Don’t expect a retro reboot. While Ferrari has re-used the Testarossa name, this new model avoids retro pastiche.
Ferrari has unveiled its latest mid-engined V8 model, and applied the evocative 849 Testarossa name to the new model.
Unlike the 1980s original and its 12-cylinder engine, the new plug-in hybrid model features three electric motors and a reworked version of the SF90’s F154 V8 engine.
The revised V8 sees power boosted to 610kW, 37kW more than the SF90 while the combined system output jumps from 735kW previously to 772kW for the 849 Ferrari.
The 4.0-litre twin-turbo V8 engine retains the same 3990cc capacity as before, but is almost entirely new with a new engine block, cylinder heads, exhaust manifolds, turbochargers, intake plenums, and changes to the valvetrain and fuel rails.
Despite the higher specific output, engine weight has been kept close to that of the SF90 with machining processes borrowed from Ferrari’s race engines, lightweight camshafts, and the use of titanium fasteners.
In a Ferrari first, the 849 Testarossa uses recycled aluminium alloys for the cylinder head, crankcase, and sump, reducing manufacturing CO2 emissions by as much as 80 per cent.
Acceleration from 0-100km/h is claimed to take 2.3 seconds (0.2 seconds quicker than the SF90 Stradale), with 0-200km/h acceleration in 6.35 seconds.
The SF90’s plug-in hybrid system has been reused with dual electric motors on the front axle, and a third motor-generator unit mounted on the rear axle, resulting in all-wheel drive.
Revisions to electric drive management, cooling management, and regenerative braking controls promise improved performance and greater driving comfort.
The 7.45kWh battery is rated to enable up to 25 kilometres of electric-only driving range.
To ensure the sound of the V8 engine delivers the noise expected of a Ferrari, an inconel exhaust and exhaust manifold with a 20 per cent larger diameter has been used, while the sound signature in all driving modes has been increased.
A new Ferrari Integrated Vehicle Estimator (FIVE) software control has been integrated into the vehicle dynamics electronics, creating a digital ‘twin’ of the car in real time to estimate the best control metrics of the traction control, electronic differential management, and electronic all-wheel system.
Bigger brakes, new brake cooling paths, suspension revisions, and new tyres improve track performance and bring a lateral grip improvement of 3 per cent, a reduction in roll of 10 per cent and weight reduction of the springs of around 33 per cent.
The 849 Testarossa’s distinctive styling was carried out in-house by Ferrari design director Flavio Manzoni.
Rather than a reimagining of the original Testarossa’s heavily straked sides and louvres front and rear facias, the 849 Testarossa wears a much smoother side profile.
Up front, the controversial black panel first seen spanning the front of the 12Cilindri returns, and ties to black panelling on the rear quarter panels. The roof, lower body kit and elements of the rear spoiler are also blacked out.
Profiling along the tops of the doors functions as an aerodynamic duct to feed the rear guard intakes, and the rear spoiler has been split into separate left and right winglets, lending the car a distinctly different profile to the SF90 it replaces.
Both the 849 Testarossa coupe and 849 Testarossa Spider roadster have been unveiled at the same time.
The open top version retains the same 2.3-second 0-100km/h claim, but has a slightly slower 6.5-second 0-200km/h sprint.
Inside, Ferrari has returned to physical steering wheel and interior controls for key functions, moving away from the touch controls used previously.
Access to the interior has been improved with reduced sill intrusion, while Ferrari has worked to increase cargo space, increasing the size of the glovebox and storage areas behind the seats.
Owners looking for an even more aggressive take on the new Testarossa can opt for the Assetto Fiorano package, which lightens the car by 30kg through the use of lighter seats and carbon-fibre wheels, along with revised aerodynamics and firmer suspension.
Kez Casey migrated from behind spare parts counters to writing about cars over ten years ago. Raised by a family of automotive workers, Kez grew up in workshops and panel shops before making the switch to reviews and road tests for The Motor Report, Drive and CarAdvice.
