The tests to assess fuel consumption, CO2 and pollutant emissions are carried out in the laboratory and are based on specific driving cycles. In this way, the tests are reproducible and the results comparable. This is important because only a laboratory test, which follows a standardized and repeatable procedure, allows consumers to compare different car models. On 1 September 2017, the new Worldwide harmonised Light-duty vehicle Test Procedure (WLTP) came into force in Europe and will gradually replace the New European Driving Cycle (NEDC) protocol. NEDC (New European Driving Cycle): it has been the European driving cycle used so far for the measurement of fuel consumption and emissions from passenger cars and light commercial vehicles. The first European driving cycle came into force in 1970 and referred to an urban route. In 1992 it was also considered to have an extra-urban phase and since 1997 it has been used for measuring consumption and CO2 emissions. However, the composition of this cycle is no longer consistent with current driving styles and distances travelled on different types of roads.  The average speed of the NEDC is only 34 km/h, accelerations are low and the maximum speed is just 120 km/h. WLTP procedure: WLTP uses new Worldwide harmonised Light-duty vehicle Test Cycles (WLTC) to measure fuel consumption, CO2 and pollutant emissions from passenger cars and light commercial vehicles. The new protocol aims to provide customers with more realistic data, better reflecting the daily use of the vehicle. The new WLTP procedure is characterized by a more dynamic driving profile with more significant acceleration. The maximum speed increases from 120 to 131.3 km/ h, the average speed is 46.5 km/h and the total cycle time is 30 minutes, 10 minutes more than the previous NEDC. The distance travelled doubles from 11 to 23.25 kilometers. The WLTP test consists of four parts depending on the maximum speed: Low (up to 56.5 km/h), Medium (up to 76.6 km/h), High (up to 97.4 km/h), Extra-high (up to 131.3 km/h). These parts of the cycle simulate urban and suburban driving and driving on extra-urban roads and motorways. The procedure also takes into account all vehicle’s optional contents that affect aerodynamics, rolling resistance and vehicle mass, resulting in a CO2 value that reflects the characteristics of the single vehicle.

The rear wing is the main piece of the adaptive aerodynamics system that allows the F80 to change its configuration depending on the dynamic driving condition. The vehicle's control systems measure and process acceleration, speed and steering angle in real time to identify the best compromise between load, balance and resistance based on the driver's driving style. This is translated into an unambiguous configuration of active suspension position, activation of the front Active Reverse Gurney and, above all, wing angle. This can be infinitely adjusted between the High Downforce (HD) position, used in braking and cornering, and the Low Drag (LD) position, which reduces drag to favour straight-line speed.

The thermal layout is designed in synergy with the aerodynamics to preserve maximum functionality in terms of vertical load generation. The radiant masses are positioned to maximise the flow of fresh air and minimise interference with warm air, ensuring the best heat exchange efficiency. The flank integrates several functions in a single stylistic form designed by the volume of the upper part of the door that defines a conveyor integrated into the bodywork. The air intake is surmounted by two opposing fins that reinterpret the typical shape of the ‘NACA’ aeronautical intakes: vorticity is thus exploited to trap the flow inside the conveyor.

The development of a three-dimensional aerodynamic floor imposed radical choices. At the front, the deliberation of a racing driving position was necessary to enable a chassis solution with a very high front keel. In the space freed up under the driver's feet, three pairs of bargeboards were developed that generate a strong concentrated vorticity and increase the outwash effect behind the front wheels. This improves the performance of the front triplane and minimises the interference effect between the wheel wake and the airflow feeding the rear.

Maximising the expansion volume of the diffuser, which in the F80 has a length of 180 cm, required a 1.3° rotation of the engine-gearbox assembly. The geometry thus extreme makes it possible to draw a huge flow of air under the car, the acceleration of which results in a large area of low pressure that translates into vertical load on the rear end. Performance is further enhanced thanks to the tyre seal, which aerodynamically seals the underbody by means of a duct that captures the flow from the side and blows it into the wheel well, between the outer drift of the extractor and the tyre.

The F80 features a new steering wheel developed specifically for this car, which will make an appearance in the future road-going models of the Prancing Horse. Slightly smaller than its predecessor and with flattened top and bottom rims, the steering wheel also has a smaller boss, improving visibility and accentuating the sense of sportiness when driving. The lateral zones of the rim are optimised for a better grip on the steering wheel. The physical buttons on the right and left hand spokes of the steering wheel make a return here, for an easier to use solution with buttons that can be instantly identified by touch.

The compact proportions were made possible by opting for a cabin inspired by single-seat racers, creating an impression akin to an enclosed Formula 1 car. The result of this is an original new solution that sets the driver unequivocally as the protagonist in the cabin and transforms the F80 into a “1+”. The decidedly enveloping cockpit is centred entirely around the driver, converging towards the controls and instrument panel to create a cocoon effect around them. The passenger seat is so well integrated into the trim of the cabin that it almost disappears from view. The longitudinal offset between the seats of the two occupants made it possible to set the passenger seat farther back than the driver, allowing for a narrower interior space with no penalty in terms of ergonomics and comfort.