If you are a mere mortal, haven’t bought dozens of Ferraris in the last few years, and can’t get access to the likes of the Ferrari F80, the new 849 Testarossa is as close as you will get to the pinnacle of what the famed Italian performance car brand offers.
It’s no surprise that the two cars share a striking resemblance, but what is surprising is how Ferrari has managed to improve on what was already a breakthrough package.
In essence, the 849 Testarossa is Ferrari’s latest range-topping plug-in hybrid (PHEV) V8 model, replacing the SF90 Stradale as its flagship series-production car. It continues with the Prancing Horse brand’s three-motor hybrid layout and an eight-speed dual-clutch automatic transmission, but lifts total system output to a claimed 1050cv (772kW) of power.
The cynical way to look at it is to say it is just a facelifted SF90, but that would be doing it an injustice. We wrote a whole separate article comparing the 849 Testarossa to the SF90, which is a technical read for those interested in learning about all the changes.
On paper, the headline acts are more combustion power and higher overall performance claims, supported by a broader set of control systems and a revised aerodynamic and cooling package. In the metal, it feels like a whole new car for an entirely new generation. It instantly ages the SF90 into a bygone era and ushers in a new Ferrari design language for the next decade.
Questions remain over its resale value and whether customers will get over their irrational fear of longevity issues around hybrid supercars (more on this later), but on merit, the 849 promises to reset the benchmark for what a supercar should be.
We travelled to the very wet roads and the Monteblanco racetrack in Seville, Spain, to test out the new Testarossa before the new coupe arrives Down Under in the fourth quarter this year, followed by the Spider in the first quarter of 2027.
How much does the Ferrari 849 Testarossa cost?
The 849 Testarossa is priced at $932,648 before on-road costs, with the 849 Testarossa Spider retailing for a cool $1,015,589 plus ORCs. That makes them both more expensive than the SF90 and SF90 Spider, which were priced at $846,888 and $957,700 before on-roads, respectively.
| Model | Price before on-road costs |
|---|---|
| Ferrari 849 Testarossa | $932,648 |
| Ferrari 849 Testarossa Spider | $1,015,589 |
| Testarossa Assetto Fiorano package | $77,837 |
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What is the Ferrari 849 Testarossa like on the inside?
Ferrari has reworked the 849 Testarossa’s cabin interface compared to recent models, including a move back to physical controls on the steering wheel. The brand says the intent is to make core functions easier to access when driving quickly and to reduce the need to rely on touch-sensitive controls.
We liken this to Apple removing ports from the MacBook range and calling that a new feature, then adding ports back in for a new generation and calling that a new feature also. Let it be a lesson that, as much as we love technology, nobody driving a Ferrari wants to press a digital start button. Nobody wants to worry about their fingers accidentally activating a digital display. Give us something that evokes the emotional response that comes with driving this monster.
Ferrari has essentially kept the mechanical controls already seen in the F80, including the engine start/stop button, while keeping what it calls the eManettino to control the electric driving modes. This seems like a good compromise between the old and new world.
From a technology perspective, we found the Apple CarPlay integration and the 849’s multimedia systems to be super-fast, with none of the glitchiness of previous models. There is a wireless phone charger placed in the central tunnel between the driver and passenger, but we found this almost entirely useless to charge our 17 Pro Max (caseless) with, given it kept moving around and dropping out of charge. And even when it was charging, the wattage was far below the 15W we would expect from a new car.
It’s hard to reinvent an interior every few years, so it’s nice to see Ferrari finding a near-perfect blend of traditional and modern themes, with the 849 Testarossa’s cabin blending a conventional mid-engined Ferrari berlinetta layout with a more cockpit-like feel. Ferrari has gone with a wide, horizontal dash, but the upper section is designed to look like it’s floating, with ‘C’-shaped air vents framed in aluminium.
Lower down, there are two ‘sail’ elements that form part of the centre structure and integrate a lot of the switchgear. Ferrari has also worked an F80-inspired gear-gate motif into this area, sitting in a floating-style position on the driver’s side. This definitely captures your attention the minute you sit inside. It feels super-premium, like a luxury watch, and we found ourselves touching it probably a bit more than we would like to admit.
That same sail theme carries over to the doors, where it doubles as a housing for the subwoofer and its aluminium grille, and also the door pull. Ferrari says it has tweaked the lower door trim and the surrounding areas to free up more space, improving access and usability, and it also claims extra room for the rear shelf area and the passenger-side glovebox as a result.
Is it more practical than the SF90? Not noticeably, but it’s good enough for short trips and some jackets. The 74-litre front cargo area should also cover a couple of soft bags or smaller items for a weekend away.
| Dimensions | Ferrari 849 Testarossa |
|---|---|
| Length | 4718mm |
| Width | 2304mm |
| Height | 1225mm |
| Wheelbase | 2650mm |
| Cargo capacity | 74L |
What’s under the bonnet?
The 849 uses the same 3.9‑litre twin‑turbo V8 power unit as its predecessor, still paired with three electric motors, including a twin-motor front axle that enables on-demand all-wheel drive and torque vectoring, and a third motor integrated into the drivetrain at the rear.
Ferrari lists a combined 1050cv (772.2kW) for the 849, which is up 37kW over the SF90. That power gain has come entirely from the engine, which now produces 610kW at 7500rpm and 842Nm at 6500rpm, with the limiter raised to 8300rpm.
The power unit in the 849 is tried and tested and dates all the way back to the Ferrari 488, in which the engine was introduced in 2016. The addition of the hybrid system has also been subject to years of learning and incremental improvements.
Ferrari says the extra combustion output comes from a comprehensive rework of the V8, with upgraded components including an all-new turbocharger system, and a revised cylinder block and cylinder-heads, plus changes to the exhaust manifolds, intake plenums, valvetrain, and fuel system components.
Interestingly, the new turbocharger in the 849 Testarossa is the largest ever used by the brand, and makes use of the same low-friction bearings derived from the F80 hypercar and a turbine heat shield inspired by the 296 GT3 to help manage heat in the engine compartment.
On the exhaust side, Ferrari says the Inconel manifold has been redesigned with a larger diameter and length, and also points out the use of a flexible joint intended to manage thermal expansion and vibration without adding significant mass.
Like the SF90, the 849 uses the same 7.9kWh (7.45kWh usable) battery and offers up to 25km of electric-only range. This can be plugged in to charge at home for those who are keen to drive in electric-only mode, however, Ferrari admits that few SF90 or 296 owners ever charge their batteries via a wall charger.
Nobody who has ever driven an SF90 has got out and thought, ‘you know what this needs? More performance!’. But that’s exactly what Ferrari has done. The 849 Testarossa’s claimed acceleration is listed at under 2.3 seconds to 100km/h and 6.35 seconds to 200km/h, with top speed quoted at more than 330km/h.
To put that into perspective, it takes a new Toyota Camry about 7.5 seconds to get to 100km/h. Perhaps more fairly, the LaFerrari does the 0-100km/h in 2.6 seconds and 0-200km/h in 6.9 seconds. So, in many respects, calling the 849 Testarossa a supercar is a massive understatement.
Ferrari also lists improved braking distances for the Testarossa, with 100-0km/h taking just 28.5 metres, compared to the SF90’s 29.5m figure.
| Specifications | Ferrari 849 Testarossa |
|---|---|
| Engine | 3.9L twin-turbo V8 PHEV |
| Engine outputs | 610kW (830cv) @ 7500rpm; 842Nm @ 6500rpm |
| Electric motor outputs | 162kW (220cv) total (three motors); 120kW (163cv) in eDrive mode |
| System outputs | 772kW (1050cv) |
| Battery | 7.9kWh (total) / 7.45kWh (usable, as quoted) |
| Transmission | 8-speed dual-clutch automatic |
| Drive type | On-demand all-wheel drive (front e-axle + rear drive) |
| Weight | 1570kg (dry, with optional content) |
| 0-100km/h (claimed) | <2.3 seconds |
| Fuel economy (claimed) | 9.3L/100km |
| Fuel economy (as tested) | A lot! |
| Electric driving range (PHEV) | 25km |
| Fuel tank capacity | 68L |
| Fuel requirement | 98-octane premium unleaded |
| CO2 emissions | 212g/km |
How does the Ferrari 849 Testarossa drive?
We must have annoyed the driving Gods at some point because our drive day was marred by torrential rain for both the track and road components.
We can assure you that driving a car with 1000-plus horsepower on a wet racetrack at the limit is about as exciting as life can get, if you enjoy living on the absolute edge. The amazing thing with the 849 is that – even in the wet and with the traction systems set to sport – it somehow manages to get its power down and keep itself going where pointed.
For a car that can hit 100km/h almost as quickly as a Formula 1 car, the 849 is strangely accessible. You can hand it over to a regular person and they will be able to drive it without the fear of God. But turn all the switchgear over to sport or track, and reduce the amount of electronic intervention, and you have in your hands a machine that will set faster lap times than most purpose-built race cars.
We found ourselves quietly screaming on the inside in the rare moments that a dry patch of road allowed full-throttle acceleration. It’s actually sickeningly quick; there’s no let-up or lag or any sensation of delay, and you will be in jail long before the Testarossa runs out of performance.
There is so much torque from the hybrid system that you can easily make yourself car-sick. We said the same about the SF90, and we will say the same for the 849: Nobody needs a car this fast, but boy is it fun!
Although it feels big to look at, this is a super-agile car. Despite its dry weight of 1570kg, the 849 corners with complete confidence and its ability to accelerate out of tight corners, even in the wet, without ever feeling out of control or limited is truly an engineering marvel.
On the technical side of its driving dynamics, Ferrari says it developed the 849 Testarossa’s chassis with three goals in mind: lift outright performance, make it more consistent when you’re driving hard, and keep it approachable rather than spiky. While it was hard to assess the consistency given the rain we endured, we definitely found the drivetrain and transmission in particular being far better integrated than before.
A lot of Ferrari fans and perhaps even owners don’t realise that as much as Ferrari is a vehicle manufacturer, it has also become an expert in vehicle software. Unlike many other automakers that outsource their work to third-party solution providers, Ferrari develops its own software in-house for the most part. For the 849, it developed the ‘Ferrari Integrated Vehicle Estimator’, or FIVE.
Ferrari describes FIVE as an estimator that creates a simplified real-time ‘digital twin’ model of the car, and claims it can estimate vehicle speed with an error of less than 1km/h and yaw angle with an error of less than one degree. All of this is happening in real time while the driver is completely oblivious. This allows the 849’s many computers to correctly predict and react to road or track conditions in real time.
As for stopping power, larger discs and pads are now present at both ends, thanks to the latest braking system borrowed from the SF90 XX Stradale. The ABS Evo, in combination with the FIVE system, gives the car’s computer system a much better idea of how to deploy its airbrake and other active aero elements.
Ferrari says ABS Evo uses FIVE’s estimates to set the target slip for each wheel and to optimise braking distribution. It also says the system operates across all Manettino positions and in all grip conditions. Ferrari’s claim is that improved speed estimation allows the car to better exploit the tyres’ longitudinal grip both in straight-line braking and in combined braking and turn-in situations, reducing variability caused by component tolerances or changing environmental conditions.
Looking at it at a more micro level, the 849’s suspension changes see its lateral performance improved by three per cent compared to the SF90 thanks to new tyres and this specific chassis setup, and it also claims a 35 per cent reduction in the weight of the road springs.
Ferrari says roll gradient has been reduced by 10 per cent to better control body motion and support both aero performance and dynamic camber, and it claims damper tuning was carried out through a mix of virtual development and physical testing intended to replicate both road and track conditions.
Despite the additional performance-related hardware changes, the 849 matches the SF90’s weight thanks to extensive weight reduction work across multiple components. Ferrari’s claim is that this delivers the best power-to-weight ratio of any Ferrari range model.
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If you really want the ultimate performance version of the 849, the Assetto Fiorano trim level is an optional configuration focused for the track. It will set you back about $80k and deliver an overall weight reduction of about 30kg (Ozempic is a cheaper option), achieved through extensive use of composite materials such as carbon-fibre and titanium.
This includes lightweight seats (saving 18kg), 20-inch carbon-fibre wheels (made in Geelong, Australia), and a few other minor changes. The rest of your money goes into the aero package that sees the front get larger flicks and the underfloor gain an additional pair of vortex generators to increase local suction and maintain aerodynamic balance.
At the rear, the standard twin-tail concept is replaced by a twin-wing arrangement which Ferrari claims can triple vertical downforce compared to the twin tails without significantly increasing drag.
Chassis tuning is revised with stiffer, single-rate Multimatic dampers, 35 per cent lighter springs, and a 10 per cent reduction in roll gradient. Ferrari also says a front lifter is available for the first time with Assetto Fiorano, which requires retaining the semi-active MagneRide suspension. Michelin Pilot Sport Cup 2 tyres are offered for this version, and an exclusive livery is available in Bianco Cervino or Rosso Corsa.
On the whole, we found our driving test in need of better weather, but from what we did manage to experience, the 849 felt like a more refined, more capable and faster SF90. An answer to a question we are not sure anyone has ever asked, but we are glad it exists.
How much does the Ferrari 849 Testarossa cost to run?
Ferrari offers seven years of free servicing for all of its cars, but only a three-year, unlimited-kilometre vehicle warranty. In addition, 849 owners will have their hybrid system covered for five years, and if they tick the box for the extended hybrid warranty program up until the eighth year of ownership, they will get their high-voltage battery pack (HVB) replaced at no extra cost. This seems like Ferrari’s way of keeping resale values up and customer anxiety about longevity down.
This will repeat again for the battery after 16 years and beyond, and follows Ferrari’s ethos that Ferraris are forever.
| Servicing and Warranty | Ferrari 849 Testarossa |
|---|---|
| Warranty | 3 years, unlimited kilometres (extendable indefinitely) |
| Hybrid warranty | 5 years, unlimited kilometres (extendable indefinitely) |
| Service intervals | 12 months |
| Capped-price servicing | 7-year maintenance program (scheduled maintenance covered for the first seven years) |
Daily Sparkz’s Take on the Ferrari 849 Testarossa
On paper, the Ferrari 849 Testarossa builds on the SF90’s PHEV formula with higher outputs and a strong focus on systems integration, including hybrid energy management and braking control strategies. It looks like an F80, and you cannot really go wrong owning one of these when it comes to performance, drivability and fun factor.
You will likely need to fork out around $1.2 million for the coupe on the road with minimal options, and $1.4m for the Spider, so there are genuine questions here about resale value, and given SF90 prices in the used-car market (more so in Europe than in Australia), owners would be wise to consider this issue for the 849 as well.
However, given the recency of hybrid supercars, and the education that is required for the market to know that Ferrari will continue to support and even replace all batteries indefinitely, current depreciation rates are probably a wobble at best.
And as time goes by and these cars remain on the road – fully functioning and without issues for their happy second or third owners – the anxiety that surrounds their long-term ownership will dissipate.
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MORE: Explore the Ferrari 849 Testarossa showroom
