The car’s name encapsulates the true significance of all that has been achieved in terms of performance. The
reference to the 90th anniversary of the foundation of Scuderia Ferrari underscores the strong link that has
always existed between Ferrari’s track and road cars. A brilliant encapsulation of the most advanced
technologies developed in Maranello, the SF90 Stradale is also the perfect demonstration of how Ferrari
immediately transitions the knowledge and skills it acquires in competition to its production cars.
The SF90 Stradale has a 90° V8 turbo engine capable of delivering 780 cv, the highest power output of any
8-cylinder in Ferrari history. The remaining 220 cv is delivered by three electric motors, one at the rear, known
as the MGUK (Motor Generator Unit, Kinetic) due to its derivation from the Formula 1 application, located
between the engine and the new 8-speed dual-clutch transmission on the rear axle, and two on the front axle.
This sophisticated system does not, however, make for a more complicated driving experience. Quite the
opposite, in fact: the driver simply has to select one of the four power unit modes, and then just concentrate
on driving. The sophisticated control logic takes care of the rest, managing the flow of power between the V8,
the electric motors and the batteries.
The SF90 Stradale is also the first Ferrari sports car to be equipped with 4WD, a step necessary to allow the
incredible power unleashed by the hybrid powertrain to be fully exploited, ensuring the car has become the
new benchmark for standing starts: 0-100km/h in 2.5 sec and 0-200km/h in just 6.7 seconds.
Ferrari’s engineers were able to further broaden the spectrum of dynamic controls by introducing the
full-electric front axle, known as the RAC-e (electronic cornering set-up regulator). As well as exclusively
providing propulsion in electric drive, the two front motors independently control the torque delivered to the two
wheels, extending the concept of Torque Vectoring. Fully integrated into the car’s vehicle dynamics controls,
the RAC-e governs the distribution of torque, making driving on the limit much simpler and easier.
The introduction of this hybrid architecture was a challenge with regard to managing the additional weight
which was resolved by an obsessive attention to detail and the overall optimisation of the whole of the car. For
maximum performance in terms of overall weight, rigidity and centre of gravity, the chassis and bodyshell of
the SF90 Stradale is all new, built using multi-material technology, including, for example, carbon fibre.
The development of a hybrid car of this kind demanded the development of a series of innovative aerodynamic
solutions. The significant boost in the power unit’s performance brought with it an increase in the amount of
heat energy to be dissipated and required the development team to carry out an in-depth review of the
aerodynamic flows on the radiating masses. It also demanded new solutions to increase downforce efficiently
and guarantee maximum stability at all speeds and in all driving conditions.
Particularly noteworthy is the innovative shut-off Gurney, a patented active system located at the rear of the
car which regulates the air flow over the upper body, reducing drag at high speeds with low lateral dynamics
loads and increasing downforce in corners, under braking and during changes of direction.
The new car is epoch-changing from a stylistic perspective as it completely rewrites the mid-rear-engined
sports berlinetta proportions introduced on the 360 Modena twenty years ago, instead taking its inspiration
from Ferrari’s recent supercars. A good example is the cockpit, which has a smaller frontal section and is
placed closer to the front of the car to reduce drag. This was also achieved without impacting on-board
comfort.
The track-derived “eyes on the road, hands on the wheel” philosophy takes on a truly central role for the first
time too, significantly influencing the ergonomics and styling of the interior. The result is an HMI
(Human-Machine Interface) and interior layout concept that are a complete departure from previous models.
Another major innovation is the steering wheel which now has a touchpad and a series of haptic buttons that
allow the driver to control virtually every aspect of the car using just their thumbs. The central instrument
cluster is now entirely digital with the first automotive application of a 16” curved HD screen which can be fully
configured and controlled using the controls on the steering wheel.
On the central tunnel, improved ergonomics have been combined with an element from the past: the
automatic gearbox controls are now selected by a grille-style feature that references Ferrari’s legendary
manual gear-shift gate. Thus past and present skilfully merge to point the new Ferrari towards the future.
The SF90 Stradale also sees the debut of the new ignition key with full keyless technology which will
gradually be introduced across the rest of the range, personalised with the model’s name. Thanks to a special
compartment in the central tunnel, it becomes an integral part of the car’s styling.
In addition to the sporty version, which references the shape and colour of the signature rectangular Prancing
badge sported by Ferrari’s road cars, there will also be a more elegant metal-coloured version.
For the first time on a Ferrari, clients can choose between the standard car and a version with a more
sports-oriented specification. The Assetto Fiorano specification includes significant upgrades, including
special GT racing-derived Multimatic shock absorbers, extra lightweight features made from high-performance
materials such as carbon-fibre (door panels, underbody) and titanium (springs, entire exhaust line), resulting
in a weight-saving of 30 kg. Another difference is the high downforce carbon-fibre rear spoiler which generates
390 kg of downforce at 250 km/h. The Assetto Fiorano includes Michelin Pilot Sport Cup2 tyres designed
specifically to improve performance on the track in the dry. They feature a softer compound and fewer grooves
than the tyres provided as standard.
POWERTRAIN
The SF90 Stradale is the first ever Ferrari to feature PHEV (Plug-in Hybrid Electric Vehicle) architecture which
sees the internal combustion engine integrated with three electric motors, two of which are independent and
located on the front axle, with the third at the rear between the engine and the gearbox.
The internal combustion engine and the electric motors work in synergy to unleash an incredible 1,000 cv
which means the SF90 Stradale sets a whole new benchmark in terms of its performance and innovative
content not just with regard to the Ferrari range, but also its competitors.
INTERNAL COMBUSTION ENGINE
Thanks to its 780-cv power output, the turbo V8 featured in the SF90 Stradale raises the bar for the
performance limits achievable by this type of architecture. The starting point was the F154 family engine
which has won the International Engine of the Year award for the fourth consecutive year, an unprecedented
achievement for any power unit.
Together with its 195 cv/l specific power output, which is the highest in the segment, the engine also delivers
800 Nm of torque at 6,000 rpm. To deliver this extraordinary result, Ferrari’s engineers focused on several
different areas of the engine, starting by increasing its capacity from 3,902 cc to 3,990 cc thanks to a larger
bore of 88 mm.
The intake and exhaust system was completely redesigned and now features a new, narrower cylinder head
with a central injector and the adoption of 350-bar GDI, another first for a Ferrari V8.
To improve the internal fluid dynamics, not only was a larger diameter intake valve adopted but the ducts are
all horizontally lined up at engine head height; the turbo charger assembly has been lowered while the
exhaust line is higher, as testified by the fact that the tail pipes are now in the upper section of the rear
bumper. The turbos are now equipped with electronically-controlled wastegates to improve catalyser heating
and new compressor volutes to optimise fluid-dynamics.
The re-engineering goes well beyond fluid-dynamics: the rationalisation of the layout has resulted in both a
lower centre of gravity, thanks in part to the adoption of a smaller-diameter fly wheel, and a reduction in overall
weight thanks to the use of Inconel instead of steel for the exhaust manifold. Meticulous attention was
lavished on sound quality when redesigning the exhaust system and the result is fuller, richer harmonics
across the entire frequency range.
GEARBOX
The SF90 Stradale sports a completely redesigned 8-speed, oil-bath, dual-clutch transmission. New gear
ratios and improved transmission efficiency yield a significant reduction in fuel consumption in urban and
motorway driving (-8% in the WLTP cycle) without having to compromise on performance. In fact, there is
even a 1% improvement in efficiency on the track.
An optimised layout, achieved through the adoption of a dry sump and a significantly more compact clutch
assembly with a 20% smaller exterior diameter than the current gearbox, has shaved 15 mm off the installed
height in the car which, in turn, lowers the centre of gravity of the running gear by the same amount.
Despite the addition of an eighth gear and a maximum torque boost to 900 Nm (the latter an increase of 20%
on the current 7-speed), the gearbox’s overall weight is actually 7 kg lower. That figure rises to 10 kg when
the elimination of the reverse gear – now incorporated in the function of the front electric motors – wheels is
included.
The new clutch’s performance is 35% higher, transmitting up to 1200 Nm in dynamic torque in gear shifts.
Thanks to new-generation actuation hydraulics, total clutch fill times have been cut to 200 ms compared to
the 488 Pista’s 300 ms.
ELECTRIC MOTORS
The SF90 Stradale is equipped with three electric motors capable of generating a total of 220 cv (162 kW). A
high performance Li-ion battery provides power to all three motors and guarantees a 25-kilometre range in
all-electric eDrive mode, using just the front axle. When the internal combustion engine is turned off, the two
independent front motors deliver a maximum speed of 135 km/h with longitudinal acceleration of =0.4 g.
Reverse can only be used in eDrive mode which means the car can be manoeuvred at low speeds without
using the V8. The front motors are integrated into the launch control strategy for maximum performance when
accelerating.
FUNCTION MODES
The internal combustion engine and electric motors work in synergy to generate an incredible 1,000 cv, which
puts the SF90 Stradale at the very top of the range in performance terms. The control logic optimally
manages the power flows either with the emphasis on efficiency or performance depending on the user profile
selected by the driver.
Thanks to an additional steering wheel-mounted selector, dubbed the eManettino (analogous to the Manettino
which is used to set the electronic vehicle dynamics modes), the driver can choose from four different power
unit management modes:
eDrive: the internal combustion engine remains off and traction is entrusted entirely to the electric front axle.
Starting with a fully charged battery, the car can cover up to 25 km in this mode. This mode is ideal for city
centre driving or any other situation in which the driver wishes to eliminate the sound of the Ferrari V8.
Hybrid: this is the default setting when the car is turned on, in which the power flows are managed to
optimise the overall efficiency of the system. The control logic autonomously decides whether to keep the
internal combustion engine running or turn it off. If it is on, the internal combustion engine can run at
maximum power thus guaranteeing powerful performance whenever the driver requires.
Performance: unlike ‘Hybrid’, this mode keeps the ICE running because the priority is more on charging the
battery than on efficiency. This guarantees that power is instantly and fully available when required. This mode
is best suited to situations in which driving pleasure and fun behind the wheel are the main focus.
Qualify: this mode allows the system to achieve maximum power output by allowing the electric motors to
work at their maximum potential (162kW). The control logic prioritises performance over battery charging.
VEHICLE DYNAMICS
The exceptional work done to boost the power unit’s power would have all been in vain without in-depth
dynamics research and the development of a whole series of solutions to boost the SF90 Stradale’s lap
times, whilst simultaneously guaranteeing that drivers of all kinds could make full use of the car’s potential
and have fun behind the wheel.
The new hybrid architecture required extensive and lengthy integration work on the car’s many different control
logics. The three areas concerned are: the high-voltage system controls (battery, RAC-e, MGUK, inverter),
engine and gearbox control and vehicle dynamics controls (traction, braking, Torque Vectoring).
Integrating these areas with the existing vehicle control logics led to the development of the new eSSC
(electronic Side Slip Control) vehicle control system. The eSSC introduces three innovative dynamic
regulation and distribution strategies for engine torque to all four wheels:
- Electric Traction Control (eTC): optimally manages the availability of the torque – both ICE and electric –
distributing it to the individual wheels to suit driving conditions and grip requirements
- brake-by-wire control with ABS/EBD: allows the braking torque to be split between the hydraulic system and
the electric motors (brake torque blending), allowing regenerative recovery under braking which actually
boosts performance and brake feel rather than compromising them
- Torque Vectoring: available on the front axle to manage electric traction on outside and inside wheel in
cornering to maximise traction exiting the corner and help ensure easy, confident, high-performance driving.
Longitudinal dynamics
Thanks to the introduction of the RAC-e electric axle and traction control, eTC (Electronic Traction Control),
on all four wheels, it is now possible to exploit the additional grip offered by the front wheels when
accelerating. Improved overall grip combined with the improved power delivery from the electric motors at low
speeds, has significantly improved the SF90 Stradale’s longitudinal acceleration, making it the new
benchmark for standing starts.
Even at high speeds and in higher gears, the combined contribution of the electric motors in maximum
traction conditions helps reduce ICE response times, significantly improving longitudinal acceleration and thus
performance.
The new brake-by-wire system manages kinetic energy recovery through the electric motors by implementing
electronically-controlled blending of hydraulic and electric braking, entirely unnoticed by the driver. Under
normal braking conditions, energy recovery using the electric motors is the priority. The hydraulic system
intervenes to support the electric one under hard braking.
Lateral dynamics
The eSSC control logic also supervises how torque is distributed between the front wheels using the RAC-e
motors and the electronic control derived from the Torque Vectoring concept, varying between the inside and
the outside wheel in cornering based on dynamic conditions with the aim of maximising performance and
delivering easier handling.
CHASSIS
Although the extra 270 kg required to incorporate the hybrid system into the car have been amply offset by
the extra power delivery (220 cv, with a weight/power ratio for the system alone of 1.23 kg/cv), in-depth
research was still required to ensure that overall weight was kept to 1,570 kg, thus guaranteeing a
record-breaking weight/power ratio of 1.57 kg/cv.
The chassis has been completely redesigned with a multi-material and multi-technology approach to absorb
the extra stresses associated with the new power unit and the introduction of AWD. A number of
technological innovations have been introduced, not least hollow castings, which replace the traditional ribbed
castings. Other new solutions include an all-carbon-fibre bulkhead between the cabin and the engine and two
new aluminium alloys, one of which is a high-strength 7000 series alloy for some of the sheet metal. As a
result, the SF90 Stradale chassis boasts 20% higher bending stiffness and 40% higher torsional rigidity than
previous platforms without any increase in weight. This has significant advantages for the car’s dynamics.
NVH (noise, vibration, harshness) characteristics have also been improved by the use of a new alloy known
as ‘quiet aluminium’ for the floor pan.
AERODYNAMICS
The greatest challenge in crafting the aerodynamics of the SF90 Stradale was posed by the need to deliver
downforce and aerodynamic efficiency at a level never before achieved either by Ferrari or its competitors,
whilst simultaneously guaranteeing that all the subsystems of the new power unit (internal combustion
engine, electric motors, battery and inverters) would always function as optimally as possible.
As always, the aerodynamics department worked closely with Ferrari Design and this produced downforce
and efficiency figures unmatched by any other car in the segment. Once again, they were achieved in typical
Ferrari fashion: rather than using simple add-on elements, the car’s forms were meticulously sculpted.
The results in terms of performance are impressive indeed: thanks to its ability to generate 390kg of
downforce at 250 km/h, the SF90 Stradale is now the new benchmark for downforce and efficiency in
high-performance road cars.
THERMAL AERODYNAMICS
Smart cooling flow management is the first step in defining a successful car layout and, in this particular
case, guaranteeing that 1,000 cv can be efficiently and uncompromisingly unleashed in all kinds of driving
conditions without in any way compromising aerodynamic drag and downforce coefficients.
The internal combustion engine, gearbox, turbo-charged air, battery pack and electric motors, the inverters
and charging systems and brakes all need cooling. Meticulous attention was paid to the design of the engine
bay which houses both the usual internal combustion engine systems that generate temperatures of nearly
900°C, and highly temperature-sensitive electronic components.
The coolant for the internal combustion engine and the gearbox (high temperature circuit) is cooled by two
radiators located ahead of the front wheels. The hot air flow coming off those radiators is channelled into the
side areas of the underbody rather than along the car’s flanks. This means that the air flow along the flanks is
cooler when it enters the air intakes ahead of the rear wheels, thereby boosting the efficiency of the
intercooler radiators.
The electric motors and the inverters are cooled by a separate circuit with its own radiator at the front of the
car with a central intake on the front bumper.
Lastly, the cooling circuit for the brakes was completely redesigned to meet the demands of the car’s
additional performance. In close collaboration with Brembo, Ferrari developed a new brake calliper for the front
which is being used for the very first time on a road car. The calliper has an integrated aerodynamic
appendage which distributes the highly charged air flow from the special air intake directly under the
headlights on the front bumpers, more efficiently to the brake pads and disc. The rear brakes are cooled by
the flow from two air intakes on the underbody near the rear wheels.
REAR AERODYNAMICS
In terms of design, the SF90 Stradale’s engine cover has been kept extremely low to improve the interaction
between the flows over and under the body, and thus minimise drag.
The end section of the engine cover features a suspended wing divided in two sections: one fixed, which
incorporates the third brake light, and one mobile with a wedge-shaped front area. The latter has been dubbed
the shut-off Gurney and is under patent. It is also the most innovative downforce management device on the
car. In urban usage or at maximum speed, the two sections are aligned and suspended above the engine
cover, with the mobile wedge acting as an efficient fairing to the fixed element, allowing the air to flow both
above and beneath the shut-off Gurney.
In high downforce conditions (such as driving through corners, braking or in abrupt changes of direction), the
mobile element is lowered by a pair of electric actuators, closing the lower blown area and uncovering the
fixed element, generating a new tail geometry characterised by a broad load surface topped by a powerful
nolder.
The system is controlled by a sophisticated control logic that checks parameters such as speed,
acceleration (lateral and longitudinal) and driver inputs, hundreds of times a second in order to establish the
most efficient configuration to adopt.
FRONT AERODYNAMICS
Rear downforce is balanced at the front of the car by a complex and optimised system of vortex generators.
Although this is not its very first appearance on a Ferrari sports car, the system has been honed to the
maximum on the SF90 Stradale: the front section of the chassis has been raised 15 mm compared to the
central section of the chassis at the point where the vortex generators are located, thus increasing the
amount of air channelled towards them and boosting their effect.
The front bumper is divided into two sections that have specific wing functions. Between the upper section and
the bonnet is a pronounced indent that locally compresses the flow. This feature, together with the two
diffusers ahead of the front wheels, contributes to generating downforce over the front axle.
FORGED WHEELS WITH BLOWN GEOMETRY
Specific aerodynamic research went into the geometry of the forged wheels which are made using a
construction technology that allows greater freedom when it comes to aerodynamic solutions. The specific
geometry of the wheels incorporate radial elements on the outer channel which are equally spaced between
the spokes and designed to act as wing profiles. The geometry of these profiles mean that the wheel works
like a rotor blade, very efficiently managing the flows from inside the wheelarch and guaranteeing two main
effects:
- Air evacuation from wheel arch is boosted, creating suction that also benefits the flow that passes through
the front diffusers, generating extra downforce over the front;
- The flow exiting the wheel rim is lined up with the longitudinal flow running along the sides, thereby reducing
deviations caused by the air mass exiting at an angle to the direction of movement, thus reducing the car’s
Cd.
DESIGN
The SF90 Stradale is the most advanced car in the range from a point of view of performance and technology.
The definition of the exterior styling was inspired by that principle: to create a forward-looking, innovative
design that transmits the car’s mission as an extreme sports car – Ferrari’s first series production supercar.
Ferrari Design has thus completely revisited the proportions of the front, central and rear volumes in a radical
evolution of the forms of Ferrari’s mid-rear-engined production berlinettas of the last twenty years.
The aim was to design a leading-edge extreme car capable of delivering completely unprecedented
performance for a Prancing Horse production car. The SF90 Stradale slots in between the mid-rear-engined
coupés, today represented by the F8 Tributo, and supercars of the likes of LaFerrari, and is the new
standard-bearer for hyper-technological extreme cars brimming with future-forward content.
EXTERIOR
The SF90 Stradale’s architecture, in which the cabin is located ahead of the mid-mounted engine, provided
Flavio Manzoni and his team of designers at the Ferrari Styling Centre, with the ideal platform on which to
craft a genuine supercar of impeccable proportions.
More compact overhangs (the rear one is shorter than the front one in particular) and the frontward-shift of the
cabin have created a cab-forward-type architecture which emphasises the fact that the engine is
mid-mounted. A very low centre of gravity has also allowed the designers to lower the cabin area by 20 mm.
Combined with a more curved windshield, slender A-posts and a wide track, this creates a beautifully
proportioned car with sleeker volumes.
The compact bubble-shaped cabin has an aeronautical cockpit feel and the fact that it has been shifted so far
forward is further emphasised by the geometry of the two body-coloured rear flying buttresses that enclose
the rear.
Another signature solution is the headlights which hail a move away from the L-shaped look, to a slender slit
design integrated with the brake air intakes resulting in a characteristic C-shape which lends the front of the
car an original and futuristic appeal.
In an absolute first for a Ferrari, the SF90 Stradale uses matrix LED headlight technology to improve visibility
in all driving conditions thanks to active beam control.
The rear of the car is dominated by high exhaust pipes which are the result of optimisation of the exhaust line
layout. Because the power- train is significantly lower in the car than in the past, the designers were also able
to lower the car’s tail. Another deviation from the styling typical of past berlinettas is the way the profile of the
rear screen no longer follows the line from the roof to the rear bumper. This element of styling discontinuity is
evidenced by the separation of the screen from the cooling grille.
The tail lights have also evolved quite radically from Ferrari’s iconic round shape. The eye-catching, more
horizontal luminous rings create a more horizontal perception of the tail lights which in turn visually lowers the
height of the tail.
INTERIOR
While the SF90 Stradale’s exterior was crafted to underscore its seamless combining of form, technology and
performance, the interior is even more radical. The very explicit aim there was to create a cockpit that ushered
in an entirely new design direction, the effects of which would carry over into Ferrari’s entire future range.
The designers took a futuristic approach to the interface concept with a strong focus on creating a wraparound
aeronautically-inspired cockpit with particular emphasis on instruments. This further emphasised and
underscored the symbiotic relationship between car and driver. In fact, the SF90 Stradale makes an
epoch-changing leap forward both in formal and content terms, updating the Human Machine Interface with
all-digital technology.
In a first for a Ferrari, the central instrument cluster comprises a single 16” digital HD screen which curves
towards the driver to make it easier to read and to emphasise the F1-style wrap-around cockpit effect. This is
the first time this type of screen has been adopted in a production car.
When the engine and motors are off, the onboard instruments go black lending the cockpit a wonderfully
sleek, minimalist look. In line with Ferrari tradition, the default screen is dominated by a large circular rev
counter which, however, this time is framed by the battery charge indicator. The navigation screen is on one
side of the rev counter with the audio control one on the other.
The “hands-on-the-wheel” philosophy has consistently driven the development of the human-machine interface
in every Ferrari F1 car and its subsequent gradual transfer to its road-going sports cars. The SF90 Stradale’s
steering wheel completes that transfer process from the competition world and also ushers in a new era by
introducing a series of touch commands that allow the driver to control virtually every aspect of the car without
ever taking their hands off the wheel.
The traditional controls include the now-classic steering-wheel mounted headlight control, windscreen wipers,
indicators and the Manettino for driving modes.
Of the new touch controls, the compact but functional pad on the right-hand spoke allows the driver to
navigate the central cluster screens, while voice and cruise controls are on the left-hand spoke. Also
noteworthy is the adoption of a rotary switch for cruise control, a solution derived directly from the Formula 1
car. In the bottom left section of the central area, there are four buttons the driver uses to select the power
unit use mode.
The Head Up Display is another part of the innovative HMI and allows various data to be projected onto the
windshield within the driver’s field of vision so that their attention is not distracted from driving.
From a creative perspective, the SF90 Stradale interface project gave the Ferrari Style Centre’s designers the
opportunity to interpret the screens in the cabin as a canvas on which all the car’s functions and controls
could be represented. The screen graphics on the SF90 Stradale were also designed to create a 3D effect
which is particularly striking during transitions, such as when the instrument panel is turned on or when
swapping from one screen to the next.
Alongside the new-concept HMI, another major theme tackled in the cabin was the tunnel area interface. The
F1 controls on the “bridge” are probably the most iconic of the Ferraris of recent generations. These have
been completely redesigned and set into a modern metal plate which references an equally iconic feature
from the past: the classic gear lever gate.
7 YEARS MAINTENANCE
Ferrari’s unparalleled quality standards and increasing focus on client service underpin the extended
seven-year maintenance programme offered with the SF90 Stradale. Available across the entire Ferrari range,
the programme covers all regular maintenance for the first seven years of the car’s life. This scheduled
maintenance is an exclusive service that allows clients the certainty that their car is being kept at peak
performance and safety over the years. This very special service is also available to owners buying pre-owned
Ferraris.
Regular maintenance (at intervals of either 20,000 km or once a year with no mileage restrictions), original
spares and meticulous checks by staff trained directly at the Ferrari Training Centre in Maranello using the
most modern diagnostic tools are just some of the advantages of the Genuine Maintenance Programme.
The service is available on all markets worldwide and from all Dealerships in the Official Dealership Network.
The Genuine Maintenance programme further extends the range of after-sales services offered by Ferrari to
satisfy clients wishing to preserve the performance and excellence that are the signatures of all cars built at
the factory in Maranello which has always been synonymous with leading-edge technology and sportiness.
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