Ferrari SP3 Daytona 2022 review

You are about to experience an unbridled V12 experience that is intended for a select few. The Ferrari mid-engined V12 (sans hybrid) is going to be as good as we hoped it would be.

Ferrari SP3 Daytona is the third member of Ferrari’s Icona line of supercars, following SP1 and SP2 – both of them based on 812 engines and lacking any windscreen, which are a type of special models with limited production runs. The type of car every supercar manufacturer has been trying to sell to wealthy people in recent times in order to extract cash.

About Ferrari SP3 Daytona

  • Ferrari Daytona SP3
  • Ferrari Daytona SP3
  • Ferrari Daytona SP3
  • Ferrari Daytona SP3
  • Ferrari Daytona SP3
  • Ferrari Daytona SP3
  • Ferrari Daytona SP3
  • Ferrari Daytona SP3

As a quick primer, the Icona range sits alongside what Ferrari calls ‘the supercars’ (also known as hypercars to you and me) at the top of the Maranello tree, and borrows inspiration from specific moments in Ferrari’s rich and illustrious past, reimagining them using cutting edge technology.

This particular SP3 is a continuation of the F1-inspired P4 Sports Prototype of 1967, which earned a memorable victory over Ford at Daytona, serving as a forerunner of the current 365 GTB/4, along with the rest of Ferrari’s successful sports car racers of the 1960s and 1970s.

It is based on the immense volume of Ferrari’s P4 Sports Prototype. It would be honest to say that it can be viewed on one level as a V12-powered art piece for Ferrari collectors who will surely be invited to buy it rather than the other way around.

Read This Also: Ferrari launches its modular GT3 inspired by F1 technology

As far as the SP3 is concerned, there is another way to consider it from another perspective. There is no other way to have one of Ferrari’s renowned V12 engines out of its usual front-engined GT home in the 812 and put it on a full-bodied mid-engined chassis – even more so with no hybrid gubbins attached either.

Despite the incredible 829 bhp and pure internal combustion engine power, the SP3 is very much the real deal: a supercar designed specifically to provide a thrilling, immersive driving experience as well as great lap times, without sacrificing performance.

LaFerrari Aperta, reworked nearly ten years after its launch, sits beneath its extraordinary skin, although the tub is now so heavily modified to meet modern safety regulations that almost no components can be used.

The Aperta is the basis for this vehicle, because the roof of the simple carbon fibre SP3 can be lifted out, making it look like a spider, just as some P4s of that time period were also configured in this manner.

This is the most recent version of the F140 V12 engine, essentially a step-up from the engine used in the 812 Competizione with an entirely new intake and exhaust system that have been designed to fit a mid-engined application, and with 10bhp added.

If you’re hoping for a real retro vibe with a gated shift manual transmission, you’ll be disappointed. Instead of the usual seven-speed Ferrari twin-clutch transmission, this one is reworked with an aggressive shift strategy at higher revs that gives the car a better feel overall. The rest of the car is pretty much identical to the production version, and there are a number of elements from the production car, such as the E-Diff and the whole electronic system that runs the car.

Obviously, there’s something to be said about the exterior design – I’m not here to tell you what you should think, but I can tell you that the SP3 really has a compelling presence in a busy high street.

The interior is equally as special, with its pod-like cockpit dominated by a large and sharply curved windshield and cleverly concealed all the way along the A pillars by the use of a small quarter light window.

There is a process for gaining entry that calls for a fall on the posterior side, after which the legs are swinging around, the butterfly door must be reached up and hauled down. On this particular car, the standout feature is the flat one-piece seat trim that drapes itself over the tub and forms a hammock-like chair, which, like other cars like the 250 GTO, is finished in an attractive bright blue color.

It is an unusual touch for a car of this type. While the retro touch is nice, I would have preferred that you sat a little lower on the chair and that the backrest was more upright. A moving pedal box and the steering wheel, which can be pulled almost to the chest, allow a great deal of adjustability, due to a moving pedal box and steering wheel.

Despite the fact that the interior design has been tailored to the car, many of the systems on the car have been taken from the 296 GTB, such as the digital dial pack and the touch buttons on the wheel. The switchgear on that car didn’t prove to be very intuitive to me. It’s no different with this one, but in fairness there’s more to it than just annoyingly vague switchgear when there’s 829 horsepower on the line.

Prices and rivals

It should be, since it is over £2million in the UK. The 599 pieces have already been sold and are headed for collections around the world. It’s likely that some of them won’t even get driven.

While you could easily argue whether it’s worth the enormous jump in price over a 812, to try and do so is to miss the point. If you can afford it, and the word has come through to you, it’s absolutely worth driving, and you’ll discover it’s a truly unforgettable experience.


EngineV12, 6496cc
Power828bhp @ 9250rpm
Torque514lb ft @ 7250rpm
Weight (dry)1485kg (557bhp/ton)
0-62 time2.85sec
Top speed>211mph
Pricecirca £2million

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