Ferrari 849 Testarossa Spider: Plug-in Hybrid V8 Icon
Ferrari has unveiled the 849 Testarossa Spider to international press and clients, replacing the SF90 Spider with a plug-in hybrid super sports berlinetta. Three electric motors work with a mid-rear twin-turbo V8 to deliver a combined 1050 cv, 50 more than the outgoing car. The retractable hard top opens or closes in 14 seconds at speeds of up to 45 km/h, allowing you to enjoy towering performance in any weather with a more vivid connection to the surroundings. Ferrari enhances cabin comfort with a new wind deflector behind the seats, which reduces turbulence.
The 849 Testarossa Spider sits at the summit of Ferrari’s open-top range thanks to its pace, its ability to thrill without sacrificing ride comfort or cabin refinement, and a design that feels futuristic yet rooted in history. Ferrari built it for demanding clients who want the very best from a Maranello supercar. The storied Testa Rossa name returns for good reason. Ferrari first used it on the 500 TR in 1956 to describe the red cam covers on some of its most extreme racing engines, and later on the celebrated 1984 Testarossa road car.
At its heart, the twin-turbo eight-cylinder engine belongs to a family that earned multiple International Engine of the Year awards. Ferrari re-engineered the unit to produce 830 cv, then paired it with an advanced hybrid system drawn from motorsport. A new turbocharger, the largest ever fitted to a Ferrari production car, enables unprecedented acceleration. The hybrid group adds 220 cv through a rear electric motor and two units on the front axle, while on-demand four-wheel drive and torque vectoring maximise traction in every condition. The PHEV architecture features a 7.45 kWh lithium-ion battery mounted low in the chassis for optimal balance. In eDrive mode, the car can cover up to 25 km on electric power alone. You choose eDrive, Hybrid, Performance or Qualify via the eManettino to optimise efficiency or outright speed as required. The front motors form the RAC-e system for precise torque distribution, and the rear MGU-K draws directly on Ferrari’s Formula 1 know-how. Revised calibration delivers seamless transitions between electric and combustion power, an active damping function stabilises the idle, and improved cooling maps raise thermal efficiency by 10–12 °C, ensuring electric performance remains consistent under heavy use. Ferrari has also refined regenerative braking to give a more natural pedal with smoother, more progressive deceleration.
Ferrari overhauled the V8 with new cylinder heads, an engine block, exhaust manifolds, intake plenums, titanium fasteners, a valve train, and a fuel rail. F80-derived low-friction bearings support the larger turbo, while a 296 GT3-inspired heat shield improves thermal management. Intercooler upgrades handle the higher output. Machining inspired by racing engines, along with lightened camshafts and titanium screws, improves the weight-to-power ratio by nearly 10% compared to the SF90 Spider. The Inconel exhaust manifold utilises ducts with a 20% larger diameter and 10% greater length to enhance performance and preserve the signature Ferrari timbre. A flexible Inconel joint withstands extreme temperatures without adding mass, and GPFs with a new ceramic matrix maintain a compact layout while meeting regulations. For the first time on a Prancing Horse range car, Ferrari employs recycled aluminium secondary alloys for engine castings, such as the cylinder head, crankcase, and sump, cutting CO₂ emissions per kilogram of aluminium by up to 80% and saving up to 0.4 tonnes of CO₂ equivalent per car.
To sharpen dynamics and feedback at the limit, Ferrari fits the latest brake-by-wire hardware and the ABS Evo controller, which improves braking precision and consistency in all conditions. Revised springs and dampers enhance behaviour at the edge of grip. Extensive weight reduction across components delivers the best power-to-weight ratio ever for a series model of this type, as significant performance gains are achieved with no increase in mass over the SF90 Spider. Larger discs and pads team with optimised ventilation channels at the front and new, more rigid rear callipers for dependable stopping power under sustained use. The Ferrari Integrated Vehicle Estimator (FIVE) creates a real-time digital twin of the car. It estimates speed to within 1 km/h and yaw angle to within 1°, then feeds that data to the traction control, electronic differential, and e4WD system, so responses feel crisper and more repeatable. ABS Evo utilises FIVE to target optimal slip for each wheel, enabling later, harder, and more consistent braking across all Manettino positions and surface conditions. Lateral performance rises by 3% thanks to tyre development and a specific suspension set-up. Ferrari trims the roll by 10% and reduces the road spring mass by 35%, while the reworked damping suits both road and track conditions. From 5,500 rpm in third gear, you experience stronger longitudinal acceleration due to the improved weight-to-power ratio, higher high-rev output, and tailored power delivery, without compromising low-end response. Ferrari also reinforces chassis rigidity so the Spider mirrors the coupé’s poise.
Design draws inspiration from 1970s Sports Prototypes and conveys them through sharp, geometric lines. The synergy between form and function yields serious aero performance. Total downforce reaches 415 kg at 250 km/h, 25 kg more than the SF90 Spider, while powertrain and brake cooling improve by 15%. Ferrari sculpts the body flanks to increase intercooler airflow by 30%, carving a door channel to feed the lower core and shaping the side intake trim to curve around the sill with a profiled upper auxiliary inlet that also supplies the rear brake and engine intake. Underneath, a completely redesigned front underfloor generates 35% of total downforce. Three pairs of cascading vortex generators enhance outwash and intake, increasing front downforce by 20% compared to the SF90 Spider. Upstream of the side louvres, a neat excavation and nolder help extract hot air and reduce tyre face pressure, thereby cutting drag. A squarer front bumper integrates bumperettes that guide more air to the intakes and generate vortices to clear the wheel arch, while a larger splitter with a flick inspired by the SF90 XX Stradale contributes 10% of front downforce. At the rear, a twin-tail architecture inspired by the 512 S features two spoilers over the muscular arches, generating 10% of the rear downforce. An active spoiler derived from the SF90 Stradale and 296 GTB sits flush with the body, utilising a mechanism that is 2 kg lighter than before. It switches from Low Drag to High Downforce in under a second, adding up to 100 kg at 250 km/h while working in conjunction with passive tail elements. A multi-level rear diffuser with vertical fences isolates the wheel wake, and oversized vortex generators maximise expansion around the axle. Ferrari matches the SF90 Spider’s rear underfloor downforce while trimming drag by 10%. Two distinctive elements define the Spider: the rear tonneau bridge, which channels flow cleanly towards the engine cover and active spoiler when the roof is closed, and a patented wind stop that ducts air from intakes in the rear bench to lower vents by the seat floorpan when open, reducing high-energy turbulence in the cabin and improving comfort.
The thermal package keeps everything in the sweet spot. A 50 cv rise in combustion power demanded 15% more heat rejection, so Ferrari redesigned the coolant radiators with asymmetrical geometry to increase surface area by 18%, adapted the hybrid radiator to the new front volume, and fitted an F80-derived side intercooler with 19% more surface and a reduced inclination to lower its height in the chassis. A front intake that has been enlarged by 18% feeds the radiators, while an integrated upper channel supplies the front brakes. Internal vertical baffles prevent flow mixing and stiffen the bumper, and a parking-sensor fairing guides air towards the brake intake and radiator. Repositioned vents on the arches and underfloor now work with a vortex generator and a nolder to enhance extraction. Additionally, three slots on the rear side trim, along with a bumper vent, utilise wake depression to pull hot air from the engine bay. A rear wheel arch treatment, inspired by Purosangue, releases high-pressure air to cut drag. Slots near the spoiler and across the rear bumper ventilate the engine compartment and cool electronics. Brake cooling increases by 15% at the front, thanks to a dedicated fairing for the oil pipe bracket and a deflector under the lower wishbone, fed by the front diffuser. At the rear, a new flank intake increases calliper airflow by 70%.
Sound matters as much as speed. Ferrari tunes the V8 turbo’s timbre to deliver a recognisable signature in every situation while retaining the classic harmonics of a Ferrari V8. Volume rises across the range, with exceptional care for richness and purity at low and mid revs. Acceleration highlights the bright tones of the noble combustion orders. As the engine approaches its 8,300 rpm limit, the experience becomes fully immersive, with sound, thrust, and vibration amplified by the flat-plane crankshaft. A revised shift strategy, inherited from the SF90 XX Stradale, intensifies upshift sound during press-on driving. New engine calibration works in conjunction with gearbox logic to choreograph actuations and combustion-chamber pressure, thereby increasing sound intensity during lift-off. You hear an authentic racing-style shift from medium loads and revs, and the effect grows more extreme from the ‘Race’ Manettino position.
Ferrari co-developed tyres with Michelin, Pirelli, and Bridgestone to suit various road, track, and weather conditions. Options include the Michelin Pilot Sport Cup2R on request, the Michelin Pilot Sport Cup2 with Assetto Fiorano, the Pirelli P Zero R as standard, and the Bridgestone Potenza Sport as standard, also available in run-flat form. Sizes are 265/35 R20 for the front and 325/30 R20 for the rear. Driver assistance systems support comfort and safety with minimal intrusion, stepping in only in emergencies and configurable via the instrument cluster. Features include Adaptive Cruise Control with Stop & Go, Automatic Emergency Braking with Cyclist Detection, Blind Spot Detection, Lane Departure Warning, Lane Keeping Assist, Automatic High Beam, Traffic Sign Recognition, Surround View, Rear Cross Traffic Alert and driver-fatigue monitoring.
The Ferrari Styling Centre under Flavio Manzoni reinvented the SF90 Spider’s shape to emphasise technology and performance. The language blends sculptural forms with graphic elements in an architectural, aeronautics-inspired direction. With the roof closed, the Spider mirrors the 849 Testarossa’s volumes, showing how design and engineering evolved both bodies in parallel. Open the roof, and the double-tail architecture becomes the star, giving the car a unique stance. A deep three-dimensional door surface starts at the main crease line. Ferrari stamps the panel from a single aluminium alloy moulding using advanced processes. The door functions as an aerodynamic duct, with its contrasting black vertical intake feeding the intercooler and an additional upper inlet, introducing a three-dimensional livery theme. The crease line flows into a 512 S-inspired double tail, visually shortening the cabin and pushing the silhouette forward. Up front, structured volumes recall 1980s Ferrari geometries. A bridge-like fascia links the headlights, echoing themes from the Ferrari 12Cilindri and F80 and creating a full-width spoiler effect in the surfacing. Body-coloured flicks and a black splitter reinforce the technical look. The rear pairs the twin tails with the active wing in a patented solution. A sculpted bumper widens the stance, the centre section frames the iconic round tailpipes, and a deep full-width diffuser underlines the performance message. From above, the protruding front flicks and dual rear tails define a clean perimeter, while the rear screen integrates visually into the tails to emphasise the cab-forward feel. Forged wheels, developed with the aero team, use pronounced profiles and extended diamond-cut sections to extract air from the wells and manage wake, with geometries that allow broad aesthetic and functional customisation.
Inside, a berlinetta-style horizontal dash meets a single-seater-inspired cockpit. The upper dashboard floats and houses ‘C’-shaped vents framed in aluminium. A contrasting horizontal band, situated between the upper and lower sections, integrates the primary controls and the passenger display. Two architectural sail motifs form the lower dash and carry the controls, with an F80-inspired, gated gear-selector design set in a floating position on the driver’s side. Ferrari redesigns the central tunnel to rationalise secondary commands, and the door cards echo the central sail with an aluminium-grilled woofer and integrated pull. Better packaging frees space around the door bases, rear bench and passenger glove box for easier access. You can choose sculptural comfort seats or carbon-fibre racing seats with supportive bolsters. Both blend ergonomics with style.
The steering wheel combines mechanical controls, including the iconic Engine Start button, with a digital cluster that allows you to reconfigure electric driving modes via the eManettino quickly. The interface concentrates functions around the driver and subtly extends to the passenger side. Apple CarPlay® and Android Auto® handle connectivity, while wireless charging is located in the tunnel. MyFerrari Connect allows you to monitor your car through a dedicated app remotely.
Assetto Fiorano, an optional specification unavailable on the standard car, maximises dynamic and aerodynamic performance. Ferrari trims about 30 kg through extensive carbon-fibre and titanium use. A new lightweight tubular seat in black Alcantara saves approximately 18 kg, and 20-inch carbon-fibre wheels reduce unsprung mass to sharpen responses under acceleration and braking. Up front, larger flicks and an underfloor with an extra pair of vortex generators maintain aero balance at higher loads. At the rear, two twin wings replace the twin tails, featuring high-incidence profiles between vertical endplates, which triple vertical downforce without a significant drag penalty. Stiffer single-rate Multimatic dampers, 35% lighter springs, and a 10% reduction in roll gradient improve body control and aero efficiency. You can specify a front lifter while keeping the semi-active Magneride, and Michelin Pilot Sport Cup2 tyres, tailored to this version, further enhance grip and consistency. An exclusive livery in Bianco Cervino or Rosso Corsa features a graduated double longitudinal stripe that starts at the end of the bonnet, crosses the roof, and finishes on the rear deck, creating a dynamic, modern look.
Personalisation runs deep. New colours include Rosso Fiammante, a metallic evolution of historic Rosso Corsa that glows warmly in sunlight, and Giallo Ambra, an intense shade with reddish hues inspired by natural amber. Inside, a new Alcantara trim called Giallo Siena pairs beautifully with Giallo Ambra to create a modern yet relaxing ambience. Forged rims offer multiple configurations, allowing you to tailor both function and style.
Ferrari backs the 849 Testarossa Spider with an extended seven-year maintenance programme available across the range. Regular maintenance, genuine parts, and meticulous checks by technicians trained at the Ferrari Training Centre in Maranello, using the latest diagnostic tools, ensure the car performs at its peak. The service runs worldwide through the Official Dealership Network and also supports pre-owned Ferraris. Owners of Prancing Horse PHEVs enjoy a five-year warranty on hybrid components. With the Warranty Extension Hybrid, you extend comprehensive, factory-backed coverage across your entire vehicle. If you opt for the eighth year, Ferrari replaces the high-voltage battery pack at no additional cost. The Power Hybrid programme then allows you to extend warranty cover on major powertrain components, including the hybrid system, from year eight to year sixteen. It again includes a no-cost high-voltage battery pack replacement from year sixteen.
