Ferrari has officially introduced the 849 Testarossa and reveals the replacement for the SF90 Stradale tonight in Milan, where it will organize potential customers for the car for the next three days. Before that the plug-in hybrid was shown to selected members of the Autoring Press during a special preview.
We will come how the new range is technically, but first let’s get rid of the biggest talking point – the name. There have been plenty of changes that it is considered a new car, and so there is that chosen name, which of course evokes the most the car that bore the name of four decades ago.
Anoraks who are familiar with it will of course have immediately noted that there are no side strokes here, and therefore the next natural question, does it borrow something or does he pay styling to the 1984 testarossa in any way? According to design Chief Flavio Manzoni is the answer that there are none.
However, the name is very bound to a deeper part of the history of Maranello with an almost 70-year-old heritage, because it was first used on the 500 TR in 1956 to describe the color of the cam covers of some of Ferrari’s most extreme, high-performance and iconic racem engines before the F110 was used. Given the time, this should eventually become ideas when discussing the name.
That out of the way, let’s continue with the car, which is simultaneously introduced in both coupe and spider shape, to offer buyers a easier choice from the start. As it was with its predecessor, the 849 Testarossa continues with a Twin-Turbo V8 engine combined with the same three electric motor layout, two of which are independent and are on the front axle, with the third, an MGUK (motorcycle unit, kinetically) on the back, housed between the engine and the circling bin.
Just like the SF90, which contained an extensively reworked F154 -Molen that it was considered new, the 849 does the same, so that the powertrain of the first is extensively done that it is also considered fresh enough to get an F154FC designation. Relocation remains 3,990 cc, but the unit now produces 50 PS and 42 Nm more than before.
In itself, the engine will postpone 830 PS at 7,500 rpm and 842 Nm at 6,500 rpm (780 PS and 800 Nm on the SF90). This bump in the output has been achieved by revising the components, including the introduction of a completely new, larger turbo compressor, cylinder heads, engine block, exhaust manifolds, inlet plenums, titanium fasteners, clippings system and fuel rail.
The party piece is the Turbo, the largest ever for a Ferrari production car, which has been taken over with F80-dedicated low-friction butchers and an innovative heat shield on the turbine housing (inspired by the 296 GT3) to improve the thermal management in the engine compartment. The compressor wheels and turbine are optimized in terms of materials and aerodynamics, and a refined calibration strategy minimizes the effects of turbo delays and maintains the responsiveness of the engine.
The intercooler is also optimized to manage the increase in power and to improve thermal efficiency. Elsewhere, the lightning of the camshafts and the approval of titanium screws means that the power increase has been done without a weight fine.
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 earlier, with a 7.45 kWh lithium-ion battery (7.9 kWh on the SF90) that the car can offer the car with an identical 25 km of a fully electric reach with only the engines of the motors of the motors of motors. The two independent pre -pivotors make a fully electrical effect of up to 130 km/h possible.
Although the figures are comparable, the company says that the entire system has been revised to improve performance and driving comfort, with an optimized calibration to work with the internal combustion engine in synergy. The operating system also integrates a new active damping function that is aimed at regularizing the engine of the engine, which improves the transition between thermal and electrical business phases.
In addition, the cooling cards of the electric motors are redesigned, so that a higher thermal efficiency of 10-12 ° C is guaranteed, so that the electrical performance remains consistent for a longer period, even under circumstances of intensive use. The headliner figure is of course the 1,050 PS in combined system output, which the automaker calls as an absolute record for a production Ferrari.
The New Testarossa measures 4,718 mm long, 2,304 mm wide and 1,225 mm long, making it eight mm longer, 332 mm wide and 39 mm longer than the SF90 (4.710 mm long, 1.972 mm wide and 1.186 mm long). The dry weight is 1,570 kg, which is identical to the SF90. According to the usual practice, no photography was allowed, so everyone will do again with these images that are seen here until live images come about
In terms of style, the New Testarossa mainly goes away from the SF90 at the back, where the extra width comes from. The back of the new car is prominent, with famines who largely derive their inspiration from the 512 sports prototypes from the 1970s, largely to improve aerodynamics, but also to help the car to better dispel the thermal energy. For example, the side intercooler, borrowed from the F80, has a 19% larger surface, which requires shape changes.
The front has the strip over the width of the car, as can be seen on the 12-Cilindri, and a nice sharpness has been viewed from most angles, but the highlight is the Twin-Tail architecture, with two wings sections to exploit the Hoog-Energy stream that runs from the muscular rear-wheel archion that comes from the Purosang. These twin tails, which get a vertical breaker element on the front of their layout, tapered at the rear with passive spoiler extensions that give the car a very different look than the norm.
In the meantime, the active rear spoiler, derived from that of the SF90 Stradale and the 296 GTB, is integrated into the bodywork and is edited by a kinematic solution that is two kg lighter. Able to switch between low drag and high downforce configurations in less than a second, can generate up to 100 kg downforce at 250 km/h in the last mode, working in synergy with the passive elements of the tail.
Still at the back, three slots helps the side finish in the evacuation of high pressure air in the wheel housing, and a ventilation opening on the bumper operates the depression of the car wake to increase the extraction of air from the engine compartment.
Speaking of brakes, the cooling system has been improved to handle the increased braking power ( +2% on the front and +15% on the back). At the front, the air inlet is integrated in the canal and the special tub of the fixer bracket of the oil pipe, a 15% higher current speed to the Calliper, while a deflector under the lower wishbone, fed by the front diffuser, contributes to the ventilation of the disk. At the rear, the air inlet is integrated in the flank of the car, which increases the power by 70% to the new calipers.
The synergy between form and function has made impressive aerodynamic performance possible, with the total downforce of 415 kg at 250 km/h that represents an increase of 25 kg compared to the SF90 Stradale and offers a 15% boost in cooling capacity for the drive line and braking.
Inside, the cockpit is styled to be even more enveloping and ergonomic than before. The new steering wheel is, as seen in recent trips, now equipped with physical buttons and a central sailing motif with the integrated gear bang gate, inspired by the F80, improves the positioning of components and makes them more accessible.
Moreover, there is a new HMI system that makes interaction with the car even easier and more intuitive. Accessibility has also been improved by reducing the width of the bottom of the door panel and adjacent areas, so that extra space is released for the rear seat and the glove box on the passenger.
Two versions of two seats are available for the car, the first is comfort, with a sculptural treatment of the upholstery and styling that corresponds to the geometry of the cockpit, and the second, a carbon fiber racing chair, with sporty sidebolsters for ideal lateral control.
Elsewhere you will 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, so that the vehicle can be checked remotely via a special app.
Two new colors have been introduced for the Testarossa. The first is Rosso Fiammante, an evolution of the historic Pastel Rosso Corsa shadow enriched by a metal effect to offer warm and brilliant reflections under sunlight. The second is Giallo Ambra, an intense and warm shade with reddish shades, which gets its inspiration from natural amber. For the interior, a new Alcantara -Trim called Giallo Siena has been introduced, designed to harmonize with the Giallo Ambra -Buitenkant.
Finally, prices, with European prices that offer the necessary meter indicators. The automaker said that the prices for the coupe will start from 460,000 euros in Italy, with the first deliveries that are expected to start next year from the second quarter. As far as the spider is concerned, prices start from 500,000 euros in the same market, and the first deliveries for these are expected to start from the second quarter.
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