The Ferrari SF90 Stradale - the new series-production supercar


The most powerful Prancing Horse car ever references Scuderia Ferrari

Ferrari SF90 Stradale

Image Supplied by Scuderia South Africa

Ferrari introduces a new chapter in its history with the introduction  of its first series production PHEV (Plug-in Hybrid  Electric Vehicle), the SF90 Stradale.

The new model is extreme on every level and represents a true paradigm shift, because it delivers unprecedented performance for a production car.   

Figures such as 1,000 cv, and  a weight-to-power ratio of 1.57  kg/cv, and  390 kg of downforce at 250 km/h  not only put the SF90 Stradale at the top of its segment, but also mean  that a V8 is the top-of-the-range model for the first time in the marque's history.

The car's name encapsulates the true significance of all that has been achieved in terms of performance. The reference to the 90th  anniversary  of the foundation  of Scuderia Ferrari underscores the strong link that has  always existed between  Ferrari's track and road  cars.  

A brilliant encapsulation of the most advanced  technologies developed in Maranello, the SF90  Stradale  is  also the perfect demonstration of how Ferrari immediately  transitions  the knowledge and skills it acquires in competition to  its production cars.

The SF90 Stradale has a 90°  V8 turbo engine capable of delivering 780 cv, the highest power  output of any 8-cylinder in Ferrari history. The remaining  220  cv is delivered by three electric  motors, one  at the rear,  known as the MGUK (Motor Generator Unit, Kinetic)  due  to its  derivation from the Formula  1 application, located  between  the engine and  the new 8-speed dual-clutch transmission on the rear axle, and  two on the front axle. This sophisticated system does  not, however, make for a more  complicated driving experience. Quite the opposite, in fact: the driver simply has to select one of the four power unit modes, and then just concentrate on driving. The sophisticated control logic takes care  of the rest, managing the flow of power between the V8, the electric motors and the batteries.

The SF90 Stradale is also the first Ferrari sports car to be equipped with 4WD, a step necessary to allow the incredible power unleashed by the hybrid powertrain to be fully exploited, ensuring the car has become the new  benchmark for standing starts: 0-100km/h in 2.5 sec and 0-200km/h in just 6.7 seconds.

Ferrari's engineers  were able  to further broaden the spectrum of dynamic  controls by introducing the full-electric front axle, known as the RAC-e (electronic cornering  set-up regulator). As well as  exclusively providing  propulsion in electric drive, the two front motors independently  control  the torque delivered  to the two wheels,  extending the concept of Torque  Vectoring. Fully integrated into the car's vehicle dynamics  controls, the RAC-e governs the distribution of torque, making driving on the limit much  simpler and easier.

The introduction of this hybrid architecture was a challenge with regard  to managing the additional weight  which was resolved  by an obsessive  attention to  detail and  the overall optimisation  of the whole  of the car.

For maximum performance in terms of overall  weight, rigidity and centre of gravity, the chassis and bodyshell of the SF90

Stradale is all new, built using multi-material technology, including, for example, carbon fibre.

The development of a hybrid car of this kind demanded the development of a series of innovative aerodynamic solutions. The significant boost in the power  unit's performance brought with it an increase in the amount of heat energy to be dissipated and required the development team to carry out an in-depth review of the aerodynamic flows on the radiating masses.  It also demanded new solutions to increase downforce efficiently and guarantee maximum stability at all speeds and in all driving conditions.

Particularly noteworthy is the innovative shut-off Gurney, a patented active system located at the rear of the car which regulates the air flow over the upper body, reducing drag  at high speeds with low lateral dynamics loads  and increasing downforce in corners, under braking and during changes of direction.

The new car is epoch-changing from a stylistic perspective  as it completely rewrites the mid-rear-engined sports  berlinetta proportions introduced on the 360 Modena twenty years ago, instead taking its inspiration from Ferrari's recent supercars. A good example is the cockpit, which has  a smaller  frontal  section  and  is placed  closer to the front  of the car to reduce drag. This was also achieved without impacting on-board comfort.

The track-derived "eyes on the road, hands on the wheel" philosophy takes on a truly central  role for the first time too, significantly influencing the ergonomics and  styling of the interior.  The result is an HMI  (Human-Machine  Interface) and interior layout concept that are a complete departure from previous models.

Another major  innovation is the steering wheel which now has a touchpad and a series of haptic buttons that allow the driver to control virtually every aspect of the car using just their thumbs. The central  instrument  cluster is now entirely digital with the first automotive application of a 16" curved HD screen  which can be fully configured and controlled using the controls on the steering wheel.

On the central tunnel, improved  ergonomics have been combined with an  element from the past: the automatic gearbox controls are now selected by a grille-style feature that references Ferrari's legendary manual gear-shift  gate. Thus past and present skilfully merge to point the new Ferrari towards the future.

The SF90 Stradale also sees the debut of the new ignition keywith full keyless technology which will gradually be introduced across  the rest of the range, personalised with the model's name. Thanks to a special compartment in the central tunnel, it becomes an integral part of the car's styling.

In addition to the sporty version, which references the shape and colour of the signature rectangular Prancing  badge  sported by Ferrari's road cars, there will also be a more elegant metal-coloured version.

For the first time on a Ferrari, clients can choose between the standard car and a version with a more sports-oriented specification. The Assetto Fiorano specification includes significant upgrades, including special GT racing-derived Multimatic shock absorbers, extra lightweight features made from high-performance materials such  as carbon-fibre (door panels, underbody) and titanium (springs, entire  exhaust line), resulting in a weight-saving of 30 kg. Another difference is the high downforce carbon- fibre rear spoiler which generates 390  kg of  downforce at 250 km/h. The Assetto Fiorano includes Michelin Pilot Sport Cup2 tyres designed specifically to improve performance on the track in the dry. They feature a softer compound and fewer grooves than the tyres provided  as standard.


The  SF90  Stradale is the  first ever Ferrari  to  feature  PHEV  (Plug-in  Hybrid  Electric Vehicle) architecture which sees the internal  combustion engine integrated with three electric motors, two of which are independent and located on the front  axle, with the third at the rear between  the engine and the gearbox.

The internal combustion engine and the electric motors work in synergy to unleash an incredible 1,000 cv which means the SF90 Stradale sets  a whole  new benchmark in terms of its performance and  innovative content not just with regard to the Ferrari range, but also its competitors.


Thanks to its 780-cv power  output, the turbo V8 featured in the SF90 Stradale raises the bar for the performance limits achievable  by this type of architecture. The starting point  was the F154 family engine which has  won the International Engine of the Year award  for the fourth consecutive  year, an  unprecedented achievement for any power unit.

Together  with its 195  cv/l specific power  output, which is the highest in the segment, the engine also delivers 800  Nm of torque at 6,000 rpm.  To deliver this extraordinary result,  Ferrari's engineers  focused  on  several different  areas  of the engine,  starting  by increasing  its capacity from 3,902 cc to 3,990 cc  thanks  to a larger bore of 88 mm.

The intake and exhaust system was completely redesigned and now features a new, narrower cylinder head  with a central  injector and the adoption  of  350-bar GDI, another first for a Ferrari V8.

To improve  the internal  fluid  dynamics, not only was a larger diameter  intake  valve adopted but  the ducts are all horizontally lined up at engine  head  height; the  turbo charger  assembly  has  been  lowered  while the exhaust line is higher,  as testified by the fact that the tail pipes are now in the upper  section  of the rear bumper. The turbos are now equipped with electronically-controlled  wastegates to improve  catalyser  heating and new compressor volutes to optimise fluid-dynamics.

The re-engineering  goes  well beyond  fluid-dynamics:  the rationalisation  of the layout has  resulted in both a  lower  centre  of  gravity, thanks  in part  to the  adoption of  a smaller-diameter fly wheel,  and  a  reduction  in  overall  weight  thanks to the use  of Inconel instead of steel for the exhaust manifold. Meticulous attention was lavished on sound quality  when  redesigning   the  exhaust system and  the result is fuller, richer harmonics across  the entire frequency range.


The SF90 Stradale sports a completely redesigned 8-speed, oil-bath, dual-clutch transmission. New gear ratios and improved  transmission efficiency yield a significant reduction in fuel consumption in urban and motorway driving (-8% in the WLTP cycle) without having to compromise on performance. In fact, there is even a 1% improvement in efficiency on the track.

An optimised layout,  achieved  through the adoption of a dry sump and a significantly more compact clutch assembly  with a 20% smaller exterior diameter than the current gearbox, has shaved 15 mm off the installed height in the car which, in turn, lowers the centre of gravity of the running  gear by the same amount.

Despite the addition of an eighth gear and a maximum torque boost to 900  Nm (the latter an increase of  20% on the current  7-speed), the gearbox's  overall  weight is actually 7 kg lower. That figure rises to 10 kg when the elimination of the reverse gear - now incorporated in the function of the front electric motors - is included.

The new clutch's performance is 35% higher, transmitting up to 1200 Nm in dynamic torque in gear  shifts. Thanks  to new-generation actuation hydraulics,  total clutch fill times have been cut to 200 ms compared to the 488 Pista's 300 ms.


The SF90 Stradale is equipped with three electric motors capable of generating a total of 220 cv (162  kW). A high performance Li-ion battery provides power to  all three motors and guarantees a 25-kilometre range in all-electric eDrive mode, using just the front axle.  When the internal combustion engine  is turned off, the two independent front motors deliver a maximum speed of 135 km/h with longitudinal acceleration of ?0.4 g. Reverse can only be used in  eDrive mode  which means the car can be manoeuvred at low speeds  without using the V8. The front motors are integrated into


The internal  combustion  engine  and  electric  motors work  in synergy to generate an incredible 1,000 cv, which puts  the SF90  Stradale at the very top of  the range in performance terms. The control logic optimally manages the power flows either with the emphasis on efficiency or performance depending on the user profile selected by the driver.

Thanks to an additional steering wheel-mounted selector,  dubbed the eManettino (analogous  to the Manettino  which  is used  to set  the electronic   vehicle  dynamics modes), the driver can choose  from four different power unit management modes: eDrive: the internal  combustion engine remains  off and  traction is entrusted entirely to the electric front  axle. Starting with a fully charged battery, the car can cover up to 25 km in this mode. This mode  is ideal  for city centre  driving or  any other  situation  in which the driver wishes to eliminate the sound of the Ferrari V8.

Hybrid: this is the default setting when the car is turned on, in which the power  flows are managed to optimise the overall efficiency of the system. The control logic autonomously decides whether  to keep the internal combustion engine running or turn it off. If it is on, the internal combustion engine can run  at maximum power thus guaranteeing powerful performance whenever the driver requires.

Performance: unlike 'Hybrid', this mode  keeps the ICE running because the priority is more on charging  the battery than on efficiency. This guarantees that power is instantly and  fully available when required. This mode is best suited to situations in which driving pleasure  and fun behind  the wheel are the main focus.

Qualify: this mode allows the system to achieve maximum power output by allowing the  electric motors to work at their maximum potential (162kW). The control logic prioritises  performance over battery charging.


The exceptional work done  to boost the power unit's power would have all been in vain without in-depth dynamics  research and the development of a whole series of solutions to boost the SF90 Stradale's lap times, whilst simultaneously guaranteeing that drivers of all kinds could make full use of the car's potential and have fun behind  the wheel.

The new hybrid architecture required extensive and lengthy integration  work  on  the car's many different control logics.  The three areas concerned are:  the high-voltage system controls (battery, RAC-e, MGUK, inverter), engine and  gearbox control and vehicle dynamics controls (traction, braking, Torque Vectoring).

Integrating these areas with the existing vehicle control logics led to the development of the new eSSC (electronic Side Slip Control) vehicle control system. The eSSC introduces three innovative dynamic regulation and  distribution strategies for engine torque to all four wheels:

  • Electric Traction  Control  (eTC):  optimally  manages the availability  of the torque - both ICE and electric - distributing it to the individual wheels to suit driving conditions
  • brake-by-wire  control with ABS/EBD: allows  the braking  torque to be split between the hydraulic system and the electric motors (brake  torque blending), allowing regenerative recovery under  braking  which actually boosts performance and  brake  feel rather than compromising them
  • Torque Vectoring: available  on the front  axle to manage electric traction on outside and  inside wheel in cornering  to maximise traction exiting the corner and help ensure easy, confident, high-performance driving.


Thanks   to  the introduction  of  the  RAC-e electric  axle  and   traction  control,  eTC (Electronic  Traction   Control),  on  all  four  wheels,  it  is now  possible   to exploit  the additional grip offered by the front wheels when accelerating. Improved overall grip combined with the improved  power delivery from the electric motors at low speeds,  has significantly improved  the SF90 Stradale's longitudinal acceleration, making  it the new benchmark for standing starts.

Even at high  speeds  and in higher gears, the combined contribution of the electric motors in maximum traction conditions helps reduce  ICE response times, significantly improving longitudinal acceleration and thus performance.

The  new  brake-by-wire  system  manages kinetic  energy  recovery through the electric motors by implementing electronically-controlled blending  of hydraulic and electric braking, entirely unnoticed by the driver. Under normal braking conditions, energy recovery using the electric motors is the priority. The hydraulic system intervenes to support the electric one under  hard  braking.


The  eSSC control  logic also  supervises  how  torque is distributed  between  the front wheels  using  the RAC-e motors and  the electronic  control  derived  from  the Torque Vectoring concept, varying between  the inside and the outside wheel in cornering  based on dynamic  conditions with the aim of maximising performance and  delivering easier handling.


Although the extra 270  kg required  to incorporate the hybrid system into the car have been amply offset by the extra power delivery (220 cv, with a weight/power ratio for the system alone of 1.23  kg/cv), in-depth research was still required to ensure that overall weight was kept to 1,570 kg, thus guaranteeing a record-breaking weight/power ratio of 1.57 kg/cv.

The chassis has been completely redesigned with a multi-material and multi-technology approach to absorb the extra stresses associated with the new  power  unit and  the introduction of AWD. A number of technological innovations have been introduced, solutions include an all-carbon-fibre bulkhead between the cabin and  the engine and two new aluminium alloys, one of which is a high-strength 7000 series alloy for some of the sheet metal.  As a result, the SF90 Stradale chassis boasts 20% higher bending stiffness and  40% higher torsional rigidity than previous platforms without any increase in  weight.  This has significant  advantages for the car's dynamics. NVH (noise, vibration, harshness) characteristics have also been improved by the use of a new alloy known as 'quiet aluminium' for the floor pan.


The greatest challenge in crafting the aerodynamics of the SF90 Stradale was posed by the need to deliver downforce and  aerodynamic  efficiency at a level never  before achieved either by Ferrari or its competitors, whilst simultaneously guaranteeing that all the subsystems of the new power unit (internal combustion engine, electric motors, battery and inverters) would always function as optimally as possible.

As always, the aerodynamics department worked closely with Ferrari Design  and  this produced downforce and efficiency figures unmatched by any other car in the segment. Once again, they were achieved in typical Ferrari fashion: rather than using simple add- on elements, the car's forms were meticulously  sculpted.

The  results in terms of performance are impressive indeed: thanks to its  ability to generate  390kg of downforce at 250 km/h, the SF90 Stradale  is  now the new benchmark for downforce and efficiency in high-performance road cars.


Smart cooling flow management is the first step in defining a successful car layout and, in  this particular case, guaranteeing that 1,000 cv can be efficiently and uncompromisingly unleashed in all kinds of driving conditions without in any way compromising aerodynamic drag and downforce coefficients.

The internal  combustion engine, gearbox, turbo-charged air, battery pack and  electric motors,  the inverters and  charging  systems  and  brakes  all need  cooling.  Meticulous attention was paid to the design of the engine bay which houses both the usual internal combustion engine  systems that generate temperatures of nearly  900°C, and  highly temperature-sensitive electronic  components.

The coolant for the internal combustion engine  and  the gearbox  (high  temperature circuit) is cooled by two radiators located ahead of the front wheels. The hot  air flow coming  off those radiators  is channelled into  the side areas  of the underbody  rather than along the car's flanks. This means  that the air flow along the flanks is cooler when it enters  the air intakes  ahead of the rear wheels, thereby boosting the efficiency of the intercooler radiators.

Lastly, the cooling circuit for the brakes was completely redesigned to meet  the demands of the car's additional performance. In close collaboration with Brembo, Ferrari developed a new brake calliper for the front which is being used for the very first time on a road car.  The calliper has an integrated aerodynamic appendage which distributes the highly charged air flow from the special air intake directly under the headlights on the front bumpers, more efficiently to the brake pads and disc. The rear brakes  are cooled by the flow from two air intakes on the underbody near the rear wheels.


In terms of design, the SF90 Stradale's engine cover has been kept extremely low to improve the interaction between the flows over and  under  the body, and thus minimise drag.

The end section of the engine cover features a suspended wing divided in two sections: one fixed, which incorporates  the third brake  light, and  one  mobile  with a wedge- shaped front area. The latter has been dubbed the shut-off Gurney and is under  patent. It is also the most innovative downforce management device on the car. In urban usage or at  maximum  speed,  the two sections are aligned  and  suspended above  the engine cover, with the mobile wedge acting as an efficient fairing to the fixed element, allowing the air to flow both above and beneath the shut-off  Gurney.

In high downforce conditions (such  as driving through corners, braking  or in abrupt changes of direction), the mobile  element  is lowered  by a pair  of electric  actuators, closing  the lower blown area and uncovering the fixed element, generating a new tail geometry characterised by a broad load surface topped by a powerful nolder.

The system is controlled by a sophisticated control logic that checks parameters such as speed, acceleration (lateral and  longitudinal) and  driver inputs, hundreds of times a second  in order to establish the most efficient configuration to adopt.


Rear downforce is balanced at the front of the car by a complex and optimised system of vortex generators.  Although this  is not its very first appearance on a Ferrari sports car, the system has been honed to the maximum  on  the SF90  Stradale: the  front section of the chassis has been raised 15 mm compared to the central section of the chassis  at  the point  where the vortex generators are located, thus increasing the amount of air channelled towards them and boosting their effect.

The  front bumper is divided into two sections that have specific wing functions. Between the upper section and the bonnet is a pronounced indent that  locally compresses the flow. This feature, together with the two diffusers ahead of the front


Specific aerodynamic research went into the geometry of the forged wheels which are made  using  a construction technology that allows greater freedom  when  it comes  to aerodynamic  solutions. The specific geometry of the wheels  incorporate  radial elements on  the outer channel which are equally  spaced between the spokes and designed  to act  as wing profiles.  The geometry of these profiles mean that the wheel works like a rotor blade, very efficiently managing the flows from inside the wheelarch and guaranteeing two main effects:

  • Air evacuation from  wheel arch  is boosted, creating suction that also  benefits the  flow that passes  through the front diffusers, generating extra  downforce over the front;
  • The flow exiting  the wheel rim is lined up with the longitudinal flow running along the sides, thereby reducing  deviations caused  by the air mass exiting at an angle to the direction of movement, thus reducing  the car's Cd.


The SF90 Stradale is the most advanced car in the range  from a point of view of performance and  technology. The definition of the exterior styling was inspired  by that principle: to create a forward-looking, innovative  design that transmits the car's mission as an extreme sports car - Ferrari's first series production supercar.

Ferrari Design has  thus completely revisited the proportions of the front, central  and rear volumes in a radical evolution of the forms of Ferrari's mid-rear-engined production berlinettas of the last twenty years.

The aim was to design a leading-edge extreme car capable of delivering completely unprecedented performance for a Prancing  Horse  production car. The SF90 Stradale slots in between the mid-rear-engined coupés, today represented by the F8 Tributo, and supercars of the likes of LaFerrari, and is the new standard-bearer for hyper- technological extreme cars brimming with future-forward content.


The  SF90  Stradale's  architecture, in  which  the cabin is located ahead of  the mid- mounted engine, provided  Flavio Manzoni  and his team of  designers at the  Ferrari Styling  Centre, with the ideal platform on which to  craft a genuine supercarof impeccable proportions.

More compact overhangs  (the rear one is shorter than the front one in particular) and the frontward-shift of the cabin  have  created a cab-forward-type  architecture which emphasises the fact  that the engine is mid-mounted. A very low centre of gravity has also allowed  the designers to lower the cabin  area  by 20 mm.  Combined with a more curved windshield, slender A-posts  and a wide track, this creates a beautifully

The compact bubble-shaped cabin  has an aeronautical cockpit feel and  the fact that it has been shifted so far forward  is further emphasised by the geometry of the two body- coloured rear flying buttresses that enclose the rear.

Another signature solution is the headlights which hail a move away from the L-shaped look, to a slender slit design integrated with the brake air intakes   resulting in a characteristic C-shape  which lends the front of the car an original and futuristic appeal. In an absolute  first for a Ferrari, the SF90 Stradale  uses  matrix  LED  headlight technology to improve visibility in all driving conditions  thanks to active beam  control.

The rear of the car is dominated by high exhaust pipes which are the result of optimisation of the exhaust line layout. Because the power-  train is significantly lower in the car than in the past, the designers  were also able to lower the car's tail. Another deviation from  the styling typical of past berlinettas is the way the profile of the rear screen no  longer follows  the line from  the roof  to the rear  bumper. This element  of styling discontinuity is evidenced by the separation of the screen from the cooling grille.

The tail lights have also evolved quite  radically from Ferrari's iconic round shape. The eye-catching, more  horizontal luminous rings create  a more  horizontal perception of the tail lights which in turn visually lowers the height of the tail.


While the SF90 Stradale's exterior was crafted  to underscore its seamless  combining of form,  technology and performance, the interior is even more  radical.  The very explicit aim there was to create a cockpit that ushered in an entirely new design direction, the effects of which would carry over into Ferrari's entire future range.

The designers  took a futuristic approach to the interface concept with a strong  focus on creating a wraparound aeronautically-inspired cockpit with particular emphasis on instruments. This further emphasised and underscored the symbiotic relationship between car and driver.  In fact, the SF90  Stradale makes  an  epoch-changing leap forward  both in formal and content terms, updating the Human Machine Interface with all-digital technology.

In a first for a Ferrari, the central  instrument cluster comprises a single 16" digital HD screen which curves towards the driver to make it easier to read  and  to emphasise the F1-style wrap-around cockpit effect. This is the first time this type of screen has been adopted in a production car.

When  the engine  and  motors are  off, the onboard instruments  go black  lending  the cockpit a wonderfully sleek, minimalist look.  In line with Ferrari tradition, the default screen is dominated by a large circular rev counter which, however, this time is framed by the battery  charge indicator.  The navigation screen is on one side of the rev counter with the audio  control one on the other.

The "hands-on-the-wheel" philosophy has  consistently driven the development of the human-machine interface in every Ferrari F1 car and  its subsequent gradual transfer  to its road-going sports cars.  The SF90 Stradale's  steering wheel completes that transfer process  from  the competition  world  and  also  ushers  in a  new  era  by introducing a series of touch commands that allow the driver to control virtually every aspect of the car without ever taking their hands off the wheel.

The  traditional controls include the now-classic steering-wheel mounted  headlight control, windscreen wipers, indicators and the Manettino for driving modes.

Of the new touch controls, the compact but functional pad on the right-hand spoke allows the driver to navigate the central cluster screens, while voice and  cruise controls are on  the left-hand spoke. Also noteworthy is the adoption of  a rotary switch for cruise control, a solution derived directly from the Formula  1 car. In the bottom left section of the central area, there are four buttons the driver uses to select the power unit use mode.

The Head Up Display is another part of the innovative HMI and  allows various data to be  projected onto the windshield within the driver's field of vision so that their attention is not distracted from driving.

From  a creative perspective, the SF90 Stradale interface  project gave the  Ferrari Style Centre's designers  the opportunity to interpret the screens in the cabin  as a canvas  on which all the car's functions and controls could be represented.  The screen  graphics on  the SF90 Stradale were also  designed  to create a  3D  effect  which  is particularly striking during  transitions,  such  as  when  the instrument panel  is turned on or when swapping from one screen to the next.

Alongside the new-concept HMI,  another major  theme tackled in the cabin  was  the tunnel area  interface. The F1 controls on the "bridge"  are probably the most iconic of the Ferraris of recent  generations. These have been  completely  redesigned and  set into a  modern metal  plate  which  references  an  equally  iconic  feature from  the past: the classic gear lever gate.


Ferrari's unparalleled quality standards and  increasing  focus on client service underpin the extended seven-year maintenance programme offered  with the SF90 Stradale. Available across  the entire Ferrari range,  the programme covers all regular maintenance for the first seven years of the car's  life. This scheduled maintenance  is an  exclusive service that allows clients the certainty that their car is being kept at peak performance and  safety  over the years.  This very special  service is also  available  to owners  buying pre-owned Ferraris.

Regular maintenance (at intervals of either 20,000 km or once a year with no mileage restrictions), original  spares  and meticulous checks by staff trained  directly at the Ferrari Training Centre in Maranello using the most modern diagnostic tools are just some of the advantages of the Genuine Maintenance Programme.

The service is available on all  markets worldwide and from all Dealerships in the Official Dealership Network.

The Genuine  Maintenance programme further extends the range  of after-sales services offered  by Ferrari to satisfy clients wishing to preserve the performance and  excellence that are  the signatures of all cars  built at the factory  in Maranello which  has  always been synonymous with leading-edge technology and sportiness.



Internal  combustion engine

Type                                                V8 - 90°  - turbo - dry sump

Total displacement                            3990  cc

Maximum power output*                   574 kW (780  cv) @ 7500  rpm

Max torque                                       800 Nm @ 6000  rpm

Specific power output                        195 cv/l Max. engine speed     8000  rpm Compression ratio                             9.5:1

Hybrid system

Maximum power electric motors         162 kW (220  cv)

Battery capacity                                7.9 kWh

Max. range under electric power        25 km

Dimensions and weight

Length                               4710  mm

Width                                 1972  mm

Height                                1186  mm

Wheelbase                          2650  mm

Front track                          1679  mm

Rear track                           1652  mm

Dry weight**                       1570  kg

Weight distribution               45% front - 55% rear

Boot capacity                        74 l

Rear shelf capacity                 20 l

Fuel tank capacity                  68 l (2 reserve)


Front                                     255/35 ZR 20 J9.5

Rear                                      315/30 ZR 20 J11.5


Front                                     398 x 223 x 38 mm

Rear                                      360 x 233 x 32 mm

Transmission and gearbox    8-speed, F1 dual-clutch transmission

Electronic  controls                  eSSC: E4WD  (eTC,  eDiff3),  SCME-Frs, FDE2.0, EPS, high performance ABS/EBD with energy recovery


Maximum speed                      340 km/h

0-100  km/h                          2.5 s

0-200  km/h                          6.7 s

100-0  km/h                          <29.5 m

Dry weight/power                 1.57 kg/cv

Laptime at Fiorano                 79s

Fuel consumption and  emissions

Under homologation

*          With 98 octane petrol

**        With optional extras

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 #iloveza❤️🇿🇦 #AfterFajrGrind Accolades:

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Nabihah Plaatjes Accolades:

2023 CEO of the Independent Media Association of South Africa (IMASA)

2018 Contributing Author to SAFFRON: A Collection of Personal Narratives

2017 Recipient of Owami Women & Brand South Africa's Play Your Part Award

Ziyaad Plaatjes Accolades:

2021 Mail & Guardian Top 200 Young South Africans: Arts, Entertainment, Film & Media 

2020 Contributing Author to There's a Story in Everyone

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