Ferrari LaFerrari

The LaFerrari's lithium-ion HY-KERS battery pack is the single most expensive component at risk. Ferrari quotes approximately €180,000 for a complete replacement. A well-documented case involved a 2014 LaFerrari with just 1,440 km that developed two faults: a manufacturing assembly defect and a cell defect (codes P1A93 and P1B93). Prolonged storage without proper climate control and charging protocols accelerates degradation. Independent specialists such as EV Clinic in Croatia have demonstrated cell-level repairs at a fraction of the OEM replacement cost, but this requires removing the pack and shipping it to a specialist facility. Cars stored on failed trickle chargers are particularly vulnerable. Regular use and proper storage protocols significantly reduce the risk.

The PMSM electric motor from the HY-KERS system uses an internal sensor integrated directly into the stator. This sensor cannot be sourced as a separate part from Ferrari, meaning official repair requires complete motor replacement at approximately €31,000. A notable case at 155,000 km saw the first electric motor failure on a high-mileage LaFerrari. EV Clinic successfully repaired it by reverse-engineering the faulty sensor from the redundant functioning unit, saving the owner the full replacement cost. The motor is essentially a prototype unit developed pre-production, making parts sourcing extremely difficult outside the dealer network.

The Getrag 7-speed DCT uses internal cable ties that become brittle from gearbox heat, causing wires to chafe against components. Once insulation is compromised, speed sensor and position sensor errors occur. A sensor rebuild in Europe typically costs €6,000-7,000 due to the labor required for transaxle removal. Early DCT units (around 2012-2013 production) had ring and pinion issues, but most have been addressed. Clutch pack replacement adds significantly to costs if both packs are worn. A complete gearbox rebuild runs €7,500-8,500 at specialists, while full replacement through Ferrari can reach €30,000-35,000. Regular gearbox oil changes and avoiding excessive low-speed creeping help extend life.

The LaFerrari uses magnetorheological (SCM) dampers that contain special fluid with ferromagnetic particles. Over time, seals degrade and the fluid begins to leak or mist. This is a well-known issue across all Ferraris equipped with this system, including the 458, F12, and LaFerrari. OEM replacement runs approximately €2,000-3,000 per damper. Reconditioning specialists in Europe can reseal and refill the dampers with fresh magnetic fluid for less, but availability is limited. Age rather than mileage is the primary factor, as the seals degrade regardless of use. Most LaFerraris are now 10+ years old, placing them firmly in the window where this becomes likely.

The LaFerrari is fitted with carbon ceramic BSCCB brake discs. A complete set of four discs with pads costs €25,000-50,000 depending on source and variant. Carbon ceramic discs typically last 50,000-80,000 km under normal use, and considerably longer if track days are avoided. Given that most LaFerraris have very low mileage, full disc replacement is uncommon. However, pads alone cost approximately €1,500-3,000 for a full set. Disc surface cracking or glazing from infrequent use can occur, so regular moderate-speed braking sessions are recommended to keep the surfaces conditioned.

This is an infamous issue across many Ferrari models, and the LaFerrari is not immune. The soft-touch rubberized coating applied to buttons, switches, and interior trim pieces degrades due to heat, UV exposure, and humidity. The coating becomes tacky and eventually melts. Nearly all Ferraris over 8-10 years old show this to some degree. Professional refinishing services strip the degraded coating and apply a more durable replacement, typically costing €3,000-5,000 for a partial treatment or up to €12,000 for a complete interior refinishing at a Ferrari dealer. Specialist companies such as Sticky No More and Sticky RX offer targeted repairs at lower cost.

Like most modern Ferraris, the LaFerrari has a significant parasitic draw from its onboard electronics, security systems, and hybrid management controllers. The 12V battery can drain completely within one to two weeks if the car is not driven or connected to a quality battery conditioner. Ferrari supplies its own battery charger, and aftermarket options like the CTEK MXS 5.0 or 7.0 are widely used. This is a characteristic of the car rather than a defect, but repeated deep discharges can damage the battery and potentially affect the hybrid system initialization. A quality trickle charger and climate-controlled storage are essential.