Here it is, Ferrari’s first proper, series-production hybrid hypercar. No cap to the number built, no seven-figure price tag - what we have here isn’t a new LaFerrari.
It’s called the SF90 Stradale, a name which references the 90th anniversary of Scuderia Ferrari. Power comes from a mid-mounted V8 - derived from the 488/F8 unit but with new cylinder heads - and a trio of electric motors. One is an F1-derived unit dubbed the MGUK (Motor Generator Unit, Kinetic) which sits between the V8 and Ferrari’s new eight-speed dual-clutch gearbox, while the other two are for the front axle, making the SF90 all-wheel drive.
The trio of motors is powered by a 7.9kW battery pack and provide 217bhp, while the V8 brings 769bhp to the party. Combined, you’re looking at 986bhp - more than any other road-going Ferrari.
The hybrid system is inevitably bulky at 270kg, but Ferrari has still managed to keep the weight down to a respectable 1570kg. As such, straight-line performance is spectacular: 0-62mph happens in just 2.5 seconds, 0-124mph is done and dusted in 6.7, and the top speed is 212mph.
While the recently revealed F8 Tributo is a 488 (and therefore a 458) at heart, the platform and body of the SF90 Stradale are all new and made using a blend of materials including carbonfibre.
That new bodyshell is littered with aero devices, both active and passive. One thing Ferrari is rather keen to draw attention to is the ‘shut-off Gurney’ section of the two-part rear wing. If more downforce is needed - something the car decides if it detects heavy braking, heavy cornering loads or rapid changes of direction - a section of the wing is lowered into the body by two electronic actuators. This closes the lower “blown area,” completely changing the aero properties of the rear.
Sounds complicated, but all you need to know is the system works together with the rest of the aero work Ferrari has done here, resulting in 390kg of downforce being generated at 150mph. Even the forged wheels have been designed with maximum aero efficiency in mind - they’re designed to act like “rotor blades,” helping evacuate air from the wheel arches.
The SF90 gives you four driving modes to play with. ‘eDrive’ switches the V8 off entirely, giving you - effectively - a front-wheel drive, all-electric Ferrari. Set thusly, the car will top out at 77mph, and can travel up to 15.5 miles.
‘Hybrid’ is the car’s default setting, in which the noisy bit of the powertrain is turned on or off as the car sees fit. ‘Performance’ leaves the V8 running permanently, as this “guarantees that power is instantly and fully available when required.”
If you’re determined to be the unofficial winner of your track day, you’ll probably want to stick the SF90 in ‘Qualify’. This sees the car prioritise speed over battery charging, and works the three electric motors as hard as possible.
The cockpit is intended to be a radical departure from what we’re used to from Ferrari, showcasing a new direction of design we’ll be seeing a lot more of in the future. It hinges around a 16-inch screen that forms the instrument cluster, but don’t panic, its default setting is to display a ruddy-great rev-counter in the middle. The dial is flanked by a navigation and audio display portions.
To keep things familiar to the Ferrari faithful, there are still no traditional indicator or wiper stalks - everything is kept on the steering wheel, so you don’t have to take your hands off it.
The price is unknown at this stage, but we can expect it to be more expensive than something like an 812 Superfast, but a lot less than the LaFerrari was. Naturally, there’ll be plenty of ways to inflate the base figure. For instance, the SF90 can be bought in ‘Assetto Fiorano’ spec which includes motorsport-derived Multimatic dampers, various carbon and titanium parts, and Michelin Pilot Sport Cup 2 tyres. You’ll need this option if you want to achieve the full downforce figure.
First deliveries should begin in early 2020.