Ferrari 849 Testarossa: Plug-in Hybrid V8 Supercar
Ferrari unveils the 849 Testarossa to the international press and clients, positioning it as the successor to the SF90 Stradale. This plug-in hybrid supercar combines three electric motors with a mid-rear twin-turbo V8 for a total of 1050 cv, 50 more than the model it replaces. As the new flagship of Maranello’s range, it delivers thrilling performance while preserving ride comfort and interior refinement, pairing futuristic lines with heritage cues. Ferrari revives the legendary Testa Rossa name, first seen on the 500 TR in 1956, to describe the red cam covers of the marque’s most extreme racing engines, then made famous by the 1984 Testarossa road car.
Engineers centre the 849 Testarossa around a re-engineered twin-turbo eight-cylinder from a family that claimed multiple International Engine of the Year awards. The unit produces 830 cv and works with a hybrid system derived from Ferrari’s motorsport know-how. A new, largest-ever turbo for a Ferrari production car enables ferocious acceleration. The hybrid group pairs a rear electric motor with two units on the front axle for a combined 220 cv. On-demand four-wheel drive and torque vectoring maximise traction and agility in all conditions.
Ferrari sharpens dynamics with a latest-generation brake-by-wire set-up and the ABS Evo controller to improve braking precision and consistency. Revised springs and dampers enhance behaviour at the limit. Extensive weight reduction across components secures the best power-to-weight ratio ever for a Ferrari range model, as significant performance gains are achieved without adding mass compared to the SF90 Stradale.
Designers recast the V8 mid-rear berlinetta theme by drawing on 1970s Sports Prototypes and crisp geometric surfacing to create a timeless profile with purpose. Form follows function, delivering 415 kg of downforce at 250 km/h, a gain of 25 kg over the SF90 Stradale, while cooling efficiency for the powertrain and brakes rises by 15%. Inside, a more enveloping, ergonomic cockpit features a central sail with an integrated gear-change gate, inspired by the F80, which improves component placement and accessibility. A new steering wheel with mechanical buttons, including the iconic Engine Start, enhances tactility, and a new HMI simplifies interaction.
The plug-in hybrid powertrain integrates a 830 cv twin-turbo V8 with three electric motors, a high-voltage battery, and an inverter that together add 220 cv, bringing the total output to 1050 cv. The architecture prioritises peak performance, precise vehicle dynamics and everyday usability. The internal-combustion unit, project code F154FC, achieves a specific output of 208 cv/l, 50 cv more than its predecessor, thanks to a comprehensive component overhaul that includes an all-new turbocharger, cylinder heads, engine block, exhaust manifolds, intake plenums, titanium fasteners, valve train system and fuel rail.
Ferrari adopts a larger turbocharger featuring F80-derived low-friction bearings and an innovative heat shield on the turbine casing, inspired by the 296 GT3, to enhance thermal management. Engineers optimise compressor wheels and turbines, refining calibration to reduce lag and preserve razor-sharp response, while an upgraded intercooler manages higher loads and improves thermal efficiency. Racing-inspired machining, lighter camshafts, and titanium screws unlock tapower increase without a weight penalty, improving the weight-to-power ratio by almost 10% compared to the SF90 Stradale.
An Inconel® exhaust manifold with ducts enlarged by 20% and lengthened by 10% boosts performance and helps create Ferrari’s signature timbre. A flexible Inconel joint withstands extreme temperatures without adding mass. The exhaust system integrates GPFs and new-generation ceramic-matrix catalysts to meet regulations without significant weight gain. For the first time on a Prancing Horse range car, Ferrari uses recycled aluminium secondary alloys for the cylinder head, crankcase, and sump castings, reducing CO₂ emissions per kilogram of aluminium by up to 80%. This equates to a reduction of up to 0.4 tonnes of CO₂ equivalent per car.
The PHEV layout, derived from the SF90 Stradale, combines the V8 engine with three electric motors, resulting in a total output of 220 hp. Two motors on the front axle form the RAC-e system that enables 4WD and torque vectoring for efficient, authoritative exits from corners. A third motor, the MGU-K on the rear axle, draws directly on Scuderia Formula 1 experience. Ferrari recalibrates the entire system for stronger performance and greater comfort, adding an active damping function to stabilise engine idle and smooth transitions between thermal and electric running. Optimised cooling maps for the motors improve thermal efficiency by 10–12 °C, sustaining electric performance for longer under hard use.
A revised regeneration strategy further refines pedal feel, making braking smoother and more effective while delivering more natural progression between electrical and hydraulic deceleration. Battery and motor management strategies align with four selectable eManettino modes — eDrive, Hybrid, Performance and Qualify — to optimise response in every scenario. In eDrive, the car covers up to 25 km on electric power, thanks to a 7.45 kWh lithium-ion battery mounted within the chassis, which lowers the centre of gravity and balances the weight.
Sound design matches the car’s character. The new V8 turbo voice remains potent and pure, with a recognisable signature across all conditions and the distinctive harmonics of Ferrari’s V8. Engineers increase sound levels at all speeds, focusing on richness and clarity in the low and mid ranges and emphasising the bright tones of the noble orders of combustion under acceleration. As the engine approaches the 8300 rpm limiter, the powertrain delivers an immersive crescendo of sound, thrust and vibration, reinforced by the flat-plane crankshaft.
The shift strategy, inherited from the SF90 XX Stradale, now generates an even more exciting upshift note in press-on driving. A new engine calibration works in conjunction with the gearbox control logic to refine actuation timing and in-cylinder pressures, thereby maximising sound intensity during lift-off. The effect becomes more pronounced at medium loads and revs, and intensifies further from the 'Race' position of the Manettino, which is positioned forward.
Aerodynamic targets focused on thermal efficiency and higher downforce, with inspiration from the 512 S, 512 M and FXX-K. The 849 Testarossa produces a total load of 415 kg at 250 km/h, 25 kg more than the SF90 Stradale, while its cooling performance improves by 15%. Sculpted body flanks increase intercooler airflow by 30%. A channel carved into the door feeds the lower section of the intercooler, and a blow on the lower surface captures the boundary layer. The side intake trim wraps into the sill and adds an auxiliary upper inlet to maximise airflow to the radiators; this side inlet also feeds the rear brake duct and engine intake.
Ferrari completely redesigns the front underfloor, which generates 35% of total downforce. Three pairs of cascading vortex generators maximise outwash and intake, increasing front downforce by 20% versus the SF90 Stradale. An excavation ahead of the side louvres and a related nolder extract hot air from the front compartment, reducing compression on the tyre’s front face and cutting drag. A squarer front bumper integrates bumperettes that increase airflow to the intakes and create vorticity to extract air from the wheel arch. A larger splitter incorporates a flick inspired by the SF90 XX Stradale and contributes 10% of front downforce.
At the rear, a twin-tail architecture inspired by the 512 S features two wing sections that ride the high-energy flow over the muscular rear arches, adding 10% of the rear downforce. An active spoiler, derived from the SF90 Stradale and 296 GTB, is neatly integrated within the bodywork and utilises a kinematic solution that is 2 kg lighter than before. It switches between Low Drag and High Downforce in under a second, and in High Downforce mode, it helps produce up to 100 kg of load at 250 km/h, working in conjunction with the passive elements of the tail. Beneath, a multi-level diffuser with a suspended lower element and vertical fences isolates wheel wake, and a pair of large-chord vortex generators boosts expansion around the rear axle. Rear underfloor downforce matches the SF90 Stradale’s with 10% less drag.
Thermal management evolves to support the extra 50 cv. Coolant radiators employ an asymmetrical geometry, increasing the radiating surface by 18%. Ferrari adapts the front radiator for hybrid components and fits a side intercooler, borrowed from the F80, which has 19% more area and a reduced inclination to sit lower in the chassis. The front air intake increases by 18% to feed the radiators, and the front brake intake is located within the same duct, separated by a horizontal section. Internal vertical baffles prevent flow mixing and add bumper rigidity, while the parking-sensor fairing channels air towards the brake intake and radiator.
Engineers reposition and optimise air vents on the wheel arches and underfloor. A vortex generator aids extraction from the central louvres, and a nolder maximises flow from the side louvres. Three slots on the rear side trim and a bumper vent use wake depression to draw more air from the engine bay. A rear wheel arch treatment, inspired by the Ferrari Purosangue, helps evacuate high-pressure air from the housing and reduces drag. Two slots on the lower deck, near the spoiler, and three on the rear bumper ventilate the engine compartment, cooling the electronics in the bumper.
Brake cooling capacity increases to match the stronger stopping power, with a 2% increase at the front and a 15% increase at the rear. At the front, an intake integrated into the duct and a dedicated fairing for the oil-pipe bracket increase flow to the calliper by 15%, while a deflector below the lower wishbone, fed by the front diffuser, cools the disc. At the rear, an intake integrated into the flank increases flow to the new calliper by 70%. The braking system itself gains larger discs and pads, optimised ventilation channels on the front rotors and stiffer, better-cooled rear callipers. The result is thermal resilience, structural strength, and consistent performance under prolonged, heavy use.
Ferrari develops vehicle dynamics to raise absolute performance, consistency and accessibility while maintaining a high level of driving pleasure. Taking the SF90 Stradale as a benchmark, engineers enhance power, tyre grip, and braking efficiency, and evolve electronic controls through the Ferrari Integrated Vehicle Estimator (FIVE), which builds a real-time digital twin of the car. FIVE estimates key parameters that sensors cannot measure directly, including speed with less than 1 km/h error and yaw angle within 1°, improving traction control, electronic differential logic and e4WD delivery, and making responses more precise and repeatable.
ABS Evo uses FIVE’s estimates to target optimal slip at all four wheels and refine brake distribution. It remains active in all Manettino positions and across all grip levels, helping drivers brake later and harder with greater repeatability than in the SF90 Stradale. Ferrari refines five core feedback pillars:— lateral and longitudinal acceleration, gearshift, braking,g and sound. Suspension geometry and control strategies enhance steering response and rear-axle mechanical grip, resulting in improved lateral handling and stability. Quicker pedal response and higher peak power lift longitudinal acceleration, while a reworked shift strategy shortens actuation and smooths delivery. Sound calibration mirrors throttle inputs with accuracy throughout the rev range.
A dedicated suspension set-up and revised kinematics enhance handling at the limit—new tyres and tuning lift lateral performance by 3% versus the SF90 Stradale. Lighter road springs reduce mass by 35% and decrease roll gradient by 10%, enhancing body control, aerodynamic effectiveness, and dynamic camber. Virtual and physical development fine-tunes damper behaviour for both road and track. In third gear, drivers experience stronger longitudinal acceleration from 5,500 rpm, thanks to a better weight-to-power ratio, more high-rev V8 performance, and tailored total power delivery, without compromising low-end response. Despite performance-driven components that would add more than 20 kg, Ferrari trims mass elsewhere so the 849 Testarossa matches the SF90 Stradale’s weight and sets a new range best for power-to-weight.
Ferrari co-develops tyres with Michelin, Pirelli, and Bridgestone to cover diverse use cases. The Michelin Pilot Sport Cup 2R is available by special request. The Michelin Pilot Sport Cup2 is used for Assetto Fiorano. The Pirelli PZero R is the standard option, and Bridgestone Potenza Sport is also available in both standard and run-flat forms. Sizes are 265/35 R20 for the front and 325/30 R20 for the rear. Driver assistance systems aim to enhance comfort and safety, intervening only when necessary. Drivers can configure them via the instrument cluster menus, with features including 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 reshapes the SF90 Stradale’s form to emphasise technology and performance. The language blends sculptural volumes with graphic discipline, developing vertical and transverse lines inspired by aeronautics and 1970s Sports Prototypes. A three-dimensionally modelled door dominates the flank with complex surfacing never before achieved on a standard-production car, redefining the dialogue between body and cabin. The door acts as an aerodynamic duct, its contrasting black vertical intake feeding the intercooler and integrating an auxiliary inlet. The crease line leads to a double-tail design inspired by the 512 S, visually compacting the cabin and pushing the stance forward.
Up front, structured volumes recall 1980s Ferrari geometries. A bridge-like horizontal fascia links the headlights, echoing a theme also seen on the Ferrari 12Cilindri and F80 and creating a full-width spoiler effect. Body-coloured flicks and a black splitter reinforce the technical character. The rear pairs the twin tails with the active wing in a patented aero solution. A sculpted bumper widens the stance, and modelling around the round tailpipes highlights the centre section. A pronounced, full-width diffuser underlines the car’s extreme performance. In plan view, the clean, protruding front fenders align visually with the twin tails, framing the car’s perimeter, and the rear screen integrates seamlessly into the tail sections to amplify the cab-forward effect. Forged wheels, developed in collaboration with the aerodynamics team, utilise profiles and extended diamond-cut treatments to extract air from the wheel and control wake, while allowing for deep aesthetic and functional customisation.
The interior combines a horizontal-dash Berlinetta layout with a single-seater focus. A floating upper dashboard with aluminium-framed 'C'-shaped vents sits above a contrasting horizontal band that integrates core controls and a passenger screen. Two architectural sail motifs form the lower dash and carry the control functions, with the F80-inspired gated selector floating within the driver-side sail. Designers streamline the central tunnel to rationalise secondary controls, and they echo the central sail on the door cards, which house a woofer behind an aluminium grille and incorporate the door pull. Improved accessibility comes from slimming the lower door and adjacent areas to free space for the rear bench and the passenger-side glove box. Seats are available as sculptural comfort items or carbon-fibre racing shells with supportive bolsters, both designed through a joint study of ergonomics and style.
The steering wheel combines analogue tactility with digital flexibility, retaining mechanical controls reminiscent of the F80, including the iconic Engine Start, and featuring a digital cluster that allows for rapid reconfiguration of electric driving modes via the eManettino. The driver-centred interface wraps into the door and central tunnel, and the passenger area echoes the theme more subtly. Connectivity features include Apple CarPlay and Android Auto, with wireless smartphone charging located in the central tunnel. The MyFerrari Connect system allows owners to monitor their car remotely through a dedicated app.
The Assetto Fiorano specification, an optional track-leaning package unavailable on the standard car, maximises dynamic and aerodynamic performance. Ferrari reduces overall weight by about 30 kg using carbon fibre and titanium. Highlights include a new, lightweight tubular seat trimmed in black Alcantara that saves around 18 kg compared to the standard chairs, and 20-inch carbon-fibre wheels that reduce unsprung mass and sharpen responses in acceleration and braking. Aerodynamic upgrades include larger front flaps and an additional pair of vortex generators on the front underfloor to achieve perfect balance. At the rear, two twin wings replace the twin tails, using high-incidence profiles between vertical endplates to triple vertical downforce relative to the twin tails without a significant drag penalty.
Chassis tuning for Assetto Fiorano features stiffer single-rate Multimatic dampers, 35% lighter springs, and a 10% lower roll gradient, providing tighter body control and enhanced aero efficiency. For the first time, buyers can specify a front lifter with this package, in which case the semi-active Magneride suspension remains. Michelin Pilot Sport Cup2 tyres, specifically designed for this version, provide enhanced grip, consistency, and performance in committed driving. An exclusive livery in Bianco Cervino or Rosso Corsa features a graduated background that reinterprets the classic twin longitudinal stripes. The motif begins at the end of the bonnet, crosses the roof, and finishes on the rear deck, adding movement and a modern touch.
Personalisation runs deep. Two new body colours debut: Rosso Fiammante, a technological evolution of historic pastel Rosso Corsa with a metallic process that yields warm, brilliant reflections in sunlight, and Giallo Ambra, an intense, warm hue with reddish tones inspired by natural amber. Inside, new Giallo Siena Alcantara harmonises with Giallo Ambra to create a modern yet relaxing ambience. Forged rims, developed in collaboration with the aero team, offer multiple configurations, allowing owners to tailor the aesthetics to their preferences.
Ferrari backs the 849 Testarossa with an extended seven-year maintenance programme that covers all regular servicing for the car’s first seven years, across all markets and through the Official Dealership Network. Owners benefit from original spares and meticulous checks by technicians trained at the Ferrari Training Centre in Maranello, utilising the latest diagnostic tools, which ensure the car remains at peak performance and safety. The Genuine Maintenance Programme also applies to pre-owned Ferraris.
After-sales support includes Warranty Extension, Hybrid and Power Hybrid programmes to preserve performance and excellence over time. PHEV owners already enjoy a five-year warranty on hybrid components. With the Warranty Extension, Hybricustomers can extend a factory-backed warranty to cover the entire car. If you opt for an extension of up to eight years, Ferrawill replace the high-voltage battery pack at an additional cost. Power Hybrid allows clients to extend the factory warranty on all major powertrain components, including the hybrid system, from year 8 to year 16. Additionally, it provides a no-cost high-voltage battery replacement from year 16.
