Ferrari News

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

A white Ferrari SC40 sports car is parked outdoors; a close-up below shows "SC40" embossed on its body—a modern homage to the iconic F40.

By Khris Bharath – October 17, 2025

Ferrari SC40: A 1-of-1 Modern Homage to the F40

Last week, we published a deep dive into Ferrari’s one-off and coach-built masterpieces, spotlighting 24 of the 60-plus unique cars created across bespoke commissions, design studies, and concepts. The latest addition to that list is the Ferrari SC40, a new one-off that redefines what modern personalization looks like in Maranello. The SC40 is the newest car from Ferrari’s Special Projects program to join that list. The car's name pays tribute to the Ferrari F40 and it shares its mid-rear V6 hybrid architecture with the 296 GTB, packing 830 CV (841 hp) and 545 pound-feet of torque from a 3.0-liter twin-turbo engine paired with an electric motor and an 8-speed dual-clutch gearbox. The result is a 0 to 62 mph time of 2.9 seconds and a top speed of more than 205 mph. For reference, the original F40’s twin-turbo V8 produced 478 horsepower and topped out at 201 mph. That car weighed under 2,900 pounds and relied purely on mechanical grip and driver skill, while the SC40 tips the scales at 3,417 pounds (dry) and employs active aerodynamics, hybrid torque fill, and electronic stability systems to deliver power effectively to the pavement. But the real story here are the looks. Flavio Manzoni’s Styling Center recalls the legendary F40 through a lens of modern industrial design. The SC40’s long, low nose, squared proportions, and a fixed rear wing painted in a bespoke SC40 White, that express Ferrari’s current shift toward geometric and edgier forms also seen on the F80 hypercar. There’s even a subtle nod to the recently unveiled 849 Testarossa, visible in the car’s surfacing and proportional balance. The vertical lines on the front bumper, the front wings, functional door cuts, and engine cover create a structured form across the body, a design language that appears taut, deliberate, and unmistakably like a modern Ferrari. Upfront, the headlights sit at the car’s outer edges, framed by black housings that connect to a single air intake spanning the bumper. Rectangular brake ducts and slim DRLs complete the minimalist, functional look. The side features distinctive Naca ducts for the intercooler. Around back, smoked Lexan louvers expose the hybrid powertrain beneath, while a 3D-printed titanium-carbon exhaust exits through the center. The Ferrari logo is etched in negative to reveal the carbon fiber below, while “SC40” is embossed directly into the endplate of the fixed rear wing, a detail borrowed from the original F40. Inside, Ferrari revisits the F40’s legacy through materials like the carbon-Kevlar that appears in the footwells, floor mats, and steering wheel, paired with Charcoal Alcantara and red Jacquard fabric. Like all Ferrari One-Offs, the SC40 took about two years to complete, with the client working closely with the design team. A full-scale styling buck goes on display at the Ferrari Museum in Maranello on October 18. And while the SC40 captures a lot of the F40’s essence, it does not feature a manual transmission. However, there are already talks of current Ferrari F1 driver and seven-time world champion Lewis Hamilton collaborating with Maranello on a true F40 successor, one that could bring the gated-shifter experience back to the prancing horse marque in the modern era. Watch this space. View All Ferraris For Sale Images: Ferrari

By Khris Bharath – October 09, 2025

The Next Chapter: 1000 HP Ferrari Elettrica Breaks Cover

Back in May this year, we touched upon how Ferrari was on track to showcase its Core EV technology in October. Well, that time has now come because Ferrari has just taken its biggest engineering leap since Enzo Ferrari himself founded the marque. At Capital Markets Day 2025, the company unveiled the chassis, powertrain, and core systems of its first-ever electric vehicle, the Ferrari Elettrica, the first part of a three-phase reveal. From the details, what’s immediately apparent is that this is a ground-up rethink of how to make an all-electric powertrain resonate with the emotional values of a Ferrari. Ferrari didn’t rush this. After more than a decade of hybrid development, starting with the Hybrid era in Formula 1 in 2009, the 599 HY-KERS prototype, then LaFerrari, SF90 Stradale, the 296 GTB, and more recently with the 849Testarossa. The Elettrica represents the culmination of that journey. It’s powered by over 60 patented technologies, built almost entirely in-house at Maranello as previously confirmed by CEO Benedetto Vigna. It is engineered to deliver the same immediacy and precision that have defined every V8 or V12 Ferrari since. Coming to the specifications, the Elettrica exceeds 1,000 cv (which is about 986 horsepower) in boost mode, can hit 62 mph in 2.5 seconds, and tops out at 193 mph. It carries an energy-dense 122 kWh structural battery pack, with 800 V architecture, and can fast charge up to 350 kW. Range? Over 329 miles on the WLTP cycle. Despite weighing roughly 5,070 pounds, it crucially maintains Ferrari’s trademark 47/53 weight balance. The center of gravity sits a full 3.15 inches lower than any comparable internal combustion model. That low-slung balance comes from the battery’s full integration into the chassis. Ferrari has actually designed it as a structural element, not a separate slab as in most high-performance EVs, using die-cast compression plates that also serve as mounting points. 15 modules house 210 high-density cells (305 Wh/kg, 159 Ah), arranged for minimal inertia and maximum safety. A single fuse can isolate 2,000 A in three milliseconds if something goes wrong. You can even remove and service the battery on a carrier-proof Ferrari. Another significant development is Ferrari's first-ever rear sub-frame. Each e-axle pack is impressively powerful, with the front producing 210 kW (282 horsepower) and 3,500 Nm (2,581 pound-feet) of torque, and can decouple at any speed, and shifts to pure rear-wheel drive on command. The rear axle puts out 620 kW (832 horsepower) with up to a staggering 8,000 Nm (5,900 pound-feet) to the wheels in Performance Launch mode. The motors upfront can spin up to 30,000 r.pm, and the ones in the rear, 25,500 rpm. The torque vectoring on each axle allows you to further adjust the longitudinal load. All components, transmissions, inverters, and casings are cast in-house from 75 percent recycled aluminum. Dry-sump lubrication, integrated cooling, and a park-lock mechanism keep everything compact and light. The front inverter, weighing just 20 pounds, delivers 300 kW and uses silicon-carbide modules that switch between 10 and 42 kHz for precise torque response and minimal electrical noise. The Vehicle Control Unit refreshes dynamic parameters 200 times a second, managing suspension, steering, and torque distribution in real time. Ferrari’s third-generation 48 V active suspension, first seen on the Purosangue and subsequently the F80 hypercar, makes another leap here. Each shock now has a longer-pitch recirculating ball screw, shedding 4.4 pounds per unit while adding integrated thermocouples for oil temperature monitoring. Every wheel can also control vertical, lateral, and longitudinal forces independently, effectively giving the car four active corners with four-wheel steering, working in concert with the quad electric motors with roots in F1. Sound is by far one of the most invigorating elements of any Ferrari, and the Italian automaker has thankfully avoided artificial speaker trickery. Instead, a rigid accelerometer on the inverter picks up the actual mechanical frequencies of the powertrain, producing a sound that scales naturally with throttle input. Quiet when cruising, expressive when pushed. Complementing that sound is the control interface, which remains classic Ferrari. Here, the paddles don't control a traditional gearbox. On the left paddle, you can dial in regenerative braking levels, creating the same tactile feel as engine braking. The right-side Manettino governs dynamics (with new Dry mode), while the left-side eManettino controls three powertrain modes: Range, Tour, and Performance. Each setting adjusts power delivery, axle engagement, and available torque for the conditions you’re in. Torque Shift Engagement gives you five selectable torque levels, accessed through the right paddle. Even the tires are bespoke. Ferrari worked with three suppliers to reduce rolling resistance by 15 percent without losing grip. Five versions exist: three summer compounds, one winter, and one run-flat. The lower inertia of the EV layout reduced load transfer between axles, opening up new options for tire construction and tuning. Being designed by ex-Apple designer Jony Ive, and set to be built at Ferrari's new $200 million purpose-built facility north of Maranello, the Elettrica’s interior will debut in early 2026, followed by the full reveal in spring next year. This first look at Ferrari's next chapter is a significant one. While a second EV won't happen until 2028, Ferrari's message is clear. It isn’t chasing anyone in this EV race. It is instead building its own path, one where physics, materials, and crucially, emotion align with its core values, only now the energy will come from electrons. View All Ferraris For Sale Images: Ferrari

Aerial view of the Ferrari e-Vortex Test Track, a large, winding test track with multiple curves and paved roads, surrounded by grassy areas and nearby buildings.

By Tyler Rampersaud – October 07, 2025

Ferrari Completes New e-Vortex Test Track In 4 Months

Ferrari completes a new test track to trial its future cohort of supercars. For nearly 80 years, Ferrari has been known for its consistent presence in the highest echelons of motorsport, as well as in the world of supercars and performance cars. With its latest lineup featuring hybrid and ICE-powered models that represent some of the most cutting-edge, luxurious, beautiful, exclusive, and powerful vehicles on the market today, as well as a motorsport track record that includes three Le Mans wins in a row, Ferrari is still very much on top of the automotive world. However, a new era is on the horizon, and with it comes the construction of a new test track alongside Ferrari’s iconic Fiorano Circuit. It’s called the e-Vortex, and the new test circuit took only four months to complete, with roughly a mile and a quarter of length, and sections throughout meant to test new Ferraris fresh off the production line repeatedly for various driving situations in a safe environment. The new e-Vortex test track is said to help testing be “gradually transferred from the road to the track,” with its design helping Ferrari objectively assess performance or detect anomalies. Another aim of the new test circuit is to reduce traffic in the surrounding area. In addition to the new e-Vortex test circuit, a new overhaul workshop, with nearly 11,000 square feet of space, has been built as well, meant to house checks and work on the cars. Ready for a new era of the Prancing Horse, the new e-Vortex test track has been completed to make sure a new herd of Ferraris is as incredible as it can be. View All Ferrari For Sale Image Source: Ferrari

A row of classic and vintage sports cars, part of the Ferrari Cavallcade, parked by a mountain road in South Tyrol, Italy, with forested hills and cloudy skies in the background.

By Tyler Rampersaud – October 03, 2025

Ferrari Cavalcade Classiche Journeys Through South Tyrol,...

Stunning Dolomite vistas will be enhanced by a parade of classic Ferraris. The Italian province of South Tyrol is known for ski resorts, beautiful towns, and the gorgeous views of some of the Dolomites mountain range. Recently, the region served as the venue for the Ferrari Cavalcade Classiche 2025, bringing some of the most cherished classics from the historic manufacturer to the incredible mountain passes that South Tyrol is known for. Taking place from September 23 to September 25, the Cavalcade Classiche embarked on a journey through South Tyrol with a convoy of 60 classic Ferraris. Cars like the 1948 Ferrari 166 MM, the GTO, F40, F50, and the cherished Dino 246 GT, represented a broad range of some of the greatest engineering and design feats to wear the cherished Prancing Horse. The journey started in Bressanone, heading to the first stop in Bolzano along a route that allowed the general public to see and interact with the stunning parade of cars. Alta Badia and the Fanes-Sennes-Braies Natural Park were some of the highlights of the second day of the trip, along with the Giau Pass, Lake Mosigo, Cortina d'Ampezzo, Lake Misurina, and a car show in San Candido. The final day consisted of the Erbe Pass, passing through Brunico to the destination of Novacella Abbey, with a gala dinner at Bressanone's Piazza Duomo. With a parade of some of Ferrari’s most incredible classics taking on the journey, the latest Ferrari Cavalcade Classiche was an undeniably incredible journey. View All Ferrari For Sale Image Source: Ferrari

A blue Ferrari Roma, embodying La Nuova Dolce Vita, is parked in a white studio and viewed from the front left angle.

By Tyler Rampersaud – September 17, 2025

Ferrari Roma For Sale: Own "La Nuova Dolce Vita"

The Ferrari Roma might be relatively new, but it’s got what it takes to be an instant classic. The Ferrari Roma is a real hero. There’s something to be said for the joy of driving a high-performance Italian car with a front-mid-mounted engine, and rear-wheel drive, let alone one created by the masters of driving joy, Ferrari. The Roma is an absolute masterpiece of a grand tourer, with a proactively modern design that retains all of its Ferrari passion and uniquely stunning looks. The design might be different compared to what we are used to from Ferrari, but it's similar in the fact that it refuses to compromise when it comes to refusing to compromise for unparalleled beauty. While the vehicle is meant to be fun to drive and speaks to “la nuova Dolce Vita,” which means “the pleasurable way of life,” by no means it is a slouch. With the front-mid mounting of its V8 engine, the Ferrari Roma is able to mitigate the weight distribution disadvantages that come with a front-mounted engine, and create a car that is precise, athletic, and simply powerful just as much as it is beautiful and passionate. While the Ferrari Roma is a prime and quintessential example of Italian grand touring, the car is also futuristic when it comes to comfort, convenience, luxury, entertainment, and especially performance. With a starting MSRP of $226,570, it’s a beautiful, powerful, and simply a no-brainer way to start or expand a collection of Ferraris or simply a collection of the world’s greatest cars. The 2022 Ferrari Roma proves that when it comes to beautiful grand touring cars “if it ain’t broke, don’t fix it.” Rather than fixing grand touring cars as though they were broken, Ferrari made them even better with the Roma. For those who love an open-top driving experience, Ferrari has recently revealed the new Roma Spider, a car that combines the Roma's undeniably-stunning looks with a soft convertible top, something Ferrari hasn't done since the F430 Spider of the 2000s. Combining the Roma's performance, style, and luxury with an open-top experience, the Roma Spider is a dream weekend machine in its own right, as well. View All Ferrari Romas For Sale 2021 Ferrari Roma View Listing 2022 Ferrari Roma View Listing 2024 Ferrari Roma View Listing 2022 Ferrari Roma View Listing 2024 Ferrari Roma Spider View Listing 2025 Ferrari Roma Spider View Listing 2022 Ferrari Roma View Listing 2024 Ferrari Roma View Listing 2022 Ferrari Roma View Listing 2023 Ferrari Roma View Listing 2021 Ferrari Roma View Listing 2024 Ferrari Roma Spider View Listing 2024 Ferrari Roma Spider View Listing 2025 Ferrari Roma Spider View Listing 2024 Ferrari Roma Spider View Listing 2024 Ferrari Roma View Listing 2023 Ferrari Roma View Listing 2021 Ferrari Roma View Listing 2024 Ferrari Roma View Listing 2021 Ferrari Roma View Listing 2021 Ferrari Roma View Listing 2021 Ferrari Roma View Listing 2024 Ferrari Roma Spider View Listing 2024 Ferrari Roma View Listing 2023 Ferrari Roma View Listing Buy Searching for a Ferrari Roma to buy? duPont REGISTRY has hundreds of Ferrari Romas for sale right now, including some of the rarest Ferrari Romas ever created. To view them all, click the button below to shop all Ferrari Romas for sale. Shop Best Ferrari Romas For Sale Sell Do you own a Ferrari Roma and are interested in selling it? duPont REGISTRY is the number 1 source for private sellers to list and or sell their Ferrari Roma. Click the button below to view listing options. Learn How To Sell Your Ferrari Roma

Two red Ferrari sports cars, the SF90 Stradale and the 849 Testarossa, are shown side by side on a racetrack, both photographed from the side to emphasize their sleek aerodynamic designs in this striking comparison.

By Khris Bharath – September 14, 2025

Comparison: Ferrari SF90 Stradale Vs. Ferrari 849 Testarossa

With Ferrari bringing back the iconic Testarossa nameplate, it is reviving one of the most storied badges in Maranello’s history, a name born in racing and later made famous on the road. For those unaware, the words Testa Rossa first appeared in the 1950s on endurance race cars like the 500 TR and 250 TR, whose red-painted cam covers gave them their name and cemented their legend. Three decades later, the badge returned, this time on the now iconic Miami Vice-era 1984 Testarossa, followed by the 512 TR, defining Ferrari’s road-car styling with wide hips, side strakes, and a mid-mounted flat-12. For an entire generation, the Testarossa was the Ferrari, and hanging a poster of a red 512 TR on your bedroom wall was all about dreaming of status, excess, and the ultimate Italian statement. So when Ferrari pulled the covers off the 849 Testarossa last week, along with its open-top Spider variant, expectations were sky-high. Now 849 is in reference to eight cylinders with 490 cc per cylinder. Here was the direct successor to the SF90 Stradale, which in itself was a landmark car as Ferrari’s first series-production plug-in hybrid, when it broke cover in 2019. The SF90 proved that hybridization could still deliver biblical performance even on a car with the prancing horse badge, but it also polarized. Some loved its digital precision; others found it too detached. Now, six years later, the 849 Testarossa promises to bridge that gap. It brings more power, better aero, smarter tech, and once again, the option of open-air driving in Spider form. So, how exactly do these two flagship hybrid Ferrari supercars compare? Let’s find out. Exterior Design Now, styling is purely subjective, so each to their own, but the SF90’s sharper design compared to its predecessor was certainly a break from tradition and a step in a different direction. Its narrow LED headlights, flat tail, and high-mounted exhausts gave it an aesthetic of something that somehow managed to look both futuristic and elegant, a feat that isn’t easy to pull off. Clearly, then, Ferrari hadn’t lost the plot as there were still plenty of exquisite details to keep the faithful happy. Most notably, the way the body-colored panel separated the roof from the engine compartment was one of the highlights. The proportions were spot on. The 849 Testarossa, meanwhile, carries more visual weight, but not in the way purists might have expected. Upfront, you have two distinctive aero elements that sit just below the headlights, and blacked-out facia panels showcase Ferrari’s modern design language from the 12 Cilindri and the Ferrari F80. The rear twin-tail rear is inspired by the 512 S. The five-spoke aeroblade wheels serve a function as well as a form, venting air from the wheel wells to aid cooling. The Spider variant brings its own flair with the roof down, the twin-tail silhouette looks even more dramatic, and the retractable hardtop folds in 14 seconds at speeds of up to 28 mph. View this post on Instagram A post shared by Jon Sibal (@jonsibal) Having said that, there’s one sorely missing design detail, especially since Ferrari has decided to call this car a Testarossa. The 1980s original and the 512 TR were defined by their side strakes, a functional element that doubled as an intake solution and became shorthand for Ferrari in the 1980s. Here, though, Ferrari has decided to skip them (the internet was quick to come up with a mock up), replacing them with a vertical black panel that channels air into the intercoolers. Overall cooling has now improved by 15 percent. If you loved how the Daytona SP3 from Ferrari’s Icona Series embraced retro cues from the 1960s, this feels like a missed opportunity. The Testarossa name carries weight, and bringing back those signature strakes could have truly revived and tied it to that legacy. Interior Design Sitting at the very top of the lineup, the SF90 introduced the new Human Machine Interface (HMI), Ferrari’s fully digital cockpit with its highly configurable 16-inch curved display, and a heads-up display for the first time. The execution, however, was far from ideal because capacitive touch controls for simple tasks like indicators or wipers have long made daily driving a bit tricky. Great in theory, and while it looked advanced, in the real world, there was a lot to be desired. The 849 Testarossa takes a more measured approach, and as is being seen across much of the industry, physical buttons have made a return, including a proper start switch. Ferrari is clearly listening to its customers, and we saw the first signs of this attempt to improve usability and ergonomics when they introduced the Amalfi coupe in July. While the metallic panel on the central console is designed to mimic a gated shifter, it also continues to do duty on this newest flagship, as it did on the SF90. The 849 cockpit’s new “sail” design, borrowed from the Ferrari F80, brings visual drama to the cabin. Also, screens galore, because despite the revival of some analog controls, three panels: a 16-inch driver display, a 12.3-inch infotainment screen, and an 8.8-inch passenger display, deliver the expected data to both driver and passenger. Further, the Spider variant’s cabin benefits from the same updates, but with additional attention to airflow management. Ferrari designed the cockpit so conversation remains possible with the roof down, something you wouldn’t have said about the Testarossa or 512 TR back in the day. Ferrari hasn’t abandoned tech, but this time it’s about refinement and functionality, and not just novelty. Performance As for performance, the SF90 was, as previously mentioned, Ferrari’s first hybrid benchmark. A 4.0-liter twin-turbo 90-degree V8 pairs with three electric motors, good for a combined 986 horsepower (160 hp from e-drive) and 590 pound-feet of torque. 62 mph is done away with in 2.5 seconds, and it tops out at 211 mph. If you’ve seen those drag races on YouTube, you know how the hybrid tech has helped the SF90 dominate the ¼ mile against much of the competition. But even with the mega performance, this is a plug-in hybrid, remember, and you can still cover 15.5 miles on electric power alone from the 7.45-kWh lithium-ion battery integrated into the chassis. Four eManettino modes let you toggle between eDrive, Hybrid, Performance, and Qualify, tailoring response for every scenario. How the 849 Testarossa builds upon that is something hard to fathom. The V8 now delivers 819 horsepower on its own, thanks to larger turbos, lighter internals, and a freer-flowing twin Inconel exhausts, with ducts that are 20 percent larger and 10 percent longer than before. Three electric motors, two at the front, one axial flux unit in the engine bay, add 217 horsepower for a combined 1,036 horsepower and once again, all-wheel drive. Zero to 62 mph now takes just 2.3 seconds, with 124 mph in 6.35 seconds, with top speed rated at 205 mph. However, downforce has now gone up to 915 pounds at 155 mph, just over 50 pounds more than before, now aided by a faster-reacting active rear spoiler that complements the twin-tail rear bodywork. Around Ferrari’s Fiorano test track, the 849 Testarossa managed to clock in a 1:17.5, half a second quicker than the SF90. The Spider trails slightly, hitting 124 mph in 6.5 seconds and lapping Fiorano in 1:18.1. But considering the retractable roof mechanism adds about 200 pounds, the performance gap is smaller than you might expect. Coming to dynamics, the SF90’s torque-vectoring AWD made it absurdly capable, but some owners described it as “too digital.” The 849 Testarossa refines this approach. Ferrari’s new FIVE digital estimator sharpens ABS Evo, brake-by-wire, and traction management. Larger carbon ceramics and co-developed tires shorten stopping distances, while the optional Assetto Fiorano pack cuts weight by 66 pounds and adds twin wings that triple rear downforce. There is an additional active central element that pops up in high down force mode. Additionally, a redesigned front underfloor with vortex generators channels air to the multi-level air diffuser. The optional Assetto Fiorano package, beyond the weight savings from carbon wheels and lightweight seats, comes with race-derived suspension calibration and Michelin Cup 2R tires. Ferrari quotes braking distances and cornering speeds significantly improved with the package. If the standard 849 Testarossa is already devastatingly fast, the Assetto Fiorano-equipped car is the one designed to hunt lap records. Where the SF90 sometimes felt like you were managing software, the 849 should give you more confidence to push its limits. Specification Ferrari SF90 Ferrari 849 Testarossa Engine 4.0L twin-turbo V8 + 3 e-motors 4.0L twin-turbo V8 (revised)+ 3 e-motors Combined Power 986 hp 1,036 hp (819 hp ICE + 217 hp e-motors) Torque 590 lb-ft 590 lb-ft Transmission 8-speed DCT 8-speed DCT 0–62 mph 2.5 seconds 2.3 seconds Top Speed 211 mph 205+ mph Ferrari SF90 Vs Ferrari 849 Testarossa: Price and Availability Back in 2019, the SF90 started at about $625,000 in the U.S., with most optioned builds hitting $750,000 or more. Even today, SF90 resale values remain strong, especially for Assetto Fiorano versions. The 849 Testarossa, despite being newer and more powerful, undercuts it slightly. The coupe starts at $540,000, while the Spider variant will set you back $585,000. Options and tailor-made builds will push most cars above $650,000, but Ferrari clearly wanted to keep the Testarossa within striking range of its predecessor. U.S. deliveries begin in late 2026. The Testarossa badge carries enormous weight and was the car that cemented Ferrari’s dominance back in the 1980s. To revive that name in 2025 is a bold move, one that requires more than just power figures. As for the SF90 Stradale, it will always be remembered as the model that helped Ferrari into the hybrid age. Nearly 1,000 horsepower, relentless acceleration, and cutting-edge tech made it a formidable advocate against the competition, even if its interface and character divided opinion. The 849 Testarossa, on the other hand, is Ferrari’s attempt at further refining that formula. More power, sharper aero, and cleaner ergonomics make it objectively better. The Spider adds open-air drama to the mix, and if you’re the kind who lives on the ragged edge and seeks the ultimate track toy from the onset, the Assetto Fiorano package is your fix, from the get-go. Is it the spiritual successor to the ‘80s icon? Not entirely, without the strakes, some will argue it’s missing that car’s defining trait. But Ferrari has pretty much delivered on everything else. So if a hybrid Ferrari has been on your radar for a while, you now have more choices. View All Ferrari Testarossa For Sale Images: Ferrari

By Jordan Aquistapace – September 10, 2025

2025 Ferrari SF90XX Stradale With Over $100K In Options F...

This is your chance to own one of the hottest Ferraris on the market. While every Ferrari that rolls off its Maranello production line proves to be prestigious in its own way, a select few are extra significant as one-offs and limited-production series. The XX series stands out as an even more monumental leap for Ferrari, inviting hand-selected owners to participate in their most exclusive and race-focused experience. Taking inspiration from road-spec models like the Enzo, 599 GTB, and LaFerrari, customers could purchase purpose-built FXX, 599XX, FXX-K, and FXX-K Evo factory race cars. At the same time, Ferrari maintained the fleet and organized race events worldwide. The all-new Ferrari SF90XX Stradale takes that thrill of a factory race car to the street as a first-ever for the brand, which is reflected in the market of anticipated buyers and collectors. Showcasing one of the very few for sale in the world, the team at EUROCAR is pleased to present this 2025 Ferrari SF90XX Stradale as part of its inventory of exotics available on duPont REGISTRY. With just 799 of these sold out, road-legal race cars being built, this 2025 example is among the most heavily optioned out there. Finished in Bianco Artico and decked out in exposed carbon, it’s an aggressive, futuristic-looking Ferrari with all the power to match its aero-focused design. Everything about this SF90XX leans into the extreme DNA of Scuderia Ferrari and its history in racing. There’s carbon fiber covering every inch of the exterior, from the front bumper inserts to the rear diffuser and trunk. The Giallo Modena racing stripe and Scuderia shields pay homage to Ferrari’s track roots, while carbon wheels and black ceramic exhaust tips dial up the visual appeal. It’s the kind of spec that looks just as at home on the circuit as it does parked on 17-Mile Drive during Monterey week. Inside, the cabin sticks to the subtly stealthy theme, featuring Nero Alcantara with yellow contrast stitching, carbon fiber trim nearly everywhere you look, and embroidered yellow prancing horses on the seats. It also has the tech and amenities of an everyday roadcar, like the premium HiFi system, front and rear cameras, and Ferrari’s connected services. Even with all the hardcore details, it still feels livable, like something you could take on a coastal drive one day, and to the track for weekends. Powering the whole package is a plug-in hybrid 4.0L twin-turbo V8 making over 1,000 horsepower, paired with an 8-speed dual-clutch gearbox. Ferrari claims its brutally quick, sharpened by active aero and chassis systems developed straight from its XX program. With just 194 miles on the odometer, this car’s barely broken in for its new owner. For collectors chasing that next-level Ferrari, especially one that rarely hits the market this early, this SF90 XX might just be the unicorn they’ve been waiting for. View Price And Listing

By Khris Bharath – September 09, 2025

Ferrari Revives the Testarossa Name With 1,036-HP Hybrid ...

“We’re on the brink of something big,” the teaser said yesterday, and Ferrari has now delivered. Meet the 849 Testarossa, the long-awaited successor to the SF90 Stradale, which, in a surprise move, was joined by the 849 Testarossa Spider. A name first seen in the 1950s on the 500 TR and made iconic in the 1980s, the Testarossa badge has made a comeback, reviving one of Maranello’s most storied nameplates, and together, both supercars represent the next chapter in Ferrari’s hybrid journey. The headline number: a combined 1,036 horsepower, which is 50 horsepower more than the SF90 Stradale and the highest output ever for a Ferrari production model. As we anticipated, the 4.0-liter twin-turbo V8 has been reworked extensively with new internals and a larger turbo, raising peak output to 819 horsepower. Three electric motors (one axial flux motor in the engine bay, and two radial flux motors upfront) provide an additional 217 horsepower and All Wheel Drive, pushing total power output past the 986 horsepower of the outgoing SF90 Stradale and even the 1,016 horsepower SF90 XX Stradale, which was built in limited numbers. More crucially, it is more than Lamborghini’s 1,001-horsepower Revuelto. The coupe can hit 62 mph in under 2.3 seconds (a 10th quicker than before), 124 mph in 6.35 seconds, and get around Ferrari’s Fiorano test track in 1:17.5. Ferrari quotes over 205 mph. The Spider isn’t too far behind at 6.5 seconds to 124 mph and a Fiorano time of 1:18.1, despite carrying a retractable hardtop. It is worth noting that the plug-in hybrid system also delivers 15 miles of pure-electric range, enabled by a 7.45-kWh lithium-ion battery integrated into the chassis. Four eManettino modes let drivers toggle between eDrive, Hybrid, Performance, and Qualify, tailoring response for every scenario. Ferrari has achieved these gains without adding weight. At 3,461 pounds dry, the coupe pretty much maintains the SF90’s mass, with Ferrari claiming the best power-to-weight ratio ever for a Ferrari at 3.34 pounds per horsepower. The Spider tips the scales at 3,660 pounds. Aero advances are equally measurable, as downforce now peaks at 915 pounds at 155 mph, up about 55 pounds compared to the SF90, while cooling capacity has increased by 15 percent. The car introduces a lighter active rear spoiler that adjusts between low drag and high downforce in under a second, twin-tail rear bodywork inspired by the 512 S, and a redesigned front underfloor with vortex generators, channeling air to the multi-level air diffuser. But the overall styling is where the 849 Testarossa makes a clear break from the camouflaged prototypes we reported on earlier. The coupe debuted in a classic Rosso shade, honoring tradition, while the Spider was shown in a striking Giallo Ambra. The five-spoke aeroblade-style wheel design is functional, extracting air, and appears to work well on both body styles. The blacked-out panel on the facia, edgy geometric surfacing, a protruding chin, and proportions align with Ferrari’s recent design language, similar to the F80 hypercar and 12 Cilindri. The twin-tail design at the rear draws inspiration from Ferrari’s 1970s sports prototypes, creating a cab-forward silhouette with slightly larger proportions that appears sharper and more purposeful than the SF90 Stradale it replaces. A highlight is the symmetrical flaps for fuel and the charge port. Having said that, the Testarossa name should bring expectations. Some will note the absence of the iconic side strakes, an element that defined the 1984 original. It’s a missed opportunity, especially since Ferrari used them so effectively on the modern-day Daytona SP3 from the Icona Series, where they paid proper homage to the 1960s P-car lineage. Instead, what you have is yet another blacked-out vertical panel that integrates the side air intake. Also, we can't talk about a Ferrari and not bring up sound. The V8 now uses a revised Inconel exhaust manifold, with ducts 20 percent larger and 10 percent longer than before. This improves gas flow while keeping weight down. A flexible Inconel joint helps manage the extreme heat generated by the larger turbocharger without adding mass. Ferrari also optimized the flat-plane crank V8, raising volume across the rev range and sharpening the low- and mid-range harmonics. As for handling, Ferrari’s latest ABS Evo system and FIVE digital estimator create a real-time “twin” of the car, sharpening braking precision and making deceleration more consistent in every Manettino mode. Larger discs, revised calipers, and co-developed tires from Michelin, Pirelli, and Bridgestone are all designed to push handling even further. For track-focused enthusiasts, the optional Assetto Fiorano package reduces weight by approximately 66 pounds, thanks to carbon fiber wheels and lightweight seats. Meanwhile, the addition of twin rear wings increases downforce by a factor of three compared to the standard twin-tail setup. Inside, as expected, Ferrari has addressed feedback from SF90 owners. Yes, the obligatory screens, including a dedicated display for the passenger, are all there, but the cockpit now features a new central sail motif inspired by the F80 hypercar, a simplified HMI, and a redesigned steering wheel with physical buttons similar to what we saw on the recently unveiled Amalfi coupe, including a proper start switch. The Spider variant also benefits from a 14-second retractable roof that can be opened at up to 28 mph, and Ferrari developed a new wind catcher to reduce cabin turbulence. As for pricing, the 849 Testarossa coupe starts at around $540,000, while the Spider will set you back closer to $585,000. Deliveries will begin in Europe in mid to late 2026, with U.S. allocations arriving about three months later at slightly higher prices due to import tariffs. Comparing this car to our reporting earlier today highlights how close the rumors were to what we see here. The heavily revised V8, the hybrid layout, the aero emphasis, and the interior changes all carried through. But what Ferrari kept hidden was the revival of the Testarossa nameplate itself, which brings both nostalgia and expectation. An in-depth comparison of the 849 Testarossa with the SF90 Stradale is imminent. Watch this space. View All Ferrari Testarossa For Sale Source: Ferrari

A silver prancing horse emblem on a tan surface is shown on the left, with pink and white smoke or haze on the right, hinting at an exciting Ferrari unveiling—possibly the highly anticipated SF90 successor.

By Khris Bharath – September 09, 2025

Ferrari SF90 Successor To Be Unveiled Today

We’re hours away from possibly one of the most highly anticipated launches of 2025. “At 8:00 PM CEST later today, Ferrari will unveil the successor to the SF90 Stradale in Milan. We’re on the brink of something big,” the company teased on Instagram. When Ferrari introduced the SF90 Stradale in 2019, it stunned the exotic car industry with 986 horsepower (1,000 PS). That output came from a twin-turbo 4.0-liter V8 that put out 769 horsepower and 590 pound-feet of torque, paired with three electric motors that added another 217 horsepower, for a combined, aforementioned 986 horsepower, or the first road-going Ferrari to break the 1,000 PS (Pferdestarke) barrier. Later, the limited-production SF90 XX Stradale raised the bar even further, refining the hybrid system to deliver 1,016 horsepower with even more extreme aerodynamics and chassis tuning. That model became the most powerful Ferrari ever sold for the street, but production was capped (799 coupes and 599 Spiders), leaving room for a new mainstream flagship. " width="680"> Enter the car known internally as Codename: F173M. While retaining the V8 hybrid architecture, the successor should likely push past that noteworthy 1,000 horsepower mark, edging closer to the XX’s performance territory. That would place it squarely against the Lamborghini Revuelto’s 1,015 horsepower and ensure Ferrari isn’t left behind in the mid-ship hybrid horsepower race. Based on the spy shots we’ve seen so far, the exterior shows an evolutionary path, revealing a redesigned front end with a rectangular central intake and an integrated front splitter. The hood appears to retain its muscular shape, while the rear sports new cooling vents and a full-width LED light bar, similar to what we’ve already seen on the XX model. The stance is sharper with more aggressive aero, and every detail points to improved efficiency and downforce. In the cabin, Ferrari could be addressing owner feedback, with the possibility of physical controls returning to the steering wheel like we saw with the Amalfi, besides updated digital instrumentation, and a revised dashboard layout. The final mystery is the name itself. Will Ferrari hang onto the SF90 badge with an “M” suffix for Modificata, or, like the Roma becoming the Amalfi, choose an entirely new identity altogether? Either way, tonight’s debut will tell us more, as the F173M will occupy a critical spot in the lineup from Maranello, alongside the recently introduced F80 hypercar and the 296 Speciale, re-aligning Ferrari’s high-performance hierarchy. View All Ferrari SF90 StradaleFor Sale View this post on Instagram A post shared by Ferrari (@ferrari) Source: Ferrari

Two men in blue PUMA x Ferrari shirts stand on either side of a Formula 1 car in a garage, with covered vehicles and tires visible in the background.

By Jordan Aquistapace – September 05, 2025

Niki Lauda’s Spirit Lives On in New PUMA x Ferrari Limite...

There’s something about Monza that feels special. For Ferrari fans, it’s where legends are made, and in 1975, Niki Lauda cemented his name in history by winning his first Formula 1 World Championship there. That victory didn’t just light up the podium; it reignited Ferrari’s bond with the Tifosi and set the tone for decades of passion at the Temple of Speed. Now, as Scuderia Ferrari HP lines up with Lewis Hamilton and Charles Leclerc as teammates for the first time, PUMA and Scuderia Ferrari are going retro with a collection that celebrates that golden moment while looking ahead to what’s next. The Monza Limited Edition Collection has all the right vintage touches for anyone who lives and breathes motorsport culture. The designs pull inspiration straight from Lauda’s iconic race suits, with retro logos, lettering, and unmistakable 70s style that feels just as fresh today. From classic jackets to tees, sneakers, and caps, it’s a collection that’s meant to be worn trackside, on city streets, or wherever the spirit of Ferrari racing takes you. What makes it even cooler is that the Ferrari team itself will be wearing the gear all Monza weekend as a perfect crossover. As a fan, I find that there’s something special about gear that actually carries a piece of history with it. Fifty years after Lauda’s triumph, Ferrari and PUMA have created more than merch; they’ve bottled up that energy of a first championship, of a team reborn, and of fans who have lived every lap since. It’s about being part of a story that started decades ago and is still unfolding with every race. Shop All PUMA x Scuderia Ferrari HP Our Top Picks Scuderia Ferrari Monza Hat Shop Now Scuderia Ferrari Monza Racing Jacket Shop Now Scuderia Ferrari Monza Team Tee Shop Now Scuderia Ferrari Monza Speedcat Shop Now Scuderia Ferrari Monza Hoodie Shop Now Source: PUMA

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