Ferrari 849 Testarossa debuts – the legendary name makes a return on the SF90 Stradale’s replacement

Ferrari has officially introduced the 849 Testarossa, unveiling the replacement for the SF90 Stradale this evening in Milan, where it will be hosting potential customers for the car over the next three days. Ahead of that, the plug-in hybrid was shown to selected members of the global motoring press at a special preview.

We’ll get to how the new offering shapes up technically, but first, let’s get the biggest talking point out of the way – the name. Enough changes have come about with what is essentially a very heavy facelift that it can be considered a new car, and so besides the 849 nomenclature (eight cylinders, and 499 cc of displacement per cylinder), there’s that chosen moniker, which of course to most conjures up the car that last bore the name from four decades ago.

Anoraks familiar with it will of course have immediately noted that there are no side strakes on this one, or anything similar in cues for that matter, and so the next natural question is, does it borrow anything or pay homage in any way styling-wise to the 1984 Testarossa? According to design chief Flavio Manzoni, there’s no association to the old car in any form whatsoever.

So, what gives? Well, the name pick is very much tied to a deeper part of Maranello’s history, with a nearly 70-year heritage behind it all. That’s because it was first used on the 500 TR in 1956 to describe the colour of the cam covers of some of Ferrari’s most extreme, high-performance and iconic racing engines. There was also of course the 250, which bore the redhead moniker.

All this well predates its eventual application on the Type F110, which is – given that it is within the living memory of most discussing it – the associated image in the minds of many whenever it is mentioned. Given time, this one should carve its own identity and eventually become top of mind when discussing the name. Well, that’s the idea, at least.

That out of the way, let’s move on to the car, which is being introduced in both Coupe and Spider form at the same time in order to offer buyers an easier pick from the get-go. According to Enrico Galliera, the company’s chief marketing and commercial officer, the double billing intro, which started with the 12Cilindri, is aimed at making it easier for clients to decide which style they want right at the start.

“The designs address different needs and can satisfy a higher number of buyers by giving them the car they need. It also makes it easier for waiting lists,” he said during the launch.

The 849 Testarossa sits on the same platform as its predecessor and also continues with the same powertrain architecture, in this case a twin-turbo V8 engine combined with the same three electric motor layout, of which two are independent and located on the front axle, with the third, a MGUK (Motor Generator Unit, Kinetic) at the rear, housed between the engine and the car’s eight-speed, dual-clutch gearbox.

Much like the SF90, which featured an extensively reworked F154 mill that it was considered new, the 849 does the same, redoing the former’s unit extensively that it too is considered fresh enough to get a new F154FC designation. Displacement remains 3,990 cc, but the unit now produces 50 PS and 42 Nm more than before.

On its own, the engine puts out 830 PS at 7,500 rpm and 842 Nm at 6,500 rpm (780 PS and 800 Nm on the SF90). This bump in output has been accomplished by revising the components, including introducing an all-new, larger turbocharger, cylinder heads, engine block, exhaust manifolds, intake plenums, titanium fasteners, valve train system and fuel rail.

The party piece is the new turbocharger, the largest ever for a Ferrari production car. The unit features F80-derived low-friction bearings and an innovative heat shield on the turbine casing (inspired by the 296 GT3) to improve thermal management in the engine compartment. Among the other changes is a refined calibration strategy, which minimises the effects of turbo lag and maintains the responsiveness of the engine.

Elsewhere, the lightening of the camshafts and the adoption of titanium screws means the power increase has been done without any weight penalty.

The electric part of the powertrain system continues to offer the same output as before, which is 220 PS, and associated components and specifications remain close to that seen previously, with a 7.45 kWh lithium-ion battery (7.9 kWh on the SF90) capable of providing the car with an identical 25 km of all-electric range using just the motors from the front axle. The two independent front motors allow all-electric operation up to 130 km/h.

Despite the similar numbers, the company says that the entire system has been revised to improve performance and driving comfort, with an optimised calibration to work in synergy with the internal-combustion engine. The control system also integrates a new active damping function to improve the engine idle as well as the transition between the thermal and electrical operating phases.

Additionally, the cooling maps of the electric motors have been redrawn, ensuring a higher thermal efficiency of 10-12 °C, which keeps the electric performance consistent for a longer period, even under repeated load.

Given the many similarities about, including the essentially unchanged electric equation, it surely begs the question of how much of the SF90 has been retained. Chief product development officer Gianmaria Fulgenzi tells us that about 50% of the old car has been carried over, but the tweaks that have been made within that lends to what constitutes a high percentage of new within the old.

Whatever the case, the headlining figure is of course the 1,050 PS combined system output, which the automaker touts as an absolute record for a production Ferrari. It’s good to get the car to 100 km/h in 2.25 seconds and on to 200 km/h in 6.3 seconds, slightly faster that the 2.5 and 6.7 seconds on the SF90, while top speed is rated at above 330 km/h.

The performance increase translates to real world gains – according to the carmaker, the 849 Testarossa can lap Fiorano in one min 17.5 seconds, which is around 1.2 seconds quicker than the SF90 Stradale and just 0.2 seconds less than the limited-run SF90 XX Stradale.

The new Testarossa measures in at 4,718 mm long, 2,304 mm wide and 1,225 mm tall, which makes it eight mm longer, 332 mm wider and 39 mm taller than the SF90 (4,710 mm long, 1,972 mm wide and 1,186 mm tall). Dry weight is 1,570 kg, which is identical to the SF90, with the Spider weighing 90 kg more. As per the usual practice, no photography was allowed during the preview, but unlike before, the provided images – which include a couple of live event pix – are quite comprehensive, and showcase the car well enough.

Styling-wise, the new Testarossa wears a bolder suit, with the look moving away from the SF90 primarily at the back, which is where its additional width comes from. The rear of the new car is prominent, with haunches that largely derive their look from the 512 sports prototypes from the 1970s. These are largely to help the car dissipate thermal energy better, given that the side intercooler, borrowed from the F80, has a 19% larger surface area, but it also aids aerodynamics.

The front end has a full-width contrast strip running across it, as seen on the 12Cilindri and F80, and there’s a nice sharpness to it viewed from most angles. The novelty comes from the twin-tail architecture, with two wing sections to exploit the high-energy flow running off the beefy rear wheel arches, which derive their inspiration from the Purosangue.

These twin tails, which get a vertical contrast element (acting as visual breaker) at the front end of their layout, taper off at the rear with passive spoiler extensions that give the car a rather novel look, although it might take some getting used to for those who like less bulk in their surfaces. It looks easier on the eye in the flesh.

The passive units are joined by an active rear spoiler, derived from that of the SF90 Stradale and the 296 GTB, which is integrated into the bodywork and actioned by a kinematic solution that is two kg lighter. Capable of switching between low drag and high downforce configurations in less than a second, it can generate up to 100 kg of downforce at 250 km/h in its latter mode, working in synergy with the passive elements of the tail.

Still at the rear, three slots on the side trim helps with the evacuation of high-pressure air in the wheel housing, and a vent on the bumper exploit the depression of the car wake to increase the extraction of air from the engine compartment.

Speaking of braking, the system has been upgraded from the SF90 with larger carbon-ceramic discs and redesigned calipers, from Brembo. The regenerative braking calibration has also been revised to give more feedback and consistency, with the system utilising the electric motors to provide assistance to the brakes. Meanwhile, the introduction of ABS Evo improves braking efficiency as well as pedal feel and travel.

The sonic signature of the car has also been reworked, with the sound level of the V8 being increased at all speeds under load with the help of a new engine calibration and a gear shift strategy inherited from the SF90 XX Stradale, with particular attention being paid to the output in the low and mid ranges.

Elsewhere, the vehicle dynamics of the new car has been improved in its consistency and accessibility, with increased levels of handling and tyre grip, aided by the workings of the Ferrari Integrated Vehicle Estimator (FIVE), first seen on the F80. The latter creates a digital twin of the car to estimate the yaw angle and velocity of the car’s centre of mass, calculated with a precision of up to one degree and one kilometre per hour respectively.

The cooling has also been enhanced to cope with the increased braking power (+2% at the front and +15% at the rear). At the front, the air intake integrated into the duct and the dedicated fairing of the oil pipe fixing bracket provide a higher flow rate towards the caliper, while a deflector below the lower wishbone, fed by the front diffuser, contributes to the ventilation of the disc. At the back, the air intake has been integrated into the car’s flank, increasing the flow by 70% to the rear caliper.

The automaker says that the synergy between form and function has enabled impressive aerodynamic performance, with the total downforce of 415 kg at 250 km/h representing a 25 kg increase over the SF90 Stradale on top of providing a 15% boost in cooling power for the powertrain and brakes.

Inside, the cockpit has been styled to be even more enveloping and ergonomic than before. The new steering wheel is, like seen in recent outings, now equipped with physical buttons, and a central sail motif with the integrated gear-change gate, inspired by the F80, improves the positioning of components and makes them more accessible.

Additionally, there’s a new HMI system, which makes interaction with the car even simpler and more intuitive. Accessibility has also been improved by reducing the width of the bottom of the door panel and adjacent areas, thus freeing up additional space for the rear bench and the passenger-side glove box.

Two seat versions are available for the car, the first being comfort, with a sculptural treatment of the upholstery and styling that matches the geometry of the cockpit, and the second, a carbon-fibre racing seat, with sporty side bolsters for ideal lateral containment.

Elsewhere, you’ll find Apple CarPlay and Android Auto connectivity, while wireless charging for smartphones is integrated into the central tunnel. The car is also equipped with the MyFerrari Connect system, which allows the vehicle to be monitored remotely via a dedicated App.

Two new colours have been introduced for the Testarossa. The first is Rosso Fiammante, an evolution of the historic pastel Rosso Corsa shade enriched by a metallic effect to provide warm and brilliant reflections under sunlight. The second is Giallo Ambra, an intense and warm shade with reddish hues, which takes its inspiration from natural amber. For the interior, a new Alcantara trim called Giallo Siena has been introduced, designed to harmonise with the Giallo Ambra exterior.

Naturally, there’s an Assetto Fiorano specification, which like on the SF90 reduces weight by about 30 kg through extensive use of composite materials such as carbon fibre and titanium. Specific components include a new lightweight tubular seat upholstered in black Alcantara , which saves around 18 kg compared to the standard seats, and 20-inch carbon fibre wheels. The specification also adds on aerodynamic enhancements, including two twin wings that replace the twin tails, among other things.

Finally, pricing, with European pricing providing the necessary gauge indicators. The automaker said that pricing for the coupe will begin from 460,000 euros (RM2.27 million) in Italy, with the first deliveries expected to begin from Q2 next year. As for the Spider, prices start from 500,000 euros (RM2.46 million) in the same market, and first deliveries for this one are expected to start from Q3.

GALLERY: Ferrari 849 Testarossa, in Rosso Fiammante

GALLERY: Ferrari 849 Testarossa Spider, in Giallo Modena

GALLERY: Ferrari 849 Testarossa, Assetto Fiorano package, in Grigio Titanio

GALLERY: Ferrari 849 Testarossa world debut preview, Milan

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