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Chris Harris reviews his personal, two-year-old Ferrari FF [w/video]

Here's the kind of take you don't get too often. In fact, it hardly ever happens. Fan favorite Chris Harris has wanted a Ferrari FF since he saw it for the first time, but he couldn't get his bank account to comply with his desires. So he waited a couple of years for the price to come down, and found a specimen he could talk himself - and Ferrari Finance - into: a 2012 in Tour de France Blue with tan leather and 6,000 miles for the 'What, me worry?" price of 160,000 pounds ($249K US). Harris said that after putting 45,000 pounds down, his monthly payment is 1,400 ($2,177 US) pounds per month. He also said, "Sometimes you just have to do stupid things because you want to do stupid things." Five months in, Harris has no regrets, and in the beginning of the review he gets to one of the primary points that makes us fall in love with cars that can never be exploited on public roads: They make you feel equal parts badass and beastly and baronial at every speed. Or as Harris puts it, it's a "frankly ridiculous motorcar." In the best way. Check out his always-compelling take in the video. Related Gallery 2013 Ferrari FF: Review View 35 Photos News Source: Chris Harris on Cars via YouTubeImage Credit: Copyright 2014 Drew Phillips / AOL Ferrari Hatchback Luxury Performance Videos chris harris ferrari ff

Ferrari Portofino revealed: Goodbye California, hello beautiful

The Ferrari California, in both turbo and non-turbo configurations, has been soldiering on for nearly a decade. With a base price of just over $200,000, it's the brand's entry-level model. Today, the automaker announced the car's replacement, the Ferrari Portofino. This will be the brand's entry-level GT car, slotting in below the top-dog 812 Superfast. It's both lighter and more powerful than the California T while still retaining the convertible hardtop bodystyle. The now-familiar 3.9-liter twin-turbocharged V8 rests under the Portofino's long hood. The engine sends 591 horsepower and 560 pound-feet of torque to the rear wheels through a seven-speed dual-clutch transmission. That's 39 more horsepower and 3 more pound-feet than the California T. A new engine map along with new pistons, connecting rods, intake and exhaust account for the boost. Ferrari's Variable Boost Management system limits torque in certain gears, only sending out what the wheels can handle. Ferrari says the Portofino will hit 62 mph in just 3.5 seconds, pressing along to a top speed of 199 mph. The Portofino makes use of the third generation of Ferrari's electronic rear differential. The car also comes with the F1-Trac traction control system. Combined with the Variable Boost Management, the Portofino should find adequate grip in most situations. A new generation of magnetorheological dampers helps improve ride and handling. Notably, the Portofino moves to electronically assisted power steering, following the same move in the 812 Superfast earlier this year. The car is longer, lower and wider than the outgoing model. The new chassis makes use of modern design and engineering techniques, shaving an unspecified amount of weight from the car. At 3,813 pounds, the California T is a bit of a pig. Any weight savings will be a good thing. Because the V8 sits behind the front axle, the Portofino's weight distribution is 46/54 percent front/rear. As expected, Ferrari has emphasized aerodynamic efficiency when crafting the Portofino's design. Overall, it looks like a slightly smaller 812 Superfast. If you like that car, you'll like the looks of the Portofino. The car is covered with small lips and intakes to help channel air in the most efficient and useful way possible. Look just to the side of the headlights or the deep cut that leads from the front wheels all the way along the door. The rear end does a much better job of hiding the convertible hardtop.

Ferrari wants upcoming SUV to stand out in increasingly crowded segment

Whether you like it or not, Ferrari's highly controversial SUV is well on its way to production. The Purosangue won't be the firm's first four-seater; its family tree is full of luscious 2+2s. But it will be the first high-riding model with the Prancing Horse emblem on its nose. Conquering this territory is presenting the brand with unique engineering challenges. Independent from Fiat since 2016, Ferrari isn't exempt from the need to save money through economies of scale, so it will build the Purosangue on a modular platform shared with other upcoming front-engined cars. The SUV will offer a height-adjustable suspension, and an available plug-in hybrid powertrain, according to British magazine Autocar. The publication added the gasoline-electric setup will be built around a new, twin-turbocharged V6, but a flagship model with V12 power will likely slot at the very top of the range. Mid-range model might use a V8. The design brief Ferrari gave engineers and designers was relatively simple: The Purosangue needs to stand out from the other luxurious SUVs on the market. It can't be a copy of the Lamborghini Urus, the Bentley Bentayga, the Rolls-Royce Cullinan, or whatever Maybach is cooking up. Michael Leiters, the company's chief technical officer, thinks his team has nailed it. "I think we've found a concept and a package which is on one side a real SUV, and will convince SUV customers to buy it, but on the other side there's a huge differentiation of concept to existing SUVs," he enigmatically told Autocar. He stopped short of providing more concrete details, including his definition of a real SUV. We're not expecting the Purosangue to follow a Jeep Wrangler down the Rubicon Trail, or to outpace a WRC car on a rally stage, but it should be capable of light off-roading.  The Ferrari Purosangue is tentatively scheduled to make its debut in 2022, meaning it might arrive for the 2023 model year, and pricing will almost certainly start north of $300,000. It's one of 15 new models the firm plans to release by 2023 in a bid to fatten its profit margins without diluting its image