REFINING PERFECTION

How do you make the best even better? How does one improve on something that already approaches perfection? Ferrari has long made a habit of delaying the introduction of open-top models until after the coupe versions have established a new benchmark in engineering, luxury amenities, and dynamic styling. And this pattern again held steady in the introduction of an open version of the flagship hypercar LaFerrari, which was Maranello’s most recent entry in a lineage of such illustrious models as the 288 GTO, F40, F50, Enzo, and FXX.

To review LaFerrari’s genesis, by the early 2010s a new breed of European hybrid-electric hypercar had evolved, most notably embodied in the Porsche 918 Spyder and the McLaren P1. Relying on the spirit of competition that had served it so well on the track for 65 years, Ferrari duly met this challenge with yet another limited-production supercar, one that would dwarf its predecessors in power, technology, and scope. Unveiled at the 2013 Geneva Salon, the new model was simply called LaFerrari—literally “The Ferrari.” When the media and enthusiasts eventually dissected performance numbers and build approach, it was difficult to argue with the model’s boastful name.

For motive power, LaFerrari was bequeathed with a rear-placed, 6.3-liter V-12 directly lifted from the developmental FXX model. With a remarkable compression ratio of 13.5:1, the V-12 developed 789 horsepower while redlining at a whopping 9,250 rpm. The 516 pound-feet of torque arrived relatively high in the power band, just shy of 7,000 rpm, so an electric motor derived from the company’s F1 KERS technology (kinetic energy recovery system) was installed in the rear to add 161 horsepower, most of which was tapped for use at lower rpms. Power was routed directly to the rear axle alone via a lightning-quick seven-speed dual-clutch transaxle.

In total, the two engines combined for a dizzying 949 horsepower and 663 pound-feet of torque, propelling the slippery LaFerrari to 60 mph from standstill in as little as 2.4 seconds. The quarter mile arrived in 9.7 seconds at 149.2 mph, besting both the Porsche 918 and the Bugatti Veyron. As Road & Track writer Larry Webster noted after his test drive, “It’s closer to driving an LMP car than, say, a 458 Speciale.”

The LaFerrari’s carbon-fiber tub was baked alongside those of the Scuderia Ferrari’s Formula One cars, and the hypercar’s entire architecture was based around the driver’s seating position, which was positioned 2.4 inches lower than that of the Enzo. This was achieved, ironically, by removing the seat. Which is to say, the LaFerrari’s seats were little more than Alcantara-swathed pads directly attached to the floor and the rear firewall. Accordingly, the pedals were adjustable and the “seat” was custom-fitted to each individual buyer.

Ferrari’s in-house designer Flavio Manzoni penned the arresting coachwork, which is beautifully low-slung and sleek while eschewing the brutal and controversial styling of the Enzo. Unlike some Ferrari hypercars, the LaFerrari was a beauty to behold, drawing admiration from every angle. In order to control all the power on tap, the body was adorned with a host of electronically deployed active aerodynamic elements, including smart front and rear undercarriage panels, and a rear spoiler, which managed to continuously attenuate a range of 200 to 800 pounds of downforce. Mammoth cross-drilled and vented Brembo carbon-ceramic disc brakes and proprietary Pirelli P-Zero Corsa tires completed the technical profile, keeping the LaFerrari as grounded as possible through screaming switchbacks.

Concluding production in January 2016, manufacture of the closed variant of the LaFerrari was capped at 499 examples, lending the model the degree of exclusivity expected of a top-shelf Maranello hypercar. The LaFerrari’s manufacturer suggested retail price hovered above $1.3 million, and all 499 examples were purchased by preferred clients before the first car had even been completed.

But in true Maranello fashion, the manufacturer was not content to let this paradigm-changing model go without improvement. Customers always demanded a spider version of any coupe, so Ferrari’s engineers soon began to devise a way to fulfill this market niche, and by the 2016 conclusion of LaFerrari production the timing was perfect for a dedicated 70th anniversary model in the tradition of the F40 and F50. This design brief marked the birth of the LaFerrari Aperta, and the only qualification to ordering one of these rare gems was to already be an owner of a standard LaFerrari, ensuring that the Apertas were confined to a proven handful of loyal marque owners.

The Aperta’s coachwork was redesigned without a roof section, which could be covered with either a canvas soft-top or an optional carbon-fiber hardtop. A host of improvements on the Aperta included re-mapped engine management electronics that lifted power to an improved total of 963 horsepower, a strengthened chassis to maintain structural rigidity, angled radiators to reduce cabin heat, a longer front air-dam to improve downforce, and a reconfigured angle for the butterfly doors, with correspondingly altered wheel arches.

By the time the LaFerrari Aperta was officially unveiled at the 2016 Paris Salon, all 200 examples had already been pre-sold, ensuring a level of rarity that most of the earlier Ferrari hypercars never quite achieved. Nine pre-production examples were additionally built, most of which served the manufacturer during its 70th anniversary celebratory events. In addition to a final extra car built for a charity auction held by RM Sotheby’s, total production concluded at 210 examples, and the results of this short manufacturing run were unanimously exquisite. Ferrari could once again claim to have achieved the impossible—to take a perfect product and make it even better.

CHASSIS NUMBER 232856

This breathtaking low-mileage LaFerrari Aperta is believed to be one of the final examples built. According to a digital copy of the Ferrari window sticker on file, chassis number 232856 was optioned with a carbon-fiber hardtop and the carbon-fiber exterior package, totaling over $113,000 in extra equipment. In addition to the standard equipment, which includes electromagnetic dampers, speed-sensitive steering, F1 Trac traction control, and the carbon-fiber and Alcantara steering wheel with its signature manettino drive-mode control, the optional gear brought the total MSRP to nearly $2.3 million.

The LaFerrari is attractively finished in the stunning color scheme of Nero Daytona metallic paint with Rosso racing stripes over a matching Nero leather interior with Rosso accents and embossed Prancing Horse stitching on the headrests. Originally distributed through Ferrari Westlake to a client of Ferrari of Beverly Hills, the Aperta has passed through two private Southern California-based owners while enjoying a life of minimal driving use and fastidious upkeep. Invoices on file demonstrate regular service attention by authorized Ferrari dealerships, most notably including the purchase of an extended two-year Ferrari powertrain warranty in September 2023.

In addition to its potent powertrain and chassis specifications, this Aperta is desirably equipped with a front-end ride-height adjustment system, and diamond-cut FXX-K 10-spoke wheels; and it displayed just 2,072 miles on the odometer at the time of cataloguing. It is accompanied by the carbon-fiber hardtop and a canvas soft-top, battery charger, center lock socket, owner’s manuals, and the OEM set of five-spoke forged alloy LaFerrari wheels.

Ideal for any collector seeking the best available example of Ferrari’s top-shelf flagship hypercars, this LaFerrari Aperta is a fantastic candidate for presentation at Ferrari Club of America gatherings, marque events, and cars-and-coffee gatherings. Or it may be appreciated on the open road and closed track settings, where its outrageous Formula One-developed performance envelope will surely deliver a visceral thrill to any enthusiast of high-speed driving.