Ital Auto has officially introduced the Ferrari 849 Testarossa in Malaysia, with the SF90 Stradale alternative making its way here seven months after its ASEAN debut in Thailand. Retail prices for each the Coupe and Spider were announced, they usually are RM5.2 million for the Coupe and RM5.7 million for the Spider, each inclusive of import duties and taxes, but excluding options, registration and insurance.
The brand new Testarossa measures in at 4,718 mm long, 1,999 mm wide (2,304 mm with side mirrors) and 1,225 mm tall, which makes it eight mm longer, 27 mm wider and 39 mm taller than the SF90 (4,710 mm long, 1,972 mm wide and 1,186 mm tall). Dry weight is 1,570 kg, which is an identical to the SF90, with the Spider weighing 90 kg more.
The plug-in hybrid sits on the identical platform as its predecessor, but wears a very recent skin. The front end has a full-width contrast strip running across it, as seen on the 12Cilindri and F80, and that is paired with a front bumper that’s softer looking than the SF90’s but has an 18% larger front air intake to maximise air flow to the radiators, which have an increased surface area.
The outside styling veers away from the SF90 primarily on the back. It’s actually distinguished, with haunches that largely derive their look from the 512 sports prototypes from the Nineteen Seventies. These help the automobile dissipate thermal energy higher, on condition that the side intercooler, borrowed from the F80, has a 19% larger surface area, however the automaker says the form also aids aerodynamics.
The dual-tail architecture continues the design novelty, with two passive wing sections being utilised to use the high-energy flow running off the rear wheel arches that draw their inspiration from the Purosangue. These twin tails, which get a vertical contrast element on the front end of their layout, taper off on the rear with passive spoiler extensions.
The passive units are joined by an energetic rear spoiler, which is derived from that on the SF90 Stradale and the 296 GTB. Integrated into the bodywork and actioned by a kinematic solution, the unit is able to switching between low drag and high downforce configurations in lower than a second, and may generate as much as 100 kg of downforce at 250 km/h in its latter mode, working in synergy with the passive elements of the tail.
About 50% of the SF90 has been carried over, but tweaks which were made on these lends to what constitutes a high percentage of latest inside the old. One in all these is the powertrain architecture, which continues to feature the identical working combination of a dry-sumped 4.0 litre twin-turbo V8 augmented by three electric motors, with one for every front wheel and a MGU-K (Motor Generator Unit, Kinetic) sandwiched between the petrol engine and eight-speed dual-clutch gearbox on the rear.
Naturally, there are revisions. By itself, the updated F154FC mill makes 830 PS at 7,500 rpm and 842 Nm at 6,500 rpm, which is 50 PS and 42 Nm greater than the V8 within the SF90. The bump in output has been achieved by revising the components, including introducing an all-new, larger turbocharger (the most important ever fitted on a Ferrari), cylinder heads, engine block, exhaust manifolds, intake plenums, titanium fasteners, valve train system and fuel rail.
The electrified portion of the system, is basically the identical, with the three electric motors contributing a complete of 220 PS. The 849 gets a smaller capability battery, an 80-cell 7.45 kWh lithium-ion battery from the 296 (7.9 kWh within the SF90), but still manages to offer the identical 25 km of all-electric range because of optimisation, with fully electric operation available at speeds of as much as 130 km/h.
The headlining figure is a 1,050 PS combined system output, which the automaker touts as an absolute record for a production Ferrari. It’s good to get the automobile to 100 km/h in 2.25 seconds and on to 200 km/h in 6.3 seconds, barely faster that the two.5 and 6.7 seconds on the SF90, while top speed is rated at above 330 km/h, which is a whisker away from the SF90’s 340 km/h.
In any case, the rise translates to real world performance gains – in response to the carmaker, the 849 Testarossa can lap Fiorano in a single min 17.5 seconds, which is around 1.2 seconds quicker than the SF90 Stradale and just 0.2 seconds lower than the limited-run SF90 XX Stradale.
Elsewhere, the braking system has been upgraded from the SF90 with larger carbon-ceramic discs and redesigned calipers from Brembo. The regenerative braking calibration has also been revised to present more feedback and consistency, with the system utilising the electrical motors to offer assistance to the brakes. Moreover, the introduction of ABS Evo improves braking efficiency in addition to pedal feel and travel.
The sonic signature of the automobile has also been reworked, with the sound level of the V8 being increased in any respect speeds under load with the assistance of a brand new engine calibration and a gear shift strategy borrowed from the SF90 XX Stradale, with particular attention being paid to the output within the low and mid ranges.
As for vehicle dynamics, that on the 849 has been improved in its consistency and accessibility, with increased levels of handling and tyre grip, aided by the workings of the Ferrari Integrated Vehicle Estimator (FIVE), first seen on the F80. The system essentially creates a digital twin of the automobile to estimate the yaw angle and velocity of the automobile’s centre of mass, calculated with a precision of up to at least one degree and one kilometre per hour respectively.
Inside, the reworked cabin encompasses a recent steering wheel that brings back physical buttons, and the gear selector (styled to seem like classic gated shifters) is positioned higher up on a central pillar, very like within the F80. The improved ergonomics is coupled with higher accessibility because of the reduced width of the underside of the door panel and adjoining areas, which frees up additional space for the rear bench and the passenger-side glove box. The front passenger now gets a dedicated touchscreen panel to fiddle with.
Buyers can select whether or not they want comfort-oriented seats, which include a sculptural treatment of the upholstery and styling that matches the geometry of the cockpit, or carbon-fibre racing seats with sporty side bolsters for improved lateral support.
Elsewhere, you’ll find Apple CarPlay and Android Auto connectivity, while wireless charging for smartphones is integrated into the central tunnel. The automobile can also be equipped with the automaker’s MyFerrari Connect system, which allows the vehicle to be monitored remotely via a dedicated App.
Two recent colors have been introduced for the Testarossa. The primary is Rosso Fiammante, an evolution of the historic pastel Rosso Corsa shade enriched by a metallic effect to offer warm and sensible reflections under sunlight.
The second is Giallo Ambra, an intense and warm shade with reddish hues, which takes its inspiration from natural amber. For the inside, there’s a brand new Alcantara trim called Giallo Siena, designed to harmonise with the Giallo Ambra exterior. The debut example seen here within the photos is finished in Giallo Modena.
There’s an optional Assetto Fiorano specification for the 849, which like on the SF90 reduces weight by about 30 kg through extensive use of composite materials similar to carbon fibre and titanium. Specific components include a brand new lightweight tubular seat upholstered in black Alcantara, which saves around 18 kg in comparison with the usual seats, and 20-inch carbon fibre wheels. Also finding its way on are aerodynamic enhancements, including two twin wings that replace the dual tails.
GALLERY: Ferrari 849 Testarossa, in Rosso Fiammante
GALLERY: Ferrari 849 Testarossa Spider, in Giallo Modena
GALLERY: Ferrari 849 Testarossa, Assetto Fiorano package, in Grigio Titanio
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This Article First Appeared At paultan.org
