The new Ferrari 849 Testarossa replaces the SF90 Stradale as the range-topping plug-in hybrid supercar, and the Prancing Horse brand claims the new car makes gains in engine output, aerodynamics, cooling, braking control systems, and driver interface.
TestarossA The 849 Testirossesa is $932,648 – with the 8 49 Testerossiana Spider selling for a cool $1,015,589 on road prices. They are based on both prices of the SF90 and a $8946,888 (Flast-866-900) or $957,700 (on-road costs), respectively from the pair’s original counterpart The FS90.
Ferrari’s new design philosophy of the supercar is bringing its new style to light across more models, with this ‘unmistakably related’ look to the F80 and the 12 Cilindri. Yet with the 849 on the same architecture as SF90, it is similar to that of hybrid hardware philosophy (i.e.
childcareman.xyz can save you thousands on a new car. Click
here
to get a great deal.
Both cars combine a 3. This is a three-electric motor 9litre twinturbo V8 with ‘two electric motors, including the twin engine front axle that allows for on demand all-wheel drive and torque vectoring (and 3) which is also part of the drivetrain at rear. A combined 1000cv (7355) is listed by Ferrari as a total of the words “synonym” in Italian. The SF90 and 1050cv (772) 5 kW) for the 772. 2 kW) for the 849.
The V8 SF90’s 574kW (800Nm) and the 7500rpm (7600rPM) is an 8000ram engine speed limit, with 684kW at 6000rp. Considering the 849, engine itself has undergone a reasonable performance upgrade in 7500rpm and 642Nm at 610kW; limiter to 8300rPM.
SF90 Stradale
Ferrari says the extra combustion is derived from a complete replica of the V8, which has been used in its original form all the way back to 2016 Ferrari 488.
This upgrade features an all-new turbocharger, redesigned engine block and changes to exhaust manifolds, intake plenums (in addition to valve train components) and fuel system components.
Ferrari claims that the new turbocharger in the 849 Testarossa is the biggest brand-wide turbo charger, and says it has used low-friction bearings from the F80 hypercar and a turbine heat shield inspired by the 296 GT3 to control heat in engine compartment.
In addition to its description of extensive research about the compressor and turbine aerodynamics and calibration strategies designed to maintain responsiveness despite the larger turbo hardware, the company also describes detailed work on specific applications.
Ferrari says the Inconel manifold has been redesigned with an increased diameter and length, on the exhaust side, “and also mentions that there is a flexible joint designed to control thermal expansion and vibration without adding significant mass.”
The Italian brand also cites the hybrid calibration work as an important part of the 849’s drivability changes. In its statement it says the system of powertrain control is now revised for working more in closer synergy with the new combustion engine, including an “active damping” function designed to regularise idle and transitions between combustion and electric running smoother.
The 849 also has a new regeneration strategy under braking to improve pedal feel, with more progressive mixing between electrical and hydraulic deceleration.
Both the SF90 and 849 use the same 7.9kWh (7.45kWh usable) battery and offer up to 25km of electric-only range.
Ferrari’s performance claims are boosted in many ways, including underphraser. By the time it accelerated, “the SF90 was at the very edge of what seemed possible for a road car.” The outgoing model was 0 to 100km/h with a time of 2 ‘It’s an off-road model. 6 5 seconds and 0 to 200km/h in 6? Paraphrasing 7 seconds, 340km/h top speed – with the top of his line at a rate of 330km.
There is a list of 849 Testarossa, which is less than 2 in the ‘s name. 1 seconds to 100km/h and 6’. 35 seconds to 200km/h; top speed over 330 km/H. Ferrari also lists better braking distances for the Testarossa, with 100km/h to 0 in 28. The SF90’s 29-metre is 5 metres, more than the 5m (5 metres) paraphrasing. 5metres.
At the factory track, lap time for both cars is 17. SF90 5 for the Testarossa, and 11309 seconds for .
The 849 has uprated hardware, so it may be surprising that both cars have the same dry weight of 1570kg. Yet it has ‘cut the weight of performance-related improvements’ by targeted weight reduction work across most parts of Ferrari, according to its statement.
In addition, Ferrari says the 849 introduces recycled aluminium secondary alloy for engine castings like the cylinder head, crankcase and sump “It has reduced CO2 emissions per kilogram of aluminiumm used up to 80 per cent (adequately as high as 0). The CO2 equivalent of 4 tonnes per car is a with the same amount as four tonnes. unsure whether any owner will take care of , but we’re not sure.
On the aerodynamics side, this is an area where a vast deal of improvements have been made.
Ferrari cites 390kg of downforce at 250km/h for the SF90, and 415kg at 500km/3h (809). The firm also says 849’saves cooling performance for the powertrain and brakes 15 per cent as compared to that of the SF90, which it claims is an aerodynamic development targeting both downforce and thermal efficiency.
The new layout designed to increase front downforce compared to the SF90 is responsible for 35 per cent of the total down force in the 849 at the front a redesigned underfloor, which was intended to be used as ‘the basis behind this decision’. Ferrari cites another large front splitter, which has a “flick” element that it says contributes 10 per cent to the car’s front downforce.
In the rear, Ferrari says that “the 849 adopts a twin-tail concept and an integrated active back spoiler.” The active spoiler can switch from low-drag to high-downforce configurations in less than a second, Ferrari says, adding up to 100kg of downforce at 250km/h in high–down force configuration.
Similarly, Ferrari describes a multi-level rear diffuser and says that the rear underbody downforce is aligned with the SF90 while cutting off drag from there area by 10 per cent.
SF90 Stradale
All of the 849 cooling and thermal changes made for this year are comprehensive. As such, the additional power required a 15 per cent increase in heat dissipation capacity; for example, as this new car has designed coolant radiators with an 18 percent increase of radiating surface area and an 18. perc. higher intake of front air to boost flow through it is more efficient than other cars which have been used by these new vehicles that are not only attracted to one-half inches (25 per percent) but also two times larger on average?
Ferrari likewise says the bodywork flanks and ducting have been optimised to boost airflow to the intercoolers by 30 per cent, which is described in a new door and side intake strategy for feeding intercooleder, engine intake and rear brake ducted.
One of the most important areas of change is brakes and electronic controls, which are also major components of a shift called brakes. It is 410mm front and 372mm rear, as large brake discs on the 849 move to a larger size disc (compared with the 498mm Front and 360mm Rear) of the SF90.
It has also updated the hardware of braking system, such as discs pads and rear calipers to improve thermal control and consistency under repeated heavy use, Ferrari says.
The company also details brake cooling innovations, such as improvements to front caliper airflow and a rear brake intake moved from the underbody on the SF90 to ‘higher-energy zone within the flank intake’. It claims that this change will 70 per cent increase airflow to the rear caliper and 15 percent boost rear brake cooling performance.
Five years after these two models were released, Ferrari has redesigned the technology of the new 849 Testarossa significantly. The 849 adds ABS Evo and Ferrari’s FIVE (Ferrari Integrated Vehicle Estimator) while the SF90 introduced an integrated suite with energy recovery, including brake-by-wire systems such as eSSC and RRACe.
Ferrari describes FIVE as an estimator that makes a simplified real-time “digital twin” model of the car, and claims it can estimate vehicle speed with less than 1km/h and yaw angle with more than one degree error.
This company claims that these estimates support several dynamic control systems, with ABS Evo using the estimates to set target wheel slip and optimise braking distribution across different grip conditions. It is a repeatable, harder-braking result that Ferrari claims to be later than the “SF90”, which can only be repeated.
The tyres of the increase performance have also changed, with 849 sizes being larger (255/35 ZR20 front and 315/30 Z R20 rear on the SF90) to 265/ 35 R 20 and325-30 G60. Ferrari says he has three per cent more lateral performance than the SF90 because of tyres and a specific set-up, while it also claims 10 percent reduction in roll gradient.
This also has lowered the spring mass by 35 per cent, and the 849 is listed with semi-active MagneRide dampers as standard (also available for the first time with suspension lift even with the Ferrari Assetto Fiorano track pack)).
It has also co-developed the new tyres with several telcomers, including Michelin, Pirelli and Bridgestone. A specific Ferrari tyres are introduced as part of this, such as the Michelin Pilot Sport Cup2R (for maximum use) Micheline PilotSport Cup2, for Assetto Fiorano and Pirelli P Zero R and Bridgestone Potenza Sport which is standard-fit according to specification.
Ferrari’s approach to driver controls changes direction inside, a shift in the way it approaches drivers is described as ‘’. As part of its “hands on the wheel” philosophy, SF90 introduced touchpad and haptic steering wheels buttons as well as a 16-inch curved HD digital instrument cluster. The lack of real buttons on the wheel was a huge disappointment for owners, while some elements were loved by owners.
A new HMI designed to make interaction easier and more intuitive is described by Ferrari for the 849, which says that its steering wheel uses mechanical buttons (including the engine start button) – an approach known as “a revised HME” intended to simplify interactions.
The standard features include Apple CarPlay and Android Auto compatibility, wireless smartphone charging (and the MyFerrari Connect remote monitoring system for the 849) as well as a myfernari connect.
Ferrari also lists a larger set of driver assistance systems for the Testarossa, such as adaptive cruise control with stop/go, automatic emergency braking with cyclist detection, blind-spot monitoring, lane-keep assist, automated high-beam, traffic sign recognition, surround-view camera, rear cross-traffic alert and driver fatigue monitoring.
Both cars are under Ferrari’s seven-year maintenance program in aftersales terms. In the 849 SF90, for example, the ‘Ferrari Forever’ philosophy is also involved in the hybrid battery; the company says it will continue to support owners with updated batteries and upgrades indefinitely.
A first Australian orders of the new Ferrari 849 Testarossa coupe arrive in the fourth quarter (October to December) this year, with the Spider following in its first quarter (1 January to March) of 2027.
Data table: Ferrari 849 Testarossa vs SF90 Stradale (as listed by Ferrari)
| Category | SF90 Stradale | 849 Testarossa | Change |
| — | — | — | — |
| Total system output | 1000cv | 1050cv | +50cv |
| V8 displacement | 3990cc | 3990cc | No change |
| V8 max power | 574kW @ 7500rpm | 610kW @ 7500rpm | +36kW |
| V8 max torque | 800Nm @ 6000rpm | 842Nm @ 6500rpm | +42Nm |
| Max engine speed | 8000rpm | 8300rpm | +300rpm |
| Battery capacity | 7.9kWh (total) 7.45kWh (usable) | 7.9kWh (total) 7.45kWh (usable) | No change |
| EV range | 25km | 25km | No change |
| 0-100km/h | 2.5s | <2.3s | Quicker (claimed) |
| 0-200km/h | 6.7s | 6.35s | Quicker (claimed) |
| Top speed | 340km/h | >330km/h | Lower figure |
| 100km/h to 0 | <29.5m | 28.5m | 1m |
| 200km/h to 0 | Not listed | 108.0m | Newly listed |
| Fiorano lap time | 1:19s | 1:17.5s | 1.5 seconds quicker |
| Dry weight | 1570kg | 1570kg | No change |
| Dry weight / power | 1.57kg/cv | 1.5kg/cv | Improved |
| Weight distribution | 45:55 | 45:55 | No change |
| Downforce @ 250km/h | 390kg | 415kg | +25kg |
| Tyre sizes | 255/35 ZR20 F, 315/30 ZR20 R | 265/35 R20 F, 325/30 R20 R | Wider tyres |
| Brakes | 398mm F, 360mm R | 410mm F, 372mm R | Larger discs |
| Electronic controls listed | eSSC; E4WD (eTC, eDiff3); SCME‑Frs; FDE2.0; EPS; ABS/EBD with energy recovery | SSC 9.0; TC; eDiff; SCM; FDE 2.0; EPS; FIVE; ABS Evo; performance EBD | FIVE + ABS Evo added |
| Transmission | 8-speed dual-clutch | 8-speed dual-clutch | No change |
| Fuel tank | 68L | 68L | No change |
| Boot (trunk) | 74L | 74L | No change |
| Length | 4710mm | 4718mm | +8mm |
| Width | 1972mm | 2304mm | +332mm |
| Height | 1186mm | 1225mm | +39mm |
| Wheelbase | 2650mm | 2650mm | No change |
MORE:
Explore the Ferrari showroom
Thanks for reading Ferrari 849 Testarossa vs SF90 Stradale: What has changed?
