As is often the way for 12 cylinder Ferraris, the engine dominates the driving experience. And the noise is utterly intoxicating, evolving through a gruff bellow to a rich howl. Admittedly, sub-zero temperatures and greasy British roads are not ideal conditions in which to enjoy such a car — the primitive ASR scrabbles frantically for grip and the analogue feel of the car really comes to the fore.
A limited-edition, open-top, front-engined V12 Ferrari with a manual gearbox. Can the Barchetta tick any more boxes? Ferrari said it would build no more than of its Monza SP1s and SP2s, cars that cost in the region of three million dollars. Our passion, knowledge and expertise gained from over 40 years of experience offers you a subjective opinion when considering either the sale, or purchase of a car potentially costing millions of pounds.
The long bonnet and relatively short tail combined with a small cockpit that makes you feel at one with the car, something that is rare for one of this size. As for the interior, I am crazy about the gated shifter and the carbon knob. The only thing that I would have changed in this car in the design phase is the closing system of the soft top, because it is really complicated and only if you are helped by someone else can you close it in case of bad weather.
On those roads I can fully appreciate the unique characteristics of the Barchetta. The car has only covered km, so I have yet to incur any of the high maintenance costs that make up the stereotypes we all hear.
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Follow us on Social Media. It was a remarkable engine, blending abundant power — a peak of bhp at rpm — with genuine GT refinement.
Ferrari claimed mph in 4. The underlying steel structure to which the aluminium bodywork was attached was derived from the , too, although at Suspension was by double wishbones all round, with electronically adjustable damping and a Sport setting to stiffen its sinews.
Magnesium alloy wheels and aluminium calipers helped keep unsprung weight down, while the optional Fiorano pack made the handling tauter still, at the cost of a slight degradation in ride quality.
The steering had variable power assistance depending on road speed; braking was by big, vented iron discs with anti-lock, and there was ASR stability control that could be switched to a lower level of intervention or turned off altogether.
Despite the F1 paddleshift gearbox having already appeared in the F , the was offered only with a traditional manual gearbox, a rear-mounted six-speeder that was combined with the limited-slip differential. Although this was a thoroughly modern Ferrari, it was also a front-engined GT in the classical idiom.
The even had a race pedigree. Although not designed with competition in mind, a number of privateer teams developed the model into a reasonably successful GT racer. But it was as a road car that the achieved greatness, and for once that epithet is fully justified.
The V12 engine was and is a wonderful thing, delivering a creamy torrent of power and torque, but it was the handling that had road testers in raptures. Here was a Ferrari supercar that could be driven with the same brio as a compact, lightweight sports car.
Skilled drivers found that balancing oversteer with the throttle felt like the most natural thing in the world.
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