2025 Ferrari Daytona SP3

The Ferrari Daytona SP3 is the third model in the Icona Special Series. This lineage made its debut in the Ferrari range with the SP1 (single-seat barchetta) and the SP2 (two-seat barchetta), introduced in 2019 and inspired by the most thrilling era of sports car racing—the one that forged the Ferrari legend: the late 1940s and the 1950s. The Daytona SP3 pays tribute to the historic parade finish at the 1967 24 Hours of Daytona, the opening race of the World Sportscar Championship season. That victory was celebrated by sports newspapers worldwide and is now praised in motorsport and Ferrari history books. On that day, the 330 P3/4 0846 no. 23 (Lorenzo Bandini/Chris Amon), the 330 P4 0856 no. 24 (Mike Parkes/Lodovico Scarfiotti), and the 412P 0844 no. 26 (Pedro Rodriguez/Jean Guichet) finished first, second, and third respectively. The heritage of this exclusive Ferrari road car is rooted in the “P” family models: a V12-powered hypercar with a removable roof, built in a limited series of 599 units, designed to satisfy the intellectual and philosophical passion of Ferrari enthusiasts, collectors, and investors. The SP3’s bodywork, entirely made of carbon fiber, is inspired by the racing cars of the second half of the 1960s, a period when Ferrari competed in the World Sportscar Championship and the Can-Am Series. The design results from the balance between the stylistic solutions developed by chief designer Flavio Manzoni’s team and aerodynamic needs. This same principle guided the form of the SP3’s historic predecessors, which had to meet increasingly strict efficiency criteria. The resulting design language translated into a sort of “necessary beauty.” The front, reminiscent of the 1967 350 Can-Am, is articulated on two levels: the lower part is enveloping, with a sharp terminal lip and flanks equipped with blades that extend into the wheel arches, serving as an outlet for airflow and generating downforce. At the center, a wide area covered by a grille directs air to the radiator, while the side ducts have two outlets: one toward the brake discs and one, after an upward path, toward the lateral vents of the small hood. Below each headlight is an integrated aerodynamic flick whose overhanging geometry increases downforce. The upper section of the front rises to form the wheel arches, on top of which the side mirrors are mounted; in the center is the single windshield wiper wrapping around the windscreen. The asymmetrically designed wheels extract air from the wheel wells and realign the flows along the side. The latter hides an aerodynamic channel that exits just upstream of the rear wheel. Beyond the wheel arches, some of the air is directed toward the side openings feeding the engine’s intake system. The wraparound windshield defines the contours of the greenhouse; the cabin can be partially open thanks to the removable hardtop. Behind it, a narrow spine is formed by a series of small horizontal blades extending toward the tail. At the center is a glass slit revealing the oil tank cap and intake ducts. Moving toward the rear, the flanks narrow vertically at mid-wheelbase, then flare outward to define the massive rear: a raised surface made of overlapping blades, reminiscent of the captivating 1968 Pininfarina 250 P5. Regarding airflow, the technical department developed a purely passive configuration, with no active or movable elements. Given the power of the F140HC engine (derived from the 812), interventions were needed on several fronts, starting with cooling. Development focused on the intake system, integrating outlets on the underbody and airbridge intakes on the flanks to avoid oversized radiators. The radiators are located behind the front wheel arches, in a very advanced position, with air intakes designed to intersect cool airflow and optimize oil cooling. The central spine integrates the engine intake and heat extraction vents. The rear spoiler was the main area of focus for ground effect development. Blade-shaped openings along the roof and bumper dissipate heat and channel cool air. Two chimneys on the floor connect the underbody with vents in the rear wheel arches via vertical ducts. The SP3’s aerodynamics are completed by a sophisticated diffuser: it features a central section with two levels and a twin raised central exhaust. The Daytona SP3’s chassis is a modified version of that of the LaFerrari Aperta: a carbon fiber monocoque, double wishbone front suspension and multilink rear suspension with electronically controlled shock absorbers. The braking system features 398 mm carbon-ceramic discs at the front, with lightweight alloy calipers, and 360 mm discs at the rear. The front wheels are 20” with 9.5J width and 265/30 ZR20 tires, the rear wheels are 21” with 12.5J width and 345/30 ZR21 tires. Overall dimensions are: length 4,686 mm, width 2,050 mm, height 1,142 mm. The wheelbase is 2,651 mm (LaFerrari Aperta: 2,650 mm), front track 1,692 mm (LaFerrari Aperta: 1,700 mm), rear track 1,631 mm (LaFerrari Aperta: 1,635 mm). Declared weight is 1,485 kg, with a power-to-weight ratio of 1.77 kg/HP. The F140HC engine is a 65° V12 with 94 mm bore, 78 mm stroke, and total displacement of 6,262 cc. It derives from the F140HB used in the 812 Competizione. It uses titanium connecting rods (40% lighter than steel) and steel pistons with DLC (Diamond Like Carbon) coating, reducing friction. The crankshaft, 3% lighter, has been rebalanced. The intake features a compact plenum and variable-geometry trumpets. The valve train uses dual overhead camshafts with four valves per cylinder and electronically managed variable timing, with DLC-coated steel tappets. The direct injection system includes two pumps and four rails; sensors send feedback to adjust pressure and injection. Compared to the F140HB, compression is increased (13.6:1), and calibration is specific. Emissions are 30% lower than the 812 Superfast. Ignition can be single or multispark, avoiding power delivery gaps, and the ECU manages knock based on fuel octane. Maximum power is 840 HP at 9,250 rpm, with 697 Nm of torque at 7,250 rpm. The gearbox is a 7-speed dual-clutch with semi-automatic operation and manual control. The transmission includes an electronic limited-slip differential (ESP) and traction control. The SP3 adopts the SSC (Side Slip Control) system, including the Ferrari Dynamic Enhancer (FDE), to improve cornering performance: it is the first Ferrari with a rear mid-engine to feature it. The system, active in “CT-Off” and “Race” Manettino modes, acts on the braking circuit to regulate yaw angle in extreme conditions. The interior is conceived as a simple, functional, and minimalist space. The fixed seats are integrated into the monocoque tub and form a unified body that extends from the driver’s left across to the passenger’s right, in a kind of “material continuity.” This layout evokes the essentiality of the 330 P4 at Daytona in 1967: no frills, just the driving position, a possible passenger, and nothing more. The seat and backrest appear as elements designed to offer only the bare minimum in terms of comfort, leaving room for the mechanics, the framework of the race car. The driver can adjust the driving position via the steering column and pedals. The headrests, inspired by those used in racing, are independent. Instrumentation is reduced to the essentials: almost all controls are on the steering wheel, while the dashboard houses the climate control. The central tunnel includes only the controls for windows, mirrors, and gear selection. A fire extinguisher under the passenger seat adds a racing touch. The doors, which can be unlocked via internal handles, open with an evocative “butterfly wing” motion. Ferrari declares 0–100 km/h in 2.85 seconds, 0–200 in 7.9 seconds, and a top speed of over 340 km/h.

The 2025 Ferrari Daytona SP3, chassis no. ZFF05UMB000315825, is a one-off example created by Ferrari’s Tailor Made department, featuring a bespoke livery commissioned as a tribute to one of the most significant and rare Ferrari racing cars, whose competitive history spanned three continents and included numerous victories: the Ferrari 330 P4, chassis no. 0858. This was one of the three cars built in 1967, alongside chassis nos. 0856 and 0860, and it stands as one of the most iconic sports prototypes in Ferrari’s history. Following a successful season in the World Sportscar Championship—including a second place overall at the 24 Hours of Le Mans with drivers Mike Parkes and Ludovico Scarfiotti—the car was converted into a spider configuration for the BOAC 500 at Brands Hatch, where it finished sixth with Jonathan Williams and Paul Hawkins at the wheel. With the introduction of the 3-litre displacement limit for the 1968 World Sportscar Championship, Ferrari opted to modify two of its P4s (chassis nos. 0858 and 0860) to compete in the North American Can-Am series, which imposed no displacement restrictions. Chassis no. 0858 was transformed into a “350 Can-Am Spider”: its V12 engine was increased from 4.0 to 4.2 litres (4176 cc), delivering approximately 480 hp. The bodywork was lightened and simplified to Group 7 specifications, featuring a lower and wider design compared to the original P4. The car participated in three Can-Am races in 1967 with Jonathan Williams, but with modest results: eighth at Laguna Seca and retirements at Riverside and Las Vegas. In 1968, chassis 0858 was sold to Australian driver David McKay of Scuderia Veloce, who entered the car in a few Australian events. Later, it was acquired by British driver Paul Hawkins, who ran it in the orange and brown livery of Team Gunston, a well-known South African sponsor. Under Hawkins, the 350 P4 Can-Am, chassis no. 0858, achieved multiple victories in the Springbok Series in South Africa and Rhodesia, cementing the reputation of both car and team within the African racing scene. The livery of Daytona SP3, chassis no. ZFF05UMB000315825, takes direct inspiration from that of the Ferrari 350 Can-Am, chassis no. 0858, as it appeared in the Rhodesian Grand Prix held in Bulawayo, where it raced with number 83 in one of its most celebrated configurations, driven by Paul Hawkins. The body is finished in a deep VC orange, applied in four layers to enhance chromatic depth. Breaking up the orange surface is a central matte carbon spine, painted in Matt Black, which runs the full length of the car, including the satin aluminium fuel cap. A bold bi-colour longitudinal livery begins on the front bonnet and fades just before the rear lights. The design is rendered in Nero DS with borders in Light Gold Metallic. This same graphic treatment is echoed on the doors, where a slim strip in body colour frames a partition in Nero DS (dominant) and Light Gold Met (lower band). To reinforce the link with the historic car, the livery includes four bicolour racing roundels (number 83, as worn by chassis no. 0858 at Bulawayo in 1968) in Nero DS with a White Kign outline, positioned on the front bonnet, front door sections, and rear panel. The alloy wheels are painted in matte Light Gold Metallic FYM 0357, completing a livery that blends historical fidelity with contemporary spirit. This configuration includes bespoke exterior, interior, and carpeting, with a customization package and Racing Driver Set. The interior reinterprets the essential character of 1960s race cars in a modern key. The cockpit is entirely upholstered in black Alcantara, covering the dashboard, centre tunnel, side panels, and trim. In contrast, the racing seats, with squared quilting, are trimmed in a vivid Super Electric Blue Alcantara (REVO 7305), evoking the motorsport aesthetic of the late 1960s. Matching Super Electric Blue Alcantara four-point seatbelts with padded inserts complete the theme. The floor is covered in technical black Super Fabric Trilobato (800701-835), selected for its durability and sober, functional appearance. The same fabric is used on the fire extinguisher cover. Stitching, performed under the ST1X program, is done in Blue thread 1078 throughout, except for the carpet and extinguisher, which feature tone-on-tone stitching in Black thread 4000, in line with the technical minimalism of these elements. As a distinctive feature of the Tailor Made personalization, the internal matte carbon “DEDI” plaque bears the Tailor Made signature and a commemorative inscription: “Inspired by 1967 330 P4 350 CanAm ch.0858 1968 Paul Hawkins Team Gunston”, engraved in elegant Nurburgring Silver—sealing the link between this one-off creation and one of Ferrari’s most iconic racing cars. The car was registered in April 2025 and has never been used.