranello old and new.

Put it this way. Christening this car ‘The Ferrari' was a high level gamble that could have backfired horribly. But really, the LaFerrari is just that. The Ferrari.

Issues?

Just one. So exhilarating, so extreme is the LaFerrari that it feels more an end rather than a beginning. With legislation strangling the upper reaches of the automotive performance envelope, are we living in the final, ultimate age of hypercars? Where can fast possibly go from here?

http://www.topgear.com/uk/car-news/ferr ... 2014-04-29

στον δρομο αρχιζω να πιστευω ειναι πιο εντυπωσιακη παρουσια απο την Ρ1...
μπορει Αλεξανδρε να πετυχω καμμια μεχρι την Κυριακη....

Καλά θα κάνεις να έχεις μαζί σου ολόκληρο τηλεοπτικό συνεργείο Δημήτρη...

Τι ηχος ειναι αυτος ρε φιλε...

φιλαρμονικη....

LaFerrari vs McLaren P1 vs Porsche 918 Spyder

Autocar's Steve Sutcliffe is one of the fortunate few to have now driven all three of the latest hypercars – so which one does he think is king of the hill?

29 April 2014 11:02pm

Three very different hypercars, all unleashed upon the world at broadly the same time, with spookily similar levels of potential to amaze and entertain their lucky owners.

Never before has the uber-wealthy car enthusiast been so well catered for, and perhaps the most extraordinary thing about the latest chapter in the history of the hypercar is that most of them are already sold out.

The rarest will be the McLaren P1, with just 375 being made, then LaFerrari on 499, with Porsche hoping to find homes for 918 918 Spyders. All the P1s and LaFerraris are already sold while Porsche’s order books are “continuing to fill” we’re told.

Having been one of the very fortunate few to drive all three, albeit on separate occasions and in different circumstances, here are some initial thoughts about how they compare.

The Ferrari feels quickest in a straight line, just, followed closely by the P1 with the 918 being merely incredible back in third place. But the P1 feels torquier and therefore more explosive in the mid range than the Ferrari. Which is ridiculous considering how ballistic the LaFerrari feels between 5000rpm and its ear-splitting 9250rpm rev limiter.

But having driven it rather more extensively back in the UK just a couple of days after driving the LaFerrari (see the vid and read the story next week) I’m fairly certain that the P1 has an extra sense of surging madness to its acceleration between 4000-8500rpm that the more linear Ferrari doesn’t quite replicate.

The Porsche also feels more linear than the P1, less on-off if you will, and that’s basically the difference between the P1 having a smaller capacity twin-turbo engine whereas the others are normally aspirated and bigger in capacity.

Except it isn’t anything like as simple as that, because all three are, of course, aided in their propulsion by electric motors. And in the 918’s case there is four wheel-drive to improve the traction and trim any unwanted mid corner understeer as well.

What separates them mostly obviously here, though, is the way they harness and redeliver their electric power. In the 918 and P1 you quite quickly run out of e-puff if you drive them hard for sustained periods, and the only real way to get it back is to slow down a bit until the batteries can regenerate, mainly via the engine in the P1 (on a small throttle opening in a high gear) or via the brakes in the 918.

In the Ferrari, however, you harvest power all the time, and there is no 'e-mode' as such. As a result, you have access to the full 950bhp all of the time, which effectively means you have another couple of hundred horsepower to play for much of the time.

All three have massively powerful brakes, but those of the P1 and LaFerrari definitely have more feel than the 918’s, especially at low speed. The Porsche feels heavier on its feet than the others generally, and from memory it understeers a touch more when you push it hard, again almost certainly the result of it weighing a good 200kg more than the P1 and around 250kg more than LaFerrari.

The Ferrari also makes the best noise – by far. Its V12 engine sings whereas the 918’s 4.6-litre V8 snarls and the P1’s twin turbo 3.8-litre V8 screams and whistles and fizzes. They each sound completely fascinating in their own individual way, however, so choosing the best noise – much like choosing the best handling set-up, the best steering and even the best car – is always going to be subjective ultimately.

Having said that, the P1 definitely feels stiffer and generates less roll than the LaFerrari, even in its most comfortable setting – but it also feels more refined somehow than the 918, which has the noisiest drive-train of the three.

All three have dual clutch auto gearboxes that work brilliantly, the P1’s being the smoothest during low effort, low speed shifts, the 918’s being the most violent during full bore shifts.

One day soon we sincerely hope we will put all three of these cars on the same piece of road, at the same time, and come up with The Answer.

But until then it would be naïve and just wrong, frankly, to do anything more but speculate – and celebrate three of the craziest cars there have ever been. So, until then...

LaFerrari

Price €1.2m (approx 1.4€ million); 0-62mph Sub-3.0sec (claimed); Top speed “Above 217mph'; Economy na; CO2 333g/km; Kerb weight 1255kg (dry), 1345kg (approx) with fluids; Engine V12, 6262cc, petrol plus electric motors; Installation Mid, longitudinal, rear-wheel drive; Power 950bhp at 9000rpm; Torque 715lb ft at 6750rpm; Power to weight 707bhp/tonne (with fluids); Specific output 152bhp/litre; Compression ratio 13.5.0:1; Gearbox 7-speed paddle shift DCT; Length 4702mm; Width 1992mm; Height 1116mm; Wheelbase 2650mm; Fuel tank n/a; Range n/a; Boot n/a; Front suspension Double wishbones, coil springs, anti-roll bar, electronic adaptive dampers; Rear suspension double wishbones, coil springs, anti-roll bar, electronic adaptive dampers; Brakes 398/380mm, ventilated carbon ceramic discs, front and rear; Wheels 9.5jx19in (front), 13.0jx20in (rear); Tyres 265/30 ZR19 front, 345/30 ZR 20 rear, Pirelli P-Zero Corsa

McLaren P1

Price 1,052,503.65€; 0-62mph 2.8sec; Top speed 217mph (limited); Economy 34.0mpg (combined); CO2 194g/km; Kerb weight 1450kg; Engine V8, 3799cc, twin-turbo petrol, plus electric motors; Installation Mid, longitudinal, rear-wheel drive; Power 903bhp at 7500rpm; Torque 664lb ft at 4000rpm; Power to weight 623bhp per tonne; Specific output 237bhp per litre; Compression ratio na; Gearbox 7-spd dual-clutch automatic; Length 4590mm; Width 1946mm; Height 1170mm; Wheelbase 2670mm; Fuel tank 64 litres; Range 479 miles; Boot 120 litres; Front suspension Double wishbones, hydraulic springs, electronic adaptive dampers; Rear suspension Double wishbones, hydraulic springs, electronic adaptive dampers; Brakes 390mm carbon-ceramic discs (f), 380mm carbon-ceramic discs (r); Wheels 9Jx19in (f), 11.5Jx20in (r); Tyres 245/35 ZR19 (f), 315/30 ZR20 (r), Pirelli P Zero Corsa

Porsche 918 Spyder

Price 855,614.97€ (Weissach Pack edition); 0-62mph 2.5sec ; Top speed 215mph; Economy 94.1mpg (combined); CO2 70g/km; Kerb weight 1634kg; Engine layout V8, 4600cc, petrol, plus electric motors; Installation Mid, longitudinal, 4WD; Power 875bhp at 8500rpm; Torque 944lb ft at 4000rpm; Power to weight 535bhp per tonne; Specific output 190bhp per litre; Compression ratio na; Gearbox 7-spd dual-clutch automatic; Length 4643mm; Width 1940mm; Height 1167mm; Wheelbase 2730mm; Fuel tank 70 litres; Range na; Boot 110 litres; Front suspension Double wishbones, coil springs, electronic adaptive dampers, anti-roll bar; Rear suspension Multi-link, coil springs, electronic adaptive dampers, anti-roll bar; Brakes 410mm carbon-ceramic discs (f), 390mm carbon-ceramic discs (r); Wheels 9.5Jx20in (f), 12.5Jx21in (r); Tyres 265/35 ZR20 (f), 325/30 ZR21 (r), Michelin Pilot Cup 2

Πηγή: http://www.autocar.co.uk/car-news/new-c ... 918-spyder

το χειροτερο review σιγουρα παει στο evo μεχρι στιγμης..

Επιτέλους! Κι εγώ κάτι τέτοιο περίμενα να δω τόσο καιρό.

Ερώτηση:
Στο βίντεο του Autocar, μεταξύ 6:39 και 6:45, τι είναι αυτό που φαίνεται να κρέμεται από τη δεξιά μεριά;
Κάμερα που τραβάει τον τροχό; Κι αν ναι, γιατί είναι κόκκινη;

Το είδα κι εγώ αυτό στο βίντεο. Καμιά GoPro πρέπει να ναι.

Ωραιότατη και αρκετά compact φαίνεται στο video του autocar, οι φωτό ίσως την αδικούσαν. Έχει βέβαια
κάποιες λεπτομέρειες στη σχεδίαση που βγάζουν μια προχειρότητα και λίγο κιτς, όπως και η P1, σε σχεδίαση
συνεχίζω να προτιμώ την 918.

he LaFerrari's performance is even more absurd than its name
Intimidating, yet supremely useable. Oh, and obscenely quick.

By Chris Harris April 30, 2014 / Photos by Ferrari

VIEW 29 PHOTOS
The first thing any of us does with these hypercar things is look for the power figure. In the case of the LaFerrari, that figure is 950 hp. The next figure we snaffle out is, quite naturally, the weight, which, in this case, is around 2954 lbs, wet. Then we do the math. We always do the math: 643 hp per ton. Six hundred and forty-three. Boom.

Add in 715 lb-ft of torque and the LaFerrari's rear-wheel-drive setup, and the combined foreknowledge does little to quell the sense of intimidation you feel on a public highway—especially one of Maranello's narrow, lunatic-in-a-Fiat-strewn roads. And then you discover that the car's most admirable quality may be the ease with which it can be driven slowly. It won't grab headlines, and it won't help the 120-mph smoky drift for the video shoot, but if you're one of the 499 chosen few, then it will probably be the single most pleasing aspect of the car's performance. Take a 458, lose a little rear visibility, add some width, a ten-percent intimidation factor for the sticker price, and a few extra points for fellow motorists who seem hell-bent on crashing into you while they gawk, and that's the slow-speed difficulty summarized; that's your LaFerrari in traffic.

Ferrari
The transmission is key. Gone is the Enzo's mostly hateful mechanized manual; in its place is a modified version of the F12's Getrag dual-clutch box. You can pop it in auto and pretend you're in a C-Class Merc. It's that easy. The only telltales to the contrary are the firm brake pedal with zero dead-travel at the top, and the long throw of the throttle pedal, which, even on small openings, allows access to performance levels not entirely compatible with narrow Modenese roads.

READ MORE: What it's like to drive a Ferrari 288 GTO

We like to think of cars like this as being no-compromise performance exercises defined though lap delta and vmax, but the reality is that, perhaps more than any other Ferrari special, the LeFerrari is designed for usability on the street. Just look at the funky door opening and the cut-away sill. Both allow perfectly dignified access and exit strategies for occupants outside the casino. The ride is perplexingly good on the road too. As in the F12 and the FF, you thumb the damper logo on the steering wheel, the dash says 'bumpy road' and everything slackens to the point of being comfortable.

Ferrari
The noise, the excitement, the sheer, blistering speed, the spread of ability in being so usable on the road and such a missile on track.
I always marvel at how these engineers manage to take such mechanical ferocity and make it so calm and usable. You simply have no idea what's going on underneath your bottom. You don't know that 57.5 lbs of high voltage cells are bolted into the carbon tub, and that someone has taken the F12's already monstrous 740-hp V12, added a variable length intake system and a hydroformed exhaust, and rounded it up to the magic 789 hp at 9000 rpm. You don't know that they've then somehow integrated a harvesting system that can draw energy from the brakes and even the differential. All the driver has to do is pull a paddle and dawdle.

But you want to know what the LaFerrari, the most absurdly named car in the company's history, is like to drive fast.

Of course this happens at the Fiorano circuit. I'm always a little skeptical of drawing absolute dynamic conclusions of Ferrari product here for obvious reasons, but there's only one chance to drive this car.

Ferrari
The driving position is pretty radical. You sit low in a padded area of the carbon tub, not in a separate moveable seat because that can flex and contaminate the driver-machine connection. The pedal box moves on a sprung handle and the steering wheel has a greater amount of movement than a series production Ferrari. It's a great position, and owners get the padding tailor made for them.

FIRST DRIVE: 2014 Ferrari 458 Speciale

The wheel is standard Ferrari, but oddly quadrate in shape. The dash readouts are all new, full TFT and riddled with information. The rest is bare, sculpted carbon and Alcantara. Few cockpits are more inviting.

The V12 yelps when you push the red starter, sounding much like the F12, but with a slightly deeper edge. Pull a paddle and you have first gear, tweak the little manettino into 'race', because we need to get on with this, and push the throttle. Take a lap, building speed and tire temperature, and ka-bam! We're traveling.

Ferrari
Throttle response is, well, electric! I've always wanted to say that in the literal sense. Urge is instant and entirely predictable on the throttle input. It just goes from 1500 rpm and keeps pulling, building to 9000 rpm, all the while leaving a rooster of V12 shriek that must be one of the finest noises ever created. This feels profoundly faster than the F12. Traction is superb, and the traction control allows decent slip angles without jagged throttle cuts.

643 hp per ton. Six hundred and forty-three. Boom.
Braking performance is race-car standard. The vast carbon ceramic Brembos leave you pinned in the optional harness belts. Given the regenerative capability, something the McLaren P1 doesn't have and that we know can ruin pedal feel, the work Ferrari has done is exceptional. And the steering is spot-on for speed, weight, and, dare I say it, a better sense of connection than either the F12 or the 458 deliver. I love the way Ferrari decided to effectively automate the driving process—there's active aero constantly juggling downforce levels, an electronic diff, and lord knows what else, but the driver just drives. No boost buttons, no DRS, just concentrate and drive. And you need to, because the LaFerrari is just so damned fast.

Ferrari
It's approachable, too. You can hang half a turn of opposite lock at high speed, just the way you can in a 458. The sense of agility is always there, and of course the power is so overbearing you can always alter your line with a prod of your right foot. Switch off all the safety aids off and the LaFerrari will reduce its tires to blue smoke very effectively. It will also a reveal a chassis with so much balance at extreme slip angles you wonder if the car actually does anything wrong.

I'm still pondering that now. The noise, the excitement, the sheer, blistering speed, the spread of ability in being so usable on the road and such a missile on track. The LaFerrari is triumph. We'll tell you more in the magazine very, very soon.

http://www.roadandtrack.com/car-reviews ... ris-harris

Youtube Video

Youtube Video

Θα έβαζα και του QR αλλά ήταν υπό βροχή και πάει ρελαντί...

Ενδιαφέρον το ότι ενώ στις φωτογραφίες το εσωτερικό δείχνει μέτριο, όλοι όσοι μπήκαν γράφουν ότι είναι ονειρεμένο.

Γράφουν πως είναι σαν κόκπιτ μαχητικού ή αγωνιστικού. Όπως δηλαδή θα έπρεπε να είναι, χωρίς περιττές αηδίες και πολυτέλειες.