Review of our AF SF90 - is this car what people say it is?

MANDALAY · Jul 30, 2021

OMG the SF90 ALSO comes OEM that crappy scour pad material on the roof lining ???

IMO go after the salesman he should have known better. Cant believe the number of F8 owners were never told but i didnt imagine this cheap absolutely nasty stuff to be on a SF90. unreal

Lukeylikey · Jul 31, 2021

MANDALAY said: ↑

OMG the SF90 ALSO comes OEM that crappy scour pad material on the roof lining ???

IMO go after the salesman he should have known better. Cant believe the number of F8 owners were never told but i didnt imagine this cheap absolutely nasty stuff to be on a SF90. unreal
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I had an early order, some of the options available now, such as surround view, weren’t available originally. I think that’s always a great option and I don’t care about the lumps on your wing mirrors. A wing mirror is a ‘lump’ itself. Perhaps the leather roof was not an option early on? Seems a bit unlikely but it was definitely not on the dealer configurator otherwise I would have ticked the box. We’re currently on our travels in our PS which has alcantara roof lining. So much nicer! The PS has a double indented roof on the inside too, very nice.

jm2 · Jul 31, 2021

Today's WSJ.
Ferrari SF90 Stradale: A Hybrid Built to Be Noticed
Ferrari’s first ever plug-in hybrid, the SF90 Stradale, heralds a new style direction—and a high-tech architecture—as the company moves toward electrification.

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BACK TO THE FUTURE Ferrari’s SF90 Stradale, a plug-in hybrid, departs from the mid-engine proportions first introduced on the 360 Modena berlinetta (1999-2004). The SF90’s cab-forward profile, blister-like canopy and shorter overhangs preview Ferrari’s styling direction in the new era of hybridization.
PHOTO: FERRARI
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By
July 30, 2021 3:57 pm ET

I STEPPED OUT of the hotel—a weathered pensione in the Italian Alps named the Hotel Corona—to find the Ferrari SF90 Stradale test car surrounded. A group of high-schoolers were downstairs to meet their tour buses. I explained that I was an American journalist, just borrowing the car for the weekend. The very idea staggered them.

I proceeded to belt my suitcase into the padded carbon-fiber passenger seat. So much for looking cool. The SF90’s erogenous profile and thrilling outward views come courtesy of the ultra-low cowl and a hood line that plunges between bounteous wheel arches like the neckline of a racy dress. But the decolletage didn’t leave much room for cargo capacity—a mere 74 liters in the front trunk, the frunk. If you are planning a long weekend in the SF90, the car requires that you leave either your loved one or their belongings on the curb.

The kids begged me to rev the engine. But when I pressed the Start button (actually a bit of touchpad on the steering wheel so marked), the illustrious twin-turbo V8 behind me didn’t respond. The SF90—a plug-in hybrid—wakes up in electric-only mode. Pfft. Stand back, kids, I’m about to save the Earth.

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EYES ON THE PRIZE The SF90 Stradale’s short front overhang, steeply sloped nose and low scuttle provide excellent outward visibility. The interior features a new “bridge” (center tunnel console) design, with a shift-mode switch array in the shape of classic mechanical-gated shifters.
PHOTO: FERRARI
Ferrari calls the SF90 Stradale ($663,623, as tested) its “new standard-bearer for hyper-technological extreme cars brimming with future-forward content.” Translation: The first of many hybrids, leading inevitably toward all-electric models. The SF90’s exquisite proportions, silhouette and ratios of front and rear overhang preview Ferrari’s styling direction in the new era, chief design officer Flavio Manzoni has said, as the exteriors morph around emergent platform technology.

Others may call it a compliance baby, built to reduce fees/fines/taxes for emissions and consumption just about everywhere Ferraris are sold, exploiting plug-in hybrid electric vehicle (PHEV) provisions that are themselves a bit dodgy. That’s also fair. Approximately no people will plug in this car daily to access a meager 15.5 miles of all-electric range. And yet in a world where Tesla sedans can hit 60 mph in 2 seconds, it seems inevitable that Ferrari would resort to some kind of e-drive front end, in order to transmit more power to the ground.

Oh, the SF90 is all kinds of forza. Lensing the light of 736 kW into delirious acceleration and trip-hammer upshifts (0-124 mph in 6.7 seconds) the two-seat berlinetta can make an Italian toll plaza vanish faster than David Copperfield. At full song—around 7,500 rpm, near that B4 note from “Nessun Dorma”—the 3.9-liter V8 has an old familiar wail.

But the way the SF90 gets there—entraining an additional 594 pounds of e-motors, battery pack and power electronics, AWD and associated cooling—is a little counter-narrative for Ferrari the brand. The SF90 will require the company to revise some of its sacred oaths of essentialism and immediacy.

The kids wanted me to do a burnout leaving the hotel. Gladly. But first I had to back out silently—reverse thrust is provided by the dual front electric motors—and start throwing switches. On the new “eManettino” switch panel, in the lower-left quadrant of the steering wheel, I tap-selected Qualify mode, which permits maximum discharge of the 7.9 kWh battery and full power from the three electric motors.

The SF90 will require the company to revise some of its sacred oaths of essentialism and immediacy.

With the gas engine throbbing, it was then necessary to turn off electronic traction control, by twisting and holding the vehicle-dynamics manettino until ESC OFF indicator lights. Lastly, I pulled the transmission selector from Automatic to Manual mode, and toggled the right flappy-paddle to confirm first gear. The SF90’s launch-control switch shortcuts the process, but I wanted to make smoke, not catapult off a cliff.

The SF90 is complicated, morally and otherwise. Its PHEV architecture comprises three electric motors: two axial-flux motors in front and one radial-flux motor between the V8 and gearbox—the cybernetically empowered eight-speed, dual-clutch transmission. A slim lithium-ion battery pack (7.9 kWh) is mounted transversely ahead of the engine. The electrics’ combined output (220 cv max) is laid atop the 3.9-liter V8’s insane max of 780 cv, for a nominal combined maximum of 1,000 cv, or 986 hp. Which turns out to be enough.

The other big deal: Unlike brake-based torque-vectoring systems—which impart more torque to the outside wheel by braking the inside wheel—the SF90’s dual-motor front axle can instantly load up additional torque on the outside wheel rather than merely compensate for loss of traction on the inside. This dramatically increases the car’s maximum yaw rate around an alpine switchback, to put it mildly. I used to have a kidney on each side.

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AIRBENDER Among the SF90’s aerodynamic tricks is a two-section suspended rear wing, with one element fixed and the other moveable, the latter called the shut-off Gurney. At 180 mph the SF90 Stradale can generate 859.8 pounds of road-holding aero downforce.
PHOTO: FERRARI
To grumpy, change-averse traditionalists: Yes, this one is pretty fussy. For example, the SF90 defaults to hybrid all-electric mode when started and will tend to favor electric propulsion, up to speeds of 84 mph—unless and until the system needs the engine to recharge the battery. So it can be humming along at highway speeds in e-drive when the V8 suddenly roars to life. Mamma mia! I thought I’d hit a land mine.

Not all traditions are worth preserving. Ferrari’s longstanding philosophy for human-machine interface, inspired by F1 race cars—“hands on the wheel, eyes on the road”—has now produced a steering wheel so functional as to be practically unusable. Quick, find the volume control (on the backside of the wheel). The matchbox-sized capacitive switch pads require a surgeon’s touch and inordinate eye-time. I do love Ferrari’s heads-up display and navi graphics.

Change is coming to Maranello. The SF90 wants to be sure you see it.

Scott4503 · Jul 31, 2021

Lukeylikey said: ↑

View attachment 3172690 SF90

It’s now two years since I first saw the SF90. Well, a bit before that as Ferrarichat’s resident posse of artistic guessers gave a characteristically good preview of what it would look like. When I saw it at the Fiorano launch, if first impressions were anything to go by, my instant reaction was “this will stop Manzoni’s detractors in their steps”, it was so convincingly well proportioned and good to look at, I thought there would be a similar outpouring of praise as with the Pista. Of course, we all now know that not to be true, on fchat at least.

I ordered our SF90 soon after and after a reasonable wait, it’s now arrived with us. I know others have given their thoughts so to add some grist to the mill, I thought I might do the same. I’ve noticed some details about the car that prospective owners or even those thinking of ordering one, may be interested in. This is not an easy car to deal with in short text. I’ll try to keep it concise but there is a lot going on with this new Ferrari. In fact, it is probably the ‘newest’ new Ferrari I have ever experienced. With all the others, there are usually some things that are familiar from previous models, but here so much is new and different.

I have shared some iPhone pics below for a reference to some of the things I want to talk about with this car. I’ll try (but will probably fail) to deal with the main points in some sort of logical order.

Appearance.

We have a Pista Spider. What a great car to look at. You could argue it’s not quite as nice as the coupe but top-down it’s such a pleasure to drive and be in. I took a photo of the two cars together in (nearly) side profile. I think it demonstrates what I felt when I first saw the SF90 at the Fiorano launch. The lines and curves are breathtaking to me. Much nicer than the rightly acclaimed Pista. The integration of the side venting, which sits higher in the SF90, the line from the bottom of the door sweeping up towards the vent but disappearing before it gets there, echoing the upswept B pillar but with the sill line falling away in the opposite direction to emphasise the powerful rear end, full of engine and other things that suggest this is a very powerful car. The curves over the rear wheels with the apex of the curve over the centre of the wheel, falling away into the upswept rear spoiler. It’s beautiful and looks magnificent in real life. The car seems ‘fuller’ and more resolved than the Pista Spider in profile. The look completely supports the added price and elevated status within Ferrari’s range the SF90 has. By the way, that line in the door at the front has a gap behind it, you don’t see it from the pictures but the panel actually sits proud of the door, a bit like the 720’s aerodynamic channel at the top of its door. There seems to be a whole lot of aero detailing on the SF90, too much to talk about here but unless you have been up close and spent some time with this car (washing it for example) you don’t really know it. I think we chose the right wheels for the colour scheme we went with. The colour is Rosso F1 2007. I think this colour was meant to look more like Rosso Corsa through a camera than Rosso Corsa does, a bit like Rosso Scuderia. From these iPhone pics it manages to do that but I think you can see it is something a little special. Both cars are dirty with some road film on them so it’s not easy to see the deep lustre both these paint jobs have. The Pista Spider is a rare TM colour called Ardilla Amarillo, a very rich, dark yellow triple layer with Grigio Isabel stripes and wheels. I know there are controversial elements to the SF90 like the front wings over the headlights (I have shown a picture that tries to demonstrate how flush the winglets are to the lights - I had thought they were floating but they really are very flush). Also the square rear lights and the buses rear deck lid. Granted, I wouldn’t say the rear is as classically beautiful as the side view but it looks beefy, muscular, powerful. Like the Aventador competitor that it is. I always liked the rear, the front was more of a challenge for me but on seeing how compact the styling is in real life, I feel it flows into the rest of the car really well. It might prove difficult to facelift this car because if you mess around too much with it I would guess you could unbalance it very easily. But for now, the appearance is a major plus for me.

Driving.

This is a really critical point for most of us. It certainly is for me. Here, there is good news, but with some cautionary tales. If you wanted a summary of what I feel about the SF90 it would be this; “the things that people like to criticise about the SF90 are, in fact, brilliant. The things nobody really speaks much of are where the challenges lie.” Not everything is great with the SF90 and it does have some serious demerits but we’ll get to those later.

The way it drives is not among them though. Except for the fact that this car, the AF SF90 wants some careful thinking about. The hybrid bits are brilliant, though in some ways illogical. But the ride quality and lack of front lifter might be a deal breaker for you. I love our GT2 RS. But on broken roads it is just too stiff. Great for the track but can be a bit of a pain on long road trips. We did a couple of thousand miles road trip in a 991.2 GT3 RS a couple of years back. It was manageable but by the end my wife had had enough. We won’t be doing another one in a Porsche GT without a lot of persuasion. The AF pack is not as severe as that…..but it’s not far off. When the spider was launched we wondered about swapping from the coupe to the spider. I figured that might be a mistake because I knew I wanted the AF car. An AF car with open roof might just be a bit of an issue?

Some would like to paint the SF90 as powerful but lardy, perhaps a cliche applied in the past to various big Lamborghinis or even cars like the Testarossa, which we have an example of. Compared to a 355 ‘powerful but lardy’ might be a reasonable, if perhaps slightly unfair, description. As for the SF90 AF pack, it in no way feels lardy. I haven’t yet driven it on track but its suspension is unyielding at low speed and needs velocity and energy to come alive. When it does, boy is it good. These new multimatic dampers feel like they rebound with more speed than the magnetorheological ones. Once you get them working though, they control the car with precision, feel, telepathy….what?! Well that’s what it feels like. The car just doesn’t feel heavy and feels intuitive like our Speciale does. A good way to describe the SF90 is like a cross between the Pista and the Speciale, perhaps taking the best of both. It has grip and power like the Pista but that “I can do anything I like with this car” feel of the Speciale. It is mobile at the rear, even in race mode - I will get around to CT off when it is fully run in (currently has 500 miles on it, a good enough effort for its first week). It also has the throttle response of the Speciale. Some consider all 458s a bit too ‘hair-trigger’ for their liking but I’ve always loved that. The SF90 is the same. It has quite an aggressive lift-off weight transfer to the front which is ideal for fast driving, just like the Speciale, and you can measure the throttle with precision. Is that the torque-fill hybrid assisting the torque-fill turbos? I guess so. Whatever, they have used the various assets of the drivetrain to great effect. The steering is fast and a return to the dynamics of the Speciale after the Pista moved definitively away. The Pista has more steering heft than the other two and is the one that feels as if it’s from a different chassis philosophy. It’s all business, grip, grunt, pace. The SF90 is more playful and as I’ve said before it just does not feel heavy, it feels agile and fun. And very fast. I doubt on track the MPSC2s will soon tell you exactly how heavy the car is and in the end, physics is physics. But this car pays for its added hybrid weight by utilising the hybrid engineering to make the car great to drive, fun and rewarding.

Let’s talk about that drivetrain. As a performance car it works brilliantly. As a hybrid, I must admit I find the logic a bit hard to understand. Hybrid mode strongly favours the e-drive - fine in itself - but even to the extent it will run you full out of battery before it switches the motor on. You can easily click ‘charge’ which forces it to charge but its own logic algorithm doesn’t do this. Only when you push the pedal so hard that it can’t meet demand with electricity alone does it introduce the engine. On a motorway run, hybrid is ok, and probably around town. Both of those applications would be at the bottom of my list for this car though. The next mode up, performance, would have been the one I expected to warm to most. Very fast but not stupid (about 850 hp or so) and charges the battery. Except it doesn’t. Well, hardly anyway. Performance mode doesn’t charge the battery but doesn’t much use the battery. Not sure what the point of that is really? Especially when you consider the big boy; qualifying mode. That gives you the full 1,000hp. If you listen to other reports, qualifying drains the battery fully, maximising performance. If you are fully on it, 1,000hp under your right foot, and said foot pushed into the carpet, then the hybrid assist indicator turns blue to tell you it is giving out power, instead of green when it is harvesting. But at all other times in qualifying mode it is collecting charge. In fact, it is the quickest way to keep the battery full, making this mode the one of choice for me, except on the motorway where I have this odd (stupid) urge to make sure I use up the 15 miles of quiet motoring on offer every now and then, for which you need hybrid mode. Qualifying mode is always 1,000hp, instant power almost any gear, at any point and very difficult to run the battery down on.

One of the things I love about my wife’s Taycan compared to her previous Panamera hybrid is the fact there is no messing around with which mode you should be in, just press and go…very quickly…wherever you like. I really disliked the Pan hybrid. It didn’t know what it was. Its hybrid system was smooth and logical, in a way that the Ferrari system isn’t, but it was also totally and unacceptably boring in a way that the Ferrari definitely isn’t. With the hybrid world, I guess logical is bad, illogical is very good!

It’s not all good news though. The sound of the car is great, way better than the Pista or in fact any other turbo supercar that I’ve driven. It’s a really fruity, raspy, engaging noise. But with the 8th gear (only a little over 2,500rpm at 100 mph) there is a really annoying boom at 2k revs, diminishing towards 3k revs where it mostly disappears. On the motorway it is really annoying. You end up changing down in the cruise when you hit any kind of incline. It just feels wrong. 1,000hp and changing down to get up a small hill to avoid early deafness. Some people really like that aggressive boom. On a track and when it makes you feel more in the mood to drive quickly, sure. But on the motorway in 8th gear, why is it there?

The SF90 is four-wheel-drive. I only know this because I have read lots about the car. 500 miles of driving has not really told me that. It’s very hard to feel it and if you believe the on-screen indicator, that’s because it’s hardly ever on. You get a momentary intervention early into a full-bore acceleration but other than that, it’s very hard to detect. Put it this way; if you do an overtake with little room, putting your foot hard down as you move out, be prepared for the back to move around like you would expect a 1,000hp rwd car to. Maybe that’s a slight exaggeration because it doesn’t feel uncontrollable doing this, just rather lairy. They have definitely tuned this car to feel like a fully alive, 1,000hp rocket. The 296 with its 2wd configuration will show what, if any, advantage there is to the SF90’s 4wd system. If they wanted to do a SF90 Pista, this would be a good theme. Drop 50kg or so by taking away the front motors and not much more would be needed. Perhaps I haven’t felt it working because it’s just that good. This could be true because I admit, there are times when the 4wd system might be coming in when the last place I want to look is the instrument binnacle!

Braking is mostly great news in the SF90. There is real power in the braking system. The slight caveat is the regen braking which is handled very very well. But it’s still a regen system. So there is still some inconsistency when the system moves from the regen brakes to the carbon ones. It doesn’t register as a demerit though because the system is pretty progressive and very reassuring. Handy in a machine that piles on speed like this thing. And it really does.

Bringing all that together, this is a car that works best when being driven fast and aggressively. The way the steering and chassis works generates a beautiful feeling of flow when you are putting some energy into it. Pootle around and it won’t connect with you in quite the same way. That’s not to say you need to be using the full 1,000hp for it to be fun. There is virtually nowhere you can really push this car on the road. But it’s still fun even much lower down in its performance register. It’s just that this is not really a good Boulevard cruiser. It’s too noisy, harsh and dismissive of your lack of enthusiasm for what it is really designed to do. Put even a bit of effort in though, and it rewards you. Put a lot of effort in and it rewards you a lot. I cant yet say that at track speeds this improvement in reward continues, maybe there will be a point at which the ‘enjoyment curve’ falls away and it gets ragged. If I were to guess though, I wouldn’t guess that way. I think it will be great and I think those multimatic dampers, with the problems they bring in liveability, will have had a lot to do with it. There is an energy and personality they bring to this car that I’m eager to discover more about them in the coming miles. As a package, it’s not perfect. But maybe they made it this way to remind us of those cars of old, where their imperfections worked to make us patient for those times when a car is brilliant in its operating sweet spot. On a fast, winding, twisting road, this car could be literally incredible. I had one moment on quite a long drive where the traffic cleared and I went over a slightly blind brow, road dipping and twisting with the front going light. There was no fear involved but a feeling of elation as the car told me exactly what was going on and telegraphically told me what to do about it. It felt like we were both connected, and I smiled the kind of smile that you can’t stop. That’s what I paid all that money for.

Interior and ergonomics

In case you’re someone who wants to feel down on this car and this new world of electronics inside and out, well, you might find something among my views to grab hold of here. Let’s deal with the looks first. The cabin is high quality, in fact very high quality, typically beautiful carbon fibre but some odd things. First, I again forgot to order a leather or alcantara roof lining. The synthetic one they give you is like a cheap Porsche. Fine on a cheap Porsche but not really here. Is there an advantage in terms of noise or something? If not, why not just make it leather as standard? I ordered the full carbon fibre package. When it arrived, half is matte and half is gloss. Very odd. I thought something had gone awry but apparently, there are some standard pieces that always remain gloss and if you order the extra package on the AF cars it comes as matte. Seems strange but I have to say, I quite like it. A bit like mixing leather and alcantara (which we have also done on this car). I didn’t know the carbon package was matte, and I wouldn’t have ordered it. I like it on our Pista Spider and was glad we did it once, but I probably prefer the gloss carbon on our Speciale. The matte carbon on the SF90 is much nicer. I think it’s because the door card design swoops and curves really attractively and the matte carbon suits it. Even when there is some gloss carbon around the door handle area. Oh, and that door handle? Electric. Press a button and out the door pops. I prefer it, at least while it works. Reliability is probably the only reason I could think of not to do it. If it proves reliable, I prefer it. Nice ‘n easy. The interior of this car is a cut above the Pista which seems bare and spartan in comparison. The SF90 is not luxurious but modern, focused, dripping in details and sculpted shapes. It’s an area where you feel you have bought something a bit more special.

The matte/gloss carbon mix thing is on other SF90’s I have seen too. One reason given to me is that gloss carbon on the dash gives a terrible reflection. I can see what they mean because it’s not so good with the matte carbon either. The very large dash top area (really very different to previous V8, mid-engined Ferraris) is highly stylised ahead of the instrument binnacle. Not sure why, although there is the surprise of HUD in the SF90 - the dealers were apparently not informed of this spec detail but they all have it, I certainly didn’t order it (but would have because it is good). Otherwise, I don’t really know why they made this area so detailed and intricate because it really does reflect. Not as bad as choosing white for the dashboard inserts on an 812 (guilty, m’Lord) whereupon two white stripes frame whatever you;re looking at through the windscreen. No, not as bad as that. But shadows and definition is still there for you to look through. You get used to it but should we have to? Maybe there is a good reason for it but if it is just styling, it’s a mistake.

By far the biggest gripe (well, maybe the 2k motorway boom is worse) is with the haptic switches in the steering wheel. HOTW and EOTR was what they said at the Fiorano launch. Hands on the wheel and eyes on the road. But it doesn’t work. The theory is that everything can be controlled from the wheel. To a degree it works. But satnav changes on the fly (ok, not recommended but what if you need directions quickly and unexpectedly and it is not safe to stop?) If that happens, best to just guess or get lost. Because it is unfathomably dangerous to try entering a destination through the haptic switch. There is a knack to it but that makes it very slow. Nah, I don’t like it. I fear these switches are with us for whatever brand of car we buy but they are not better. The ‘viewmax’ switch is infuriating for me. I keep pressing it with the base of my thumb as I turn the wheel in spirited driving. It happens very frequently. You then get a screen full of navigation and all the things you are used to glancing quickly at - rpm for example - are no longer there. Then you have to press the button twice to cycle back to the screen you were on. If driving is about flow (and either way it’s very enjoyable when it is) this is guaranteed to disrupt it. In any event EOTR disappears very quickly. Maybe I’ll get used to it. Maybe. In the meantime it’s a pain in the neck.

The screen ahead of you is huge and with the circular rpm gauge page selected, the amount of information is really quite incredible. It sounds like a nightmare but isn’t. You quickly get used to where you have to look for what you want. The logic of how you move around the various screens is easy to get to grips with too, as are the new information protocols for the hybrid drive and regen braking etc. I suppose you could say that the conversion to electric, haptic instrumentation is very nearly great. It’s just that when it’s not great, it disturbs your enjoyment to the degree that you forget the good bits.

Moving on to practicality and I already knew the storage and boot space was ‘spacially challenged’. We have already done an overnight in the car and if you plan, it is possible. A four-day trip would easily be doable if you think about it carefully. We have a full-size suit carrier soft bag which fits in the boot. There is also a rear shelf that could get three soft bags across it (two would be better to stop the middle one falling forward). You could also put a soft bag comfortably under the legs of the passenger because the foot well is long and fairly spacious. The interior definitely has more space and headroom than our Pista and the new seats hold you better than the familiar racing seats from 458/488/F8 and F12/812. They are a bit harder though, slightly less comfortable over a long journey but far from being uncomfortable. The area between the seats has a very practical deep trough where phones or whatever else are held more securely than in the Pista. That is really quite useful.

There are many other things to say but to save turning this into a book I’ll stop here. If you got this far you are either very interested in an SF90 or skipped most of it! I think my conclusion is solid though; what this car is usually criticised for is actually its strength. And what most people don’t think too much about (or at least haven’t said too much about) is where it’s problems lie. It’s not perfect but where it matters to me, the main things, are very good. You can’t reach a firm conclusion after 500 miles and there are definitely things that could get on my nerves - the haptics, the 2k boom and the lack of ‘bumpy road’ button being chief among them. I think our long term reaction to those things will determine how long we keep this car. But as the miles go by, another thing could happen. We could learn to love it because, despite it being a very modern car, it has the personality more associated with cars of the past - fast, responsive, beautiful, imperfect and sometimes frustrating. But touched with genius on those occasions that you really buy a car like this for.
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Thank you for such a great review as I consider switching from 812GTS to this

Divexxtreme · Jul 31, 2021

Thanks, Lukey. Outstanding review, and very much appreciated. I currently have an F8 and put a deposit down on a 296, but after reading this and doing some more research I've decided to change my 296 order to a SF90 coupe. I think it will complement the F8 better than the GTB will.

SF1000 · Aug 2, 2021

Excellent write up @Lukeylikey very informative and appreciate the insight from your perspective

Caeruleus11 · Aug 5, 2021

I hope as @Lukeylikey will share more of his experience and thoughts over time. Very much appreciated reading your- and everyone’s- thoughts so far.

Sent from my iPad using FerrariChat

Lukeylikey · Aug 10, 2021

Haven’t done too many more miles, up to 700 now, but have driven both PS and GTS on a mini road trip before going back to SF90. I love our PS and since it is yellow, there are certain times it captures the mood and surroundings perfectly. But I think it is my least favourite of the three. The other two are probably my favourite of all Ferraris. That’s quite a big statement, I have absolutely loved our Speciale and will never sell it. We have done so much in it, even did the Mille Miglia with our daughter. And I also love driving our 512M, full of personality and the real poster car for me. But there’s something about the GTS. It is better than our non-GPF 812 SF, even for sound - a little quieter but much nicer. It looks better (unusual for a convertible) and has better suspension settings. Brilliant around the bends, less harsh in normal use. It’s sound with the roof down is magnificent. We spec’d the expensive sound system, needn’t have bothered.

Jumping out of that into the SF90 should be a disappointment if you listen to many who have drawn their conclusions about the car based on the spec sheet. It isn’t.

It feels very solid, a level above other Ferraris except the hypers. The interior, the exterior, the seats, the driving…. The best compliment I can pay it is that in reviewing this car, its hybrid system features well down the list of things to talk about. Select Qualifying mode and the hybrid is seamless, just not noticeable except when you puzzle it through afterwards you just know it is making this car drive better. The first thing that strikes you is the summary feel of the car. Taken together, it works brilliantly and you feel like you can paint your thoughts on the road as you drive. Rather than getting in the way of driving, the tech on this car works with you and doesn’t interrupt. Be it hybrid, 4wd, nannies or EPAS. This is a unique and very special ferrari. I was so enamoured about driving the GTS that when I got back in the SF90 I wondered if I would suddenly see it in a different light and be a bit disappointed. Don’t get me wrong, the GTS and SF90 are not competitors. Just that the GTS is so good as a car and a toy that if the SF90 doesn’t offer anything over it in sporty driving dynamics, what’s the point in the extra price? GTS already has better engine and sound plus an open roof.

Needn’t have worried. Is there a better two-car garage than these two? I even include the awesome GT2 RS in that. Sure, for very regular track use you might favour the 2RS or a 3RS. But though I can’t be definitive because I haven’t put the SF90 on track yet (I have followed one around Silverstone in the 2 RS so I have a good idea about it) I already know it will be good. On the road it is so good. It is very stiffly sprung in AF spec but when you’re going for it, that is an easy trade-off to accept, especially with the GTS in the garage. The SF90 can do things the GTS or Superfast just can’t. At a pace the Pista can’t match either. It feels a more elevated car than the Pista. I’m struggling to really articulate what I mean but it feels like ‘big brother’ as it was so aptly named on fchat. It feels anything but unwieldy, it feels sharp, dialled in and brilliant. It’s engaging like the Speciale and more perhaps than Pista. It moves around under pressure from your right foot and you need to be on your game. It is the first car I have ever driven that I can’t go full chat on the road. My sense of knowing what speed my reactions will cope with have had their limit breached with this car on almost all occasions. I know the places locally I can safely push the Pista without risk to others. Not so with the SF90. Is that its Achilles heel? Perhaps. If the track is the only place you can push this car to the limit, it’s not really practical as a track car being so expensive and since 1/3 off the cost would buy a decent 3RS. But it has one brilliant saving grace. Extra brilliant given all the tech this car has. It’s such a good ‘car’ (meaning tool to drive quickly) that even at less than 9 or 10/10ths it feels good to drive. It always has more and for those very rare occasions where you meet a bit of road you can safely let go, it holds tremendous appeal. But for other occasions where you can drive quickly, at maybe 7/10ths of what is possible the SF90 still has that feel-good factor, that thing that all the best cars do; make you forget the price and just engage with the moment, the road, the car, you and your thoughts. In my view, and admittedly at an early stage, I think this will turn out to be not only a great car but a great Ferrari.

If you’re set against one in principle or if you can’t justify the expense, I have no beef with those conclusions. But if neither of those apply and you want a car that is going to feel special, you should give this one a long look.

Fortis · Aug 10, 2021

You should refrain from writing any more reviews because you are making the wait for the delivery of my SF90 Spider unbearably difficult LOL

J/K keep writing them I enjoyed very much reading it, thank you for taking the time.

Jo Sta7 · Aug 10, 2021

Lukeylikey said: ↑

But it has one brilliant saving grace. Extra brilliant given all the tech this car has. It’s such a good ‘car’ (meaning tool to drive quickly) that even at less than 9 or 10/10ths it feels good to drive. It always has more and for those very rare occasions where you meet a bit of road you can safely let go, it holds tremendous appeal. But for other occasions where you can drive quickly, at maybe 7/10ths of what is possible the SF90 still has that feel-good factor, that thing that all the best cars do; make you forget the price and just engage with the moment, the road, the car, you and your thoughts. In my view, and admittedly at an early stage, I think this will turn out to be not only a great car but a great Ferrari.
Click to expand...

Over the years of buying and using fun cars I've come to the conclusion that utilizing a super fast car at 8/10ths, knowing that on the rare occasion, when appropriate to push it, the car has more to give is more rewarding from an ownership standpoint than using a slow car at 10/10ths often and feeling let down in those situations where you want more.

A lot disagree, but that's how I feel.

JJ77 · Aug 10, 2021

Lukeylikey said: ↑

Haven’t done too many more miles, up to 700 now, but have driven both PS and GTS on a mini road trip before going back to SF90. I love our PS and since it is yellow, there are certain times it captures the mood and surroundings perfectly. But I think it is my least favourite of the three. The other two are probably my favourite of all Ferraris. That’s quite a big statement, I have absolutely loved our Speciale and will never sell it. We have done so much in it, even did the Mille Miglia with our daughter. And I also love driving our 512M, full of personality and the real poster car for me. But there’s something about the GTS. It is better than our non-GPF 812 SF, even for sound - a little quieter but much nicer. It looks better (unusual for a convertible) and has better suspension settings. Brilliant around the bends, less harsh in normal use. It’s sound with the roof down is magnificent. We spec’d the expensive sound system, needn’t have bothered.

Jumping out of that into the SF90 should be a disappointment if you listen to many who have drawn their conclusions about the car based on the spec sheet. It isn’t.

It feels very solid, a level above other Ferraris except the hypers. The interior, the exterior, the seats, the driving…. The best compliment I can pay it is that in reviewing this car, its hybrid system features well down the list of things to talk about. Select Qualifying mode and the hybrid is seamless, just not noticeable except when you puzzle it through afterwards you just know it is making this car drive better. The first thing that strikes you is the summary feel of the car. Taken together, it works brilliantly and you feel like you can paint your thoughts on the road as you drive. Rather than getting in the way of driving, the tech on this car works with you and doesn’t interrupt. Be it hybrid, 4wd, nannies or EPAS. This is a unique and very special ferrari. I was so enamoured about driving the GTS that when I got back in the SF90 I wondered if I would suddenly see it in a different light and be a bit disappointed. Don’t get me wrong, the GTS and SF90 are not competitors. Just that the GTS is so good as a car and a toy that if the SF90 doesn’t offer anything over it in sporty driving dynamics, what’s the point in the extra price? GTS already has better engine and sound plus an open roof.

Needn’t have worried. Is there a better two-car garage than these two? I even include the awesome GT2 RS in that. Sure, for very regular track use you might favour the 2RS or a 3RS. But though I can’t be definitive because I haven’t put the SF90 on track yet (I have followed one around Silverstone in the 2 RS so I have a good idea about it) I already know it will be good. On the road it is so good. It is very stiffly sprung in AF spec but when you’re going for it, that is an easy trade-off to accept, especially with the GTS in the garage. The SF90 can do things the GTS or Superfast just can’t. At a pace the Pista can’t match either. It feels a more elevated car than the Pista. I’m struggling to really articulate what I mean but it feels like ‘big brother’ as it was so aptly named on fchat. It feels anything but unwieldy, it feels sharp, dialled in and brilliant. It’s engaging like the Speciale and more perhaps than Pista. It moves around under pressure from your right foot and you need to be on your game. It is the first car I have ever driven that I can’t go full chat on the road. My sense of knowing what speed my reactions will cope with have had their limit breached with this car on almost all occasions. I know the places locally I can safely push the Pista without risk to others. Not so with the SF90. Is that its Achilles heel? Perhaps. If the track is the only place you can push this car to the limit, it’s not really practical as a track car being so expensive and since 1/3 off the cost would buy a decent 3RS. But it has one brilliant saving grace. Extra brilliant given all the tech this car has. It’s such a good ‘car’ (meaning tool to drive quickly) that even at less than 9 or 10/10ths it feels good to drive. It always has more and for those very rare occasions where you meet a bit of road you can safely let go, it holds tremendous appeal. But for other occasions where you can drive quickly, at maybe 7/10ths of what is possible the SF90 still has that feel-good factor, that thing that all the best cars do; make you forget the price and just engage with the moment, the road, the car, you and your thoughts. In my view, and admittedly at an early stage, I think this will turn out to be not only a great car but a great Ferrari.

If you’re set against one in principle or if you can’t justify the expense, I have no beef with those conclusions. But if neither of those apply and you want a car that is going to feel special, you should give this one a long look.
Click to expand...

+1 especially the engagement part…

Caeruleus11 · Aug 10, 2021

Thank you @Lukeylikey - I think you just put every magazine and social influencer to shame with your magnificent write up. Just fabulous. I think you’ve perfectly described the magic of modern Ferraris. Yes theres a lot of technology, but it never gets in the way of being a fun, engaging, and special driving experience.

Sent from my iPad using FerrariChat

inox · Nov 8, 2021

If I understood correctly the opening post in this thread and Function modes chart (posted a bit later in page 1), the 4WD drive appears to be applied only when traction is limited. Is this really so?

This is quite interesting. But shouldn't it be more efficient to prioritize those two front motors (over the rear motor) more often as they drive the wheels directly? The rear motor has to transmit power through the gearbox and differential which must cause more power losses.

Lukeylikey · Nov 9, 2021

Yes, it is correct. Since it is an electrical drive system the awd intervention is seamless and instant. Much better than an FF/Lusso for instance, where you have a mechanical system which is slower witted and more noticeable when it engages. The big, big plus for this system is the front torque vectoring which transforms the mountain road driving experience at high speed. The car is faster and more capable than anything else I have driven and yet it is still fun too. This is a tech-laden car that still feels organic to drive. By that I mean instant throttle response - less lag than our Speciale, which I always thought was hair-trigger in the throttle department but the SF90 beats it, the crucial off-throttle response is Speciale-good too. Then you add massive power AND torque plus a front end that attacks a tight bend and torque vectoring that keeps the front nailed to the line and friendly adjustability at the rear with power and throttle control. With the front end nailed on, you can adjust the rear at will and end up fully immersed in the road. I found it intoxicating on our recent Spanish roadtrip. It’s not raw like a Speciale but it is far more capable without losing the engagement. I know some don’t like the hybrid as a concept but at least Ferrari have offered a return for the extra weight penalty (which you don’t easily notice anyway).

Twosherpaz · Nov 10, 2021

Great writeups.

I have very little to add and have a pretty skewed perspective as I drove the car on the track basically between SCV12 Essenza and FXXK Evo events. I am blessed to be able to drive the GT3 racecar and Senna GTR as well on a regular basis.

It is with that caveat that my analysis is burdened.

After driving the car down the road ten hours to the track, my expectation was that this car would be my best street car on the track. I had test driven one at Sonoma raceway perhaps at 60%.

Here is a strange mental gyration I went through: prior to getting the 765LT, I always said the Dodge Viper ACR was my best street car on the track. The 765LT exceeded that. So, I was comparing the AF SF90 to the 765. The weight disadvantage kept me from proclaiming the SF90 as my favorite street car on the track. Despite great acceleration and performance.

The weird mental gyration is that I started saying the SF90 was less than, for me, both the 765LT and the Weissach 918. I had not compared the 918 before to “regular” street cars. The fact that the SF90 now at least compares to the Weissach 918 is significant.

I’ve never really understood how the Weissach 918 does stuff so well at 400-600 more pounds than the P1 or La Ferrari. But the more I drive all three the more I appreciate how well the 918 performs. The characteristics of the SF90 compare to the 918 in that it is too heavy to be ideal, and yet it does stuff it has no business being able to do so well.

Hopefully, I was not too confusing to the reader. It made sense in my head, lol. Trying to summarize, AF SF90 too heavy to delight me as much as the 765LT on track, but comparable to the Weissach 918.

Twosherpaz · Nov 10, 2021

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JJ77 · Nov 10, 2021

Twosherpaz said: ↑

Great writeups.

I have very little to add and have a pretty skewed perspective as I drove the car on the track basically between SCV12 Essenza and FXXK Evo events. I am blessed to be able to drive the GT3 racecar and Senna GTR as well on a regular basis.

It is with that caveat that my analysis is burdened.

After driving the car down the road ten hours to the track, my expectation was that this car would be my best street car on the track. I had test driven one at Sonoma raceway perhaps at 60%.

Here is a strange mental gyration I went through: prior to getting the 765LT, I always said the Dodge Viper ACR was my best street car on the track. The 765LT exceeded that. So, I was comparing the AF SF90 to the 765. The weight disadvantage kept me from proclaiming the SF90 as my favorite street car on the track. Despite great acceleration and performance.

The weird mental gyration is that I started saying the SF90 was less than, for me, both the 765LT and the Weissach 918. I had not compared the 918 before to “regular” street cars. The fact that the SF90 now at least compares to the Weissach 918 is significant.

I’ve never really understood how the Weissach 918 does stuff so well at 400-600 more pounds than the P1 or La Ferrari. But the more I drive all three the more I appreciate how well the 918 performs. The characteristics of the SF90 compare to the 918 in that it is too heavy to be ideal, and yet it does stuff it has no business being able to do so well.

Hopefully, I was not too confusing to the reader. It made sense in my head, lol. Trying to summarize, AF SF90 too heavy to delight me as much as the 765LT on track, but comparable to the Weissach 918.
Click to expand...

As an ex 918 owner couldn’t agree with your analysis more…

Jo Sta7 · Nov 10, 2021

Twosherpaz said: ↑

Great writeups.

I have very little to add and have a pretty skewed perspective as I drove the car on the track basically between SCV12 Essenza and FXXK Evo events. I am blessed to be able to drive the GT3 racecar and Senna GTR as well on a regular basis.

It is with that caveat that my analysis is burdened.

After driving the car down the road ten hours to the track, my expectation was that this car would be my best street car on the track. I had test driven one at Sonoma raceway perhaps at 60%.

Here is a strange mental gyration I went through: prior to getting the 765LT, I always said the Dodge Viper ACR was my best street car on the track. The 765LT exceeded that. So, I was comparing the AF SF90 to the 765. The weight disadvantage kept me from proclaiming the SF90 as my favorite street car on the track. Despite great acceleration and performance.

The weird mental gyration is that I started saying the SF90 was less than, for me, both the 765LT and the Weissach 918. I had not compared the 918 before to “regular” street cars. The fact that the SF90 now at least compares to the Weissach 918 is significant.

I’ve never really understood how the Weissach 918 does stuff so well at 400-600 more pounds than the P1 or La Ferrari. But the more I drive all three the more I appreciate how well the 918 performs. The characteristics of the SF90 compare to the 918 in that it is too heavy to be ideal, and yet it does stuff it has no business being able to do so well.

Hopefully, I was not too confusing to the reader. It made sense in my head, lol. Trying to summarize, AF SF90 too heavy to delight me as much as the 765LT on track, but comparable to the Weissach 918.
Click to expand...

So on track 765>918>=SF90. I'm reading this right?

Twosherpaz · Nov 10, 2021

Both are slightly better than the SF90, IMO. I never felt a comparison on the 765 to the 918 when I drove the 765.

Thinking about it now, no, I don’t think I would put the 765 over the 918 Weissach. The thing is, I had never before even considered one of the big three super cars in the realm of street car comparisons. The SF90 had me doing that.

of2worlds · Nov 10, 2021

Twosherpaz said: ↑

The SF90 had me doing that.
Click to expand...

Does the SF90 have you rethinking the platform for your Ferrari SP model at all?

Twosherpaz · Nov 10, 2021

Lol, do I want to throw away over three years of work and millions of dollars and an almost complete SP? No.

The experience of creating a one-off car with Ferrari has been one of the most enjoyable adventures I have taken. Even Covid did not diminish the journey. While I was unable to see my full size model for many months, as I related in my first face-to-face meeting with the team in over a year earlier this month, the places I setup zoom calls, the things I was doing at that time, the excitement in seeing pictures of the car as it was developed, all had their own unique and enjoyable flavor. I will remember those moments until I can hide my own Easter eggs.

We all look forward to sharing the car with you next year!

KZEVO · Nov 10, 2021

@Twosherpaz what color is your SF90? Looks stunning. Thank you @Lukeylikey for such in-depth thoughts on the car. As an owner of a 458, I've been mulling over the past few days about securing an allocation of the SF90 (expected to close soon) but torn between whether I'm better off adding a speciale or pista to the garage. Speciale would replace the 458 but a pista or SF would complement the 458...at least those are the thoughts for now.

buddyg · Nov 10, 2021

Twosherpaz said: ↑

Great writeups.

I have very little to add and have a pretty skewed perspective as I drove the car on the track basically between SCV12 Essenza and FXXK Evo events. I am blessed to be able to drive the GT3 racecar and Senna GTR as well on a regular basis.

It is with that caveat that my analysis is burdened.

After driving the car down the road ten hours to the track, my expectation was that this car would be my best street car on the track. I had test driven one at Sonoma raceway perhaps at 60%.

Here is a strange mental gyration I went through: prior to getting the 765LT, I always said the Dodge Viper ACR was my best street car on the track. The 765LT exceeded that. So, I was comparing the AF SF90 to the 765. The weight disadvantage kept me from proclaiming the SF90 as my favorite street car on the track. Despite great acceleration and performance.

The weird mental gyration is that I started saying the SF90 was less than, for me, both the 765LT and the Weissach 918. I had not compared the 918 before to “regular” street cars. The fact that the SF90 now at least compares to the Weissach 918 is significant.

I’ve never really understood how the Weissach 918 does stuff so well at 400-600 more pounds than the P1 or La Ferrari. But the more I drive all three the more I appreciate how well the 918 performs. The characteristics of the SF90 compare to the 918 in that it is too heavy to be ideal, and yet it does stuff it has no business being able to do so well.

Hopefully, I was not too confusing to the reader. It made sense in my head, lol. Trying to summarize, AF SF90 too heavy to delight me as much as the 765LT on track, but comparable to the Weissach 918.
Click to expand...

So your feeling is what it is but what are the lap times of the SF90 vs these other cars?

Fortis · Nov 10, 2021

Twosherpaz said: ↑

Great writeups.

I have very little to add and have a pretty skewed perspective as I drove the car on the track basically between SCV12 Essenza and FXXK Evo events. I am blessed to be able to drive the GT3 racecar and Senna GTR as well on a regular basis.

It is with that caveat that my analysis is burdened.

After driving the car down the road ten hours to the track, my expectation was that this car would be my best street car on the track. I had test driven one at Sonoma raceway perhaps at 60%.

Here is a strange mental gyration I went through: prior to getting the 765LT, I always said the Dodge Viper ACR was my best street car on the track. The 765LT exceeded that. So, I was comparing the AF SF90 to the 765. The weight disadvantage kept me from proclaiming the SF90 as my favorite street car on the track. Despite great acceleration and performance.

The weird mental gyration is that I started saying the SF90 was less than, for me, both the 765LT and the Weissach 918. I had not compared the 918 before to “regular” street cars. The fact that the SF90 now at least compares to the Weissach 918 is significant.

I’ve never really understood how the Weissach 918 does stuff so well at 400-600 more pounds than the P1 or La Ferrari. But the more I drive all three the more I appreciate how well the 918 performs. The characteristics of the SF90 compare to the 918 in that it is too heavy to be ideal, and yet it does stuff it has no business being able to do so well.

Hopefully, I was not too confusing to the reader. It made sense in my head, lol. Trying to summarize, AF SF90 too heavy to delight me as much as the 765LT on track, but comparable to the Weissach 918.
Click to expand...

I know this is the wrong thread but could you please tell me more about the SCV12?

inox · Nov 10, 2021

Lukeylikey said: ↑

Yes, it is correct. Since it is an electrical drive system the awd intervention is seamless and instant. Much better than an FF/Lusso for instance, where you have a mechanical system which is slower witted and more noticeable when it engages. The big, big plus for this system is the front torque vectoring which transforms the mountain road driving experience at high speed. The car is faster and more capable than anything else I have driven and yet it is still fun too. This is a tech-laden car that still feels organic to drive. By that I mean instant throttle response - less lag than our Speciale, which I always thought was hair-trigger in the throttle department but the SF90 beats it, the crucial off-throttle response is Speciale-good too. Then you add massive power AND torque plus a front end that attacks a tight bend and torque vectoring that keeps the front nailed to the line and friendly adjustability at the rear with power and throttle control. With the front end nailed on, you can adjust the rear at will and end up fully immersed in the road. I found it intoxicating on our recent Spanish roadtrip. It’s not raw like a Speciale but it is far more capable without losing the engagement. I know some don’t like the hybrid as a concept but at least Ferrari have offered a return for the extra weight penalty (which you don’t easily notice anyway).
Click to expand...

OK. I think I'm starting to get a picture how the system operates. While for maximum straight line acceleration it would make sense to prioritize front e-motors over the rear e-motor (due to smaller mechanical losses), Ferrari has chosen to use front motors mainly for torque vectoring and short bursts (with priority on drivability over maximal continuous acceleration). The use of front motors maybe also limited by the output of the battery, allowing only short bursts of all three motors working together.

While SF90 has significantly more punch out of the corners when compared to 296 GTB, in continuous acceleration the difference may be much smaller than max horsepower figures (1000 vs 830 cv) suggest, due to similar battery capacities and around 100 kg lower weight of 296 GTB.

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