Ferrari

2.9L twin-turbo V8 with 478hp. 4358mm length. Five-speed manual. Weight 1100kg (dry). 0-60 mph in 3.8 seconds. Top speed 201 mph. Kevlar and carbon fiber body. No ABS or traction control. No power steering. Door pull strings. Sliding Lexan windows. Tubular steel chassis. 1311 units built. Last Ferrari approved by Enzo. Raw driving experience. Analog supercar benchmark.

4.7L naturally aspirated V12 with 520hp. F1-derived engine. 4480mm length. Six-speed manual. Weight 1230kg. 0-60 mph in 3.7 seconds. Top speed 202 mph. Carbon fiber monocoque. Engine as stressed member. Pushrod suspension. Targa removable roof. Only 349 units. Electronic throttle. No turbo purity. F1 technology showcase.

6.0L V12 with 651hp. F1-derived technology. 4702mm length. Six-speed F1 automated manual. Weight 1365kg. 0-60 mph in 3.3 seconds. Top speed 218 mph. Carbon fiber body and monocoque. Active aerodynamics. Ceramic brakes. Butterfly doors. Pininfarina design. Only 400 units plus 1 for Pope John Paul II. Advanced traction control. Street-legal F1 car.

6.3L V12 with 789hp plus electric motor 161hp. Total 950hp. HY-KERS hybrid system. 4702mm length. Seven-speed dual-clutch. Weight 1255kg (dry). 0-60 mph in 2.6 seconds. Top speed 217 mph. Carbon fiber monocoque. Active aero. Only 499 coupes plus 210 Aperta. Most powerful naturally aspirated Ferrari engine. F1 energy recovery. XX Programme track version 1050hp.

4.5L V8 with 562hp. 9000rpm redline. 4527mm length. Seven-speed dual-clutch F1. Weight 1380kg (dry). 0-60 mph in 3.3 seconds. Top speed 202 mph. Aluminum space frame. E-Diff electronic differential. F1-Trac traction control. Side Slip Control. Pininfarina design. Spider 2011. Speciale 597hp track-focused. Aperta limited spider. Last naturally aspirated V8.

3.9L twin-turbo V8 with 661hp. 4568mm length. Seven-speed dual-clutch F1. Weight 1370kg (dry). 0-60 mph in 3.0 seconds. Top speed 205 mph. Variable torque management. Side Slip Control 2. Magnetic dampers. Spider 2015. Pista 710hp track variant. Minimal turbo lag. International Engine of the Year award.

3.9L twin-turbo V8 with 710hp. Most powerful V8 Ferrari. 4611mm length. Seven-speed dual-clutch F1. Weight 1330kg (dry). 0-60 mph in 2.9 seconds. Top speed 211 mph. S-Duct from LaFerrari. Side Slip Control 6.1. Magnetic dampers 3.0. Spider variant. Tributo to V8 heritage. 488 replacement refined.

3.0L twin-turbo V6 with 654hp plus 167hp electric. Total 819hp. Plug-in hybrid. 4565mm length. Eight-speed dual-clutch. Weight 1470kg (dry). 0-60 mph in 2.9 seconds. Top speed 205 mph. 15.5 miles electric range. 120-degree V6. Transition Manettino. Side Slip Control 7.0. GTS spider. Assetto Fiorano package. Represents hybrid future.

6.5L V12 with 789hp. Competizione with 818hp. 4657mm length. Seven-speed dual-clutch. Weight 1525kg (dry). 0-60 mph in 2.9 seconds. Top speed 211 mph. EPS motor on steering. Side Slip Control 5.0. Virtual short wheelbase. GTS targa top. Competizione A aperta version. 9500rpm redline Competizione. Most powerful Ferrari V12 ever. Replaced F12 Berlinetta.

4.0L twin-turbo V8 with 769hp plus three electric motors 217hp. Total 986hp. AWD. 4710mm length. Eight-speed dual-clutch. Weight 1570kg (dry). 0-60 mph in 2.5 seconds. Top speed 211 mph. First Ferrari plug-in hybrid production car. First Ferrari AWD sports car. 15.5 miles electric range. Spider variant. Assetto Fiorano package. XX Stradale 1016hp.

6.5L V12 with 715hp. Ferrari's first four-door. AWD. 4973mm length. Eight-speed dual-clutch. Weight 2033kg. 0-60 mph in 3.3 seconds. Top speed 193 mph. Suicide rear doors. Active suspension. Rear-hinged doors. Four individual seats. 12.3-inch passenger screen. Carbon fiber structure. Ferrari utility vehicle not SUV designation. Limited annual production.

3.9L twin-turbo V8 with 612hp. Roma Spider with 620hp. 4656mm length. Eight-speed dual-clutch. Weight 1472kg (dry). 0-60 mph in 3.4 seconds. Top speed 199 mph. Elegant 1960s-inspired design. Retractable soft top Spider. 16-inch touchscreen. Five driving modes. Manettino on steering wheel. 2+ seating configuration. Dolce Vita inspiration. More refined character.

1.5L Colombo V12 producing 118hp naturally aspirated. First Ferrari ever built. Gioacchino Colombo engine design. Single overhead cam per bank. Five-speed manual transmission. Rear-wheel drive. 2420mm wheelbase. 650kg curb weight extremely light. 180 km/h top speed (112 mph). Tubular steel chassis. Aluminum body Touring Superleggera. Won second race ever at Rome GP May 1947. Only two chassis built 125 S designation. Racing car primarily. Street use limited. Enzo Ferrari creation first. Maranello factory origin. Italian sports car legend born. Foundation for Ferrari dynasty. Historic first Ferrari automobile.

3.0L Colombo V12 producing 280hp Competizione. 240hp Lusso road version. Four-speed manual transmission. Rear-wheel drive. 2400mm wheelbase short. 1050kg curb weight. 260 km/h top speed Competizione (162 mph). Pininfarina design beautiful. Disc brakes all four wheels. Independent front suspension. Live rear axle. Aluminum body Scaglietti. Steel body option heavier. Tour de France Automobile victories. Goodwood TT victories. Le Mans class victories. Only 176 units produced total. Most valuable Ferrari model alongside GTO. Dual-purpose road and race. Collector car multi-million dollar. Perfect proportions. Arguably most beautiful Ferrari.

3.0L Colombo V12 producing 300hp naturally aspirated. Three Weber 38DCN carburetors. Five-speed manual transmission close-ratio. Rear-wheel drive. 2400mm wheelbase. 880kg curb weight homologated racer. 280 km/h top speed (174 mph). Wind tunnel developed bodywork. Sergio Scaglietti body design. Tubular steel frame. Independent front suspension. Live rear axle with Watt linkage. Disc brakes all wheels. FIA GT Championship three consecutive years 1962-1964. Tour de France victories. Le Mans class victories. Only 36 units produced 39 total with later series. Most expensive car ever sold at auction $48 million+. Homologation special 100 required FIA bent rules. Enzo Ferrari involvement direct. Holy Grail for collectors. Most valuable automobile world. Italian automotive sculpture.

3.3L Colombo V12 producing 280hp twin-cam GTB/4. Six Weber carburetors GTB/4. Single-cam 260hp initial. Five-speed transaxle rear-mounted. Rear-wheel drive. 2400mm wheelbase. 1250kg curb weight. 265 km/h top speed GTB/4 (165 mph). Independent rear suspension first Ferrari road car. Pininfarina design. Scaglietti body construction. Long-nose NART conversion. Alloy body option. GTB/4 four-cam engine. Competizione lightweight racing. 456 total GTB produced. 330 GTB/4 units. Beautiful Ferrari proportions. Collector car very valuable. Mechanical fuel injection some. Maranello manufacturing. Ferrari grand touring peak. Last front-engine V12 classic era.

4.4L Colombo V12 producing 352hp naturally aspirated. Six Weber 40DCN20 carburetors. Five-speed manual transaxle. Rear-wheel drive. 2400mm wheelbase. 1280kg curb weight. 280 km/h top speed (174 mph). 0-60 mph 5.4 seconds. Pininfarina design sharp wedge. Scaglietti body construction. Pop-up headlights later plexiglass cover. Front-engine layout traditional. Independent rear suspension. Disc brakes all wheels. Last great front-engine Ferrari V12 before mid-engine era. Le Mans class victories. Daytona nickname from racing success. Only 1406 coupes built. 127 Spider convertibles. Highest top speed production car 1968-1973. Collector car million dollar values. Italian grand touring excellence. End of front-engine era.

3.0L Colombo V12 producing 240hp to 280hp. Three Weber carburetors. Four-speed manual transmission. Rear-wheel drive. 2600mm wheelbase LWB. 2400mm wheelbase SWB. 1020kg curb weight SWB. 250 km/h top speed (155 mph). Pininfarina and Scaglietti collaboration. Open-top convertible sports car. California market targeted. Long Wheelbase 51 units. Short Wheelbase 56 units. Total only 107 units produced extremely rare. Ferris Bueller famous movie car replica. Actual car worth $15-20 million. Most beautiful Ferrari open-top. Hollywood celebrity ownership. Racing success modest. Grand touring focus. Collector car extraordinarily valuable. California sunshine cruiser. Ferrari beauty peak.

The revolutionary V12 that launched both Ferrari and the marque's enduring love affair with twelve cylinders. This 1,497cc 60° V12 featured a single overhead camshaft per bank operating 24 valves via rocker arms. Designed by Gioacchino Colombo, the engine employed three Weber 30DCF carburetors with progressive linkage, while ignition used a single Marelli distributor feeding two coils. The valvetrain used gear-driven camshafts with adjustable rockers, while the block featured aluminum construction with wet liners. The crankshaft ran in seven main bearings with a vibration damper, while connecting rods were forged steel. With 8.5:1 compression, it produced 118 hp at 7,000 RPM—an astonishing specific output for 1947. This engine's screaming exhaust note and high-revving character established the template for all future Ferrari engines, born from racing and perfected for the road.

The legendary Colombo V12 that powered Ferrari's first golden era and established their GT dominance. This 2,953cc 60° V12 evolved from the original 125 design, featuring a single overhead camshaft per bank operating 24 valves. The engine employed three Weber 36DCF carburetors with progressive linkage, while ignition used twin Marelli distributors. The valvetrain used gear-driven camshafts with adjustable rockers, while the block featured aluminum construction with wet liners. The crankshaft ran in seven main bearings, while connecting rods were forged steel. With 9.2:1 compression, it produced 240 hp at 7,000 RPM in 250 GT form, growing to 300 hp at 7,500 RPM in competition versions. This engine's flexibility, reliability, and glorious exhaust note made it the heart of Ferrari's most celebrated classic cars, from the 250 GTO to the 250 California.

The revolutionary V6 developed for Ferrari's first mid-engined road car, named after Enzo's late son. This 1,987cc (growing to 2,417cc) 65° V6 featured dual overhead camshafts per bank operating 24 valves. The engine employed three Weber 40DCNF carburetors with progressive linkage, while ignition used a Marelli distributor. The valvetrain used chain-driven camshafts with bucket followers, while the block featured aluminum construction with dry liners. The crankshaft ran in four main bearings, while connecting rods were forged steel. With 9.0:1 compression, the 2.4L version produced 195 hp at 7,600 RPM and 166 lb-ft at 5,500 RPM. This engine's high-revving character and compact dimensions made it perfect for the Dino's mid-engine layout, though its development cost Enzo Ferrari significant personal anguish given its association with his son's passing.

The exotic flat-12 engine that powered Ferrari's first mid-engined flagship berlinetta. This 4,390cc 180° flat-12 featured dual overhead camshafts per bank operating 48 valves total. The engine employed four triple-choke Weber 40IF3C carburetors, while ignition used twin Marelli distributors. The valvetrain used gear-driven camshafts with bucket followers, while the block featured aluminum construction with wet liners. The crankshaft ran in seven main bearings, while connecting rods were titanium. With 8.8:1 compression, it produced 380 hp at 7,200 RPM and 302 lb-ft at 4,900 RPM. This engine's incredibly low profile enabled the Countach-rivaling BB's dramatic styling, while its wide powerband and distinctive exhaust note created a uniquely Ferrari character despite the unconventional layout.

The compact V8 that brought Ferrari performance to a new generation and established the mid-engined V8 formula. This 2,926cc (growing to 3,185cc) 90° V8 featured dual overhead camshafts per bank operating 32 valves. The engine employed four Weber 40DCNF carburetors (later Bosch K-Jetronic injection), while ignition used a Marelli MED 803A electronic system. The valvetrain used timing belt-driven camshafts with bucket followers, while the block featured aluminum construction with wet liners. The crankshaft ran in five main bearings, while connecting rods were forged steel. With 9.2:1 compression, the 3.2L version produced 270 hp at 7,000 RPM and 213 lb-ft at 5,500 RPM. This engine's accessibility and reliability (by Ferrari standards) helped democratize Ferrari ownership while maintaining the marque's performance credentials.

The massive flat-plane crank V12 that powered Ferrari's iconic 1980s supercar. This 4,943cc (growing to 5,474cc) 180° flat-12 featured dual overhead camshafts per bank operating 48 valves. The engine employed Bosch K-Jetronic fuel injection with mechanical airflow meters, while ignition used a Marelli Microplex system. The valvetrain used gear-driven camshafts with bucket followers, while the block featured aluminum construction with wet liners. The crankshaft ran in seven main bearings, while connecting rods were titanium. With 9.3:1 compression, the 5.0L version produced 380 hp at 6,800 RPM and 361 lb-ft at 5,500 RPM. This engine's dramatic side-strake intake design and explosive top-end power made the Testarossa an 1980s icon, though its width necessitated the car's controversial rear-track dimensions.

The race-derived V12 that brought Formula 1 technology to the road. Based on the Ferrari 641 Formula 1 engine, this 4,698cc 65° V12 featured dual overhead camshafts per bank operating 48 valves. The engine employed Weber-Marelli electronic fuel injection with individual throttle bodies, while ignition used a Marelli static electronic system. The valvetrain used gear-driven camshafts with pneumatic springs, enabling 8,700 RPM operation. The block featured aluminum construction with Nikasil-coated liners, while the crankshaft ran in seven main bearings with titanium connecting rods. With 11.3:1 compression, it produced 513 hp at 8,500 RPM and 347 lb-ft at 6,500 RPM. This engine's structural role as a stressed chassis member and its direct F1 lineage made the F50 the most extreme road-going Ferrari of its era.

The ultimate naturally-aspirated V12 developed for Ferrari's millennium flagship. This 5,998cc 65° V12 featured dual overhead camshafts per bank operating 48 valves with variable valve timing. The engine employed Bosch Motronic ME7 fuel injection with individual throttle bodies, while ignition used individual coil-on-plug units. The valvetrain used timing chain-driven camshafts with pneumatic springs, enabling 8,200 RPM operation. The block featured aluminum construction with Nikasil-coated liners, while the crankshaft ran in seven main bearings with titanium connecting rods. With 11.2:1 compression, it produced 651 hp at 7,800 RPM and 485 lb-ft at 5,500 RPM. This engine represented the absolute pinnacle of naturally-aspirated Ferrari V12 development, with technology directly derived from Ferrari's Formula 1 program.

The revolutionary twin-turbo V8 that maintained Ferrari character despite forced induction. This 3,902cc 90° V8 featured dual overhead camshafts per bank operating 32 valves with variable valve timing. The engine employed direct injection at 3,000 bar pressure with individual throttle bodies, while ignition used individual coil-on-plug units. The valvetrain used timing chain-driven camshafts with roller finger followers. The twin turbochargers were IHI units with electronic wastegate control, producing 22.0 psi of boost. With 9.4:1 compression and turbocharging, it produced 661 hp at 8,000 RPM and 561 lb-ft at 3,000 RPM. This engine's flat-plane crankshaft and sophisticated turbocharging eliminated traditional lag while maintaining the high-revving character expected of a Ferrari V8.

The ultimate front-engined V12 that represents the climax of Ferrari's traditional GT formula. This 6,496cc 65° V12 featured dual overhead camshafts per bank operating 48 valves with variable valve timing. The engine employed direct injection at 3,500 bar pressure with individual throttle bodies, while ignition used individual coil-on-plug units. The valvetrain used timing chain-driven camshafts with roller finger followers. The block featured aluminum construction with plasma-coated liners, while the crankshaft ran in seven main bearings with titanium connecting rods. With 13.6:1 compression, it produced 789 hp at 8,500 RPM and 530 lb-ft at 7,000 RPM. This engine's specific output of 121 hp per liter set a new benchmark for naturally-aspirated production engines, likely representing the final development of non-hybrid Ferrari V12s.

The hybrid hypercar powertrain that combines extreme combustion with electric propulsion. This 3,990cc 90° twin-turbo V8 features dual overhead camshafts per bank operating 32 valves with variable valve timing. The engine employs direct injection at 3,500 bar pressure, while ignition uses individual coil-on-plug units. The hybrid system adds three electric motors—one between engine and transmission, two on the front axle—producing combined 986 hp. The combustion engine alone produces 769 hp at 7,500 RPM and 590 lb-ft at 6,000 RPM. The system features all-wheel drive with torque vectoring and can operate in electric-only mode for 15 miles. This powertrain represents Ferrari's embrace of hybridization while maintaining their signature emotional character.

The compact twin-turbo V8 that powers Ferrari's first series-production V6 hybrid. This 2,992cc 120° V6 features a 120° bank angle that lowers the center of gravity and improves exhaust pulse separation. The engine employs direct injection at 3,500 bar pressure with individual throttle bodies, while ignition uses individual coil-on-plug units. The twin turbochargers are positioned within the vee, with electronic wastegate control producing 24.0 psi of boost. With 9.4:1 compression and turbocharging, it produces 654 hp at 8,000 RPM alone. Combined with a 122 kW electric motor, total system output reaches 818 hp. This engine's 120° configuration and turbo placement represent significant innovation in V6 design, creating the highest specific output production V6 ever made.

The ultimate naturally-aspirated V12 developed for Ferrari's Icona series. This 6,496cc 65° V12 features extensive development from the 812 Competizione, with revised combustion chambers and intake system. The engine employs direct injection at 3,500 bar pressure with variable geometry intake trumpets, while ignition uses individual coil-on-plug units. The valvetrain features continuously variable timing on all four camshafts with specific profiles for optimized filling. With 13.6:1 compression, it produces 828 hp at 9,250 RPM and 514 lb-ft at 7,250 RPM. This engine likely represents the final evolution of Ferrari's non-hybrid V12, with its 9,250 RPM redline paying homage to Ferrari's racing heritage while pushing internal combustion technology to its absolute limits.

The hybridized V12 that maintains Ferrari's twelve-cylinder tradition in the electric age. This 6,496cc 65° V12 features the latest evolution of Ferrari's V12 architecture with hybrid assistance. The engine employs advanced direct injection and combustion technology to maintain high-revving character despite hybridization. The electric system provides torque fill at low RPM and additional power at high RPM, while maintaining the emotional V12 soundtrack. The system can operate in electric-only mode for limited distances, but prioritizes performance over efficiency. This powertrain represents Ferrari's commitment to maintaining their V12 heritage while meeting future emissions regulations through intelligent hybridization rather than downsizing or turbocharging.

How Ferrari's Formula 1 program continuously informs their road car engine development. From the early 125's Grand Prix origins to the hybrid technology in current models, Ferrari's road cars have always benefited from racing development. The F50's engine was directly derived from the 641 F1 car, while the Enzo's V12 shared technology with the early 2000s F1 program. Current hybrid systems draw from Ferrari's F1 KERS and ERS development, particularly in battery technology and power electronics. This continuous technology transfer ensures that Ferrari road cars maintain their performance leadership while providing real-world validation for racing innovations. The emotional connection between Ferrari's F1 success and their road cars remains a crucial part of the brand's mystique and technical credibility.

Ferrari's approach to maintaining emotional character in an electrified future. While committed to hybridization and eventually full electrification, Ferrari's strategy focuses on preserving the emotional qualities that define their brand—high-revving engines, charismatic exhaust notes, and immediate throttle response. Future powertrains will likely feature more electric assistance but maintain combustion engines as the emotional heart. Synthetic fuel development offers a potential path for maintaining internal combustion while achieving carbon neutrality. Ferrari's recent patents suggest work on axial flux motors, ultra-high-rpm electric systems, and novel hybrid configurations that prioritize driver engagement over absolute efficiency. This approach ensures that even as technology evolves, Ferrari will remain true to Enzo's original vision of building cars that stir the soul.

The iconic metal-gated manual that became synonymous with Ferrari's golden era. These transmissions featured precisely machined aluminum gates with chromed shifter mechanisms that provided both visual drama and mechanical satisfaction. The five-speed units in 308/328 models evolved into the legendary six-speed in the F40 and 355, with carbon synchros and dog-leg engagement patterns for racing-inspired shifts. The mechanical linkage provided direct, tactile feedback with satisfyingly heavy clutch action and audible gear engagement. Weighing approximately 45kg, these transmissions weren't the fastest or most efficient, but they created an intimate connection between driver and machine that became the benchmark for sports car purity and driver engagement.

The revolutionary paddle-shift system that brought Formula 1 technology to production cars. First introduced in the F355 F1, this system used electrohydraulic actuators to operate the clutch and gear selection of a conventional manual gearbox. Shift times were initially around 250ms, improving to under 150ms in later applications. The system featured multiple driving modes from full automatic to race-oriented programming with aggressive downshift blipping. While maintaining the mechanical efficiency of a manual transmission, it provided lightning-fast upshifts without torque interruption and enabled drivers to keep both hands on the wheel. This technology represented Ferrari's commitment to transferring racing technology to road cars while maintaining mechanical authenticity.

The advanced dual-clutch system that set new standards for performance and refinement. This Getrag-developed DCT features seven forward speeds with wet multi-plate clutches and electrohydraulic actuation. Shift times are as quick as 60ms with near-instantaneous torque transfer between gears. The transmission incorporates multiple driving modes including 'bumpy road' setting for improved low-speed comfort and 'CT off' for track use. In the 812 Superfast, it handles 800+ hp while providing both seamless automatic operation and explosive manual shifts. The compact packaging allows for optimal weight distribution, while the sophisticated software adapts to driving style and conditions, making it equally capable in city traffic and on the racetrack.

The latest evolution of Ferrari's DCT technology with increased ratio spread and efficiency. Developed in-house specifically for hybrid and new-generation applications, this 8-speed DCT features a 30% smaller clutch assembly and 15% weight reduction compared to previous units. The oil pump is electrically driven for efficiency, and the gear ratios are optimized for both electric motor assistance and high-revving combustion engine performance. In the SF90 Stradale, it coordinates with three electric motors to deliver 1,000 hp with seamless power delivery. The transmission software includes predictive algorithms that anticipate gear selection based on cornering forces and driver behavior, representing the pinnacle of intelligent performance transmission design.

The hybrid-optimized dual-clutch transmission that integrates electric motor power with hypercar performance. This bespoke 7-speed DCT features an electric motor mounted between the engine and transmission, providing both power assistance and regenerative braking. The system can deliver 160 hp from the electric motor alone or combine with the V12 for total system output of 950 hp. The transmission programming coordinates torque delivery from both power sources, with the electric motor filling torque gaps during shifts for uninterrupted acceleration. The compact packaging maintains the low center of gravity essential for hypercar handling, while the sophisticated energy management ensures optimal performance whether using electric power alone or full hybrid assault.

The track-optimized version of Ferrari's F1 transmission with significantly reduced shift times. Building on the standard F430's F1 system, the Scuderia version featured shift times reduced to just 60ms—faster than a human could blink. The system included 'race' mode with more aggressive shift mapping, automatic rev-matching on downshifts, and launch control for optimal acceleration. The clutch engagement was hardened for faster take-up, and the software allowed for multiple downshifts in rapid succession. This transmission transformed the Scuderia into one of the most responsive and engaging supercars of its era, demonstrating how software optimization could extract maximum performance from existing hardware.

The ultra-lightweight F1 transmission developed for Ferrari's millennium hypercar. This six-speed electrohydraulic manual featured titanium gears and carbon fiber components to minimize weight while handling the F140 V12's 650 hp. Shift times were under 150ms with race-oriented programming that included aggressive throttle blipping on downshifts and automatic lift-off during upshifts. The transmission's compact design contributed to the Enzo's exceptional power-to-weight ratio, while the sophisticated software provided multiple shift strategies from street-comfortable to track-aggressive. This system represented the ultimate evolution of the single-clutch automated manual before Ferrari's transition to dual-clutch technology.

The specifically developed transmission for Ferrari's V6 hybrid era. This 8-speed DCT is optimized for the 120-degree V6's characteristics and integrates seamlessly with the axial flux electric motor mounted between engine and transmission. The gear ratios are carefully selected to maximize both electric-only operation and combined power delivery, with eighth gear acting as an efficient overdrive for highway cruising. The transmission can handle the instant torque of the electric motor (166 hp) and the high-revving nature of the twin-turbo V6 (654 hp) simultaneously. The software includes specific modes for electric-only driving, hybrid operation, and performance driving, making it the most versatile transmission in Ferrari's history while maintaining exceptional performance credentials.

The all-wheel drive transmission system for Ferrari's first four-door, four-seat vehicle. This system combines Ferrari's latest 8-speed DCT with a power transfer unit that drives the front wheels when needed. Under normal conditions, the Purosangue operates as rear-wheel drive for optimal handling characteristics, with the PTU engaging within 100ms when slip is detected. The transmission calibration prioritizes smooth, refined operation appropriate for a luxury vehicle while maintaining Ferrari's performance DNA. The system can handle the 715 hp V12's torque while providing the all-weather capability expected of a vehicle with Purosangue's versatility, representing a new chapter in Ferrari's transmission development.

The sophisticated integration between transmission programming and Ferrari's driving mode selector. From the original F355 F1 to current models, Ferrari's Manettino dial coordinates transmission behavior with other vehicle systems. In 'Wet' mode, shifts are smoother and gear changes occur earlier for stability. 'Sport' mode provides more aggressive shift mapping and holds gears longer. 'Race' mode delivers the fastest shift times and most aggressive downshift blipping. 'CT Off' disables traction control while maintaining transmission stability programs, and 'ESC Off' provides the most direct driver control. This holistic approach ensures the transmission always complements the overall vehicle dynamics, demonstrating Ferrari's understanding that transmission behavior is integral to the complete driving experience.

The transmission's role in Ferrari's advanced drift control system. Starting with the 458 Italia, Ferrari's Side Slip Control uses transmission programming to help manage oversteer situations. During controlled slides, the system uses subtle throttle and transmission interventions to help maintain the desired slip angle. The transmission will hold gears longer during cornering and provide more aggressive downshifts when the system detects the driver is attempting drift maneuvers. This integration transforms the transmission from a mere power delivery device into an active handling aid, demonstrating how Ferrari's transmission technology has evolved to enhance both performance and driver control at the limits of adhesion.

The transmission's contribution to Ferrari's virtual short wheelbase system. By using independent rear wheel braking and precise torque control through the differential, this system effectively makes the car rotate more quickly as if it had a shorter wheelbase. The transmission programming works in concert with this system, providing more aggressive downshifts and holding lower gears during corner entry to enhance rotation. This represents the cutting edge of transmission integration with vehicle dynamics, where gear selection and shift timing become active components in the chassis management system rather than simply responding to driver inputs.