The New Ferrari Testarossa Doesn’t Have 12 Cylinders, But Let’s Give It A Chance

The Testarossa name is making a triumphant return. Ferrari on Tuesday took the wraps off the replacement for its SF90 supercar, opting to revive the legendary nameplate that inspired an entire generation of enthusiasts. Now called the 849 Testarossa, the car uses an updated version of its predecessor’s hybridized, twin-turbo V8 powertrain. There’s more power and more aero, which, according to Ferrari, means lower lap times around a race track.

When you think Testarossa, you probably think of the now-iconic flat-12-powered flagship of the 1980s. But the primary inspiration for the title, Ferrari says, is to pay tribute to the 500 TR, a four-cylinder race car built in 1956 to take on Maserati. The TR stood for Testa Rossa, the color of the camshaft covers used on the car’s engine. Either way, we’re hyped.

The 849 Testarossa’s name is not the coolest thing about it, though. All you have to do is look at it to understand.

It Looks Freakin’ Awesome

Ferrari’s current design scheme has more than a few critics, but I really can’t see why. The 12Cilindri looks amazing, and the F80, the company’s new big-boy flagship, is a box-flare-fender bundle of joy. This car’s fascia very clearly takes design cues from both, albeit with some incredibly cool bumperettes on either corner, similar to that one-off rally-ready Porsche 911 Reimagined by Singer. There’s also an extra flick on the splitter, which Ferrari says is responsible for 10 percent of the front end’s downforce alone.

The rear is even more interesting. Ferrari calls those two little winglets a “twin-tail architecture” inspired by the 512 S, a prototype racing car that made its first appearance in the late 1960s. It also reminds me of the FXX K and, more recently, the SF90 XX Stradale, both of which also used similar setups. What you don’t see in the photos is the active rear wing, which sits between the two winglets, and can raise or lower in less than a second, according to Ferrari.

The Italian supercar maker is particularly proud of the 849 Testarossa’s redesigned underfloor. It has three pairs of vortex generators (that’s six total, I used a calculator), responsible for finding a 20-percent increase in downforce compared to the SF90. Another 15 percent comes from a reworking of the air coming from the front of the car, and that new diffuser.

Wait, No 12-Cylinder? Is This Even A Real Testarossa?

The last Ferrari to wear a Testarossa badge had a naturally aspirated flat 12 and a five-speed manual transmission. The 849 Testarossa has neither of those things. But I wouldn’t count it out just yet. Under the skin, you’ll find a newly updated version of the three-motor, V8-powered drivetrain in the SF90 Stradale. If you’re keeping track of the latest and greatest Ferraris, that’s two more cylinders than even the F80, which uses a V6.

Ferrari makes it clear this V8 isn’t entirely new, but going by the laundry list of new parts it lists, I kinda have a hard time believing them. There’s a new block, new cylinder heads, new turbochargers, new intake plenums, new exhaust manifolds, and a new valvetrain system. It’s more apt here to point out what’s not new than what is. It makes 818 horsepower all on its own, without help from the hybrid motors. That’s nearly as much as the 12Clindri’s 6.5-liter V12.

Ferrari credits the increased size of the turbos and the bigger-diameter exhaust ducts for the extra power. The company is also quick to point out the engine weighs about the same as it did before, thanks to titanium fasteners and lighter-weight camshafts. Those exhaust manifolds are also now made from Inconel, which is great at containing heat—though Ferrari says it’s employing the material to improve performance and sound.

Then there are the hybrid motors. As before, there are two up front—one for each front wheel—and another sandwiched between the engine and the eight-speed dual-clutch transmission. Ferrari claims that, combined, the three motors produce a total of 220 horsepower (total max output for the whole system is 1036 horsepower). The system has been reworked to bring more comfort, better torque vectoring up front, and deliver a better transition between full electric and hybrid power.

Most importantly, the regenerative braking has been recalibrated in the 849 Testarossa to improve pedal feel, which was one of my main complaints when I drove the SF90. The motors are also more efficient than before, though Ferrari’s estimated EV-only range of 15 miles from the 7.45-kWh battery is the same as before.

What Else Has Been Changed Here?

The 849’s interior has been totally redone to give the driver a perceived higher level of importance—something I assume all Ferrari owners desire. The new dash has virtually all of the controls and vents facing towards the driver’s seat, with a new center console that splits the two occupants with a diagonal trim piece, similar to the C8 Corvette (though not nearly as drastic).

Thankfully, the 849 keeps my favorite part about Ferrari interiors, the gated-shifter-themed gear selector. Here it’s positioned high up in a flowing-like state, unlocking the lower console for things like a cupholder and a place to put your phone. Also, there are real buttons on the steering wheel instead of horrific touch-capactive D-pads. Thank goodness.

The rest of the interior is typical Ferrari. Bucket seats, steering wheel-mounted turn signal buttons, gigantic paddle shifters, and a right-side display for your passenger to stare at as you break seven laws at once while merging onto the highway.

Ok, But Will It Drive Better?

Sure sounds like it. Ferrari says it used the SF90 as a starting point, with the goal of improving five specific categories:  lateral and longitudinal acceleration, gear changes, braking, and sound. Here’s how engineers tackled each category:

Lateral acceleration was optimised by working on the suspension geometry and management of the electronic vehicle dynamics controls to provide a faster response to steering wheel inputs and improving the mechanical grip of the rear axle. Longitudinal acceleration benefits from a quicker response to the accelerator pedal and the increase in maximum power available.

The gearshift strategy has been refined to provide a more progressive feel and reduce actuation times. Braking efficiency has been improved, as has pedal feel and travel, thanks to the introduction of the ABS Evo developed for the SF90 XX Stradale. The sound has been calibrated to accurately replicate accelerator response in terms of quality through the rev range.

The company also uses what it calls the Ferrari Integrated Vehicle Estimator (FIVE) digital system, which, among other things, can simulate a ghost of the car it’s mated to in real time.

The FIVE system represents a significant evolution in dynamic controls. It is an estimation system capable of creating a digital twin that replicates the behaviour of the car in real time, based on a simplified mathematical model powered by real measurements (acceleration, 6D sensor).

FIVE accurately estimates performance characteristics that cannot be directly measured, such as speed (with a margin of error of less than 1 km/h) and yaw angle (margin of less than 1°) of the vehicle, improving traction control, electronic differential management and e4WD system delivery. These estimates feed into all vehicle dynamics controls, making the response more precise and repeatable.

Silly name, sure. But also cool as hell.

There’s no telling how much the 849 Testarossa will cost—Ferrari is famous for withholding such information when it launches a car. The outgoing SF90 Spider started at nearly $600,000, so I’d estimate MSRP will be somewhere around there—chump change, as far as the average Ferrari buyer is concerned. If you’re already on the company’s nice list, you can put your order in now.

Top graphic image: Ferrari