08 April 2026

Ferrari SF90 Stradale: everything you need to understand before taking the wheel

When you add a car like the Ferrari SF90 Stradale to a subscription fleet, you’re not just adding a car. You’re adding an object that embodies ninety years of Scuderia history, two decades of evolution in Maranello’s V8 engines, and Ferrari’s first genuine attempt to embrace the electric future without compromising its DNA.

Before a customer gets behind the wheel, there’s a story to tell. Not a sales pitch: a technical explanation, because this car doesn’t drive like a classic Ferrari. It needs to be prepared.

Here’s what you need to know before you meet her.

A historic split at Ferrari

To fully understand the SF90 Stradale, you need to understand what it challenges. For decades, the Ferrari formula was simple: a mid-mounted internal combustion engine, rear-wheel drive, and a character that had to be earned. Owning a Ferrari required a certain level of physical engagement with the car.

The SF90 Stradale, unveiled in May 2019 at the Fiorano circuit, breaks with this tradition. It is Ferrari’s first series-production plug-in hybrid – not an ultra-limited special edition like the LaFerrari, but an ‘open’ production berlinetta, available to any customer of the brand (production is not capped, although the waiting list remains long).

Its name is no coincidence: “SF90” refers to the 90th anniversary of Scuderia Ferrari, founded in 1929, and to the SF90 Formula 1 car entered that same year. “Stradale” simply means “road-going” in Italian. Here, in the very name of the car, Ferrari sets out its promise: to transfer the electrified expertise developed in F1 to a road car.

And that’s exactly where things get interesting.

The powertrain: three electric motors and a V8L’architecture : trois moteurs électriques et un V8

The SF90 Stradale is a PHEV (Plug-in Hybrid Electric Vehicle). In practical terms, it combines four separate power sources, some of which the driver can select.

The 4.0-litre twin-turbo V8. This is the F154 engine, derived from the Ferrari F8 Tributo and the 488 Pista, with its displacement increased from 3.9 to 4.0 litres. It produces 780 chevaux on its own – the highest power output ever achieved by a production Ferrari V8. Like all of the brand’s recent V8s, it features a flat-plane crankshaft, which gives it its signature high-pitched, urgent sound.

The rear electric motor. Positioned between the V8 engine and the gearbox (a device known as the MGU-K, a direct reference to Formula 1), it produces 150 kW, or approximately 204 chevaux. It either assists the V8 engine or supports the hybrid system, depending on the driving mode.

The two front electric motors. Operating independently, they each drive one front wheel. They enable the SF90, in 100 per cent electric mode, to be a front-wheel-drive car – a concept that is thoroughly counter-intuitive for a Ferrari. They also enable electric torque vectoring, which independently distributes torque to each front wheel when cornering.

The 8 kWh lithium-ion battery. It powers the entire electrical system and provides a 100% electric range of approximately 25 km under the WLTP cycle (estimate from Ferrari).

Total: 1,000 chevaux (735 kW), with a kerb weight of approximately 1,570 kg. At the time of its launch, it was the most powerful road-going Ferrari ever produced, even when including the LaFerrari and its 963 chevaux.

The four driving modes: a Manettino for the future

Another innovation in the SF90 is its control system. To the left of the steering wheel, a dedicated Ferrari selector – known as the eManettino – offers four distinct modes, each of which alters the powertrain’s operating characteristics.

eDrive. 100% electric mode. The V8 remains switched off. Only the two front motors power the car, which temporarily becomes front-wheel drive. Top speed in this mode: 135 km/h. Ideal for driving silently into a historic town centre, or for leaving a residential neighbourhood without waking the neighbours at 6 o’clock in the morning.

Hybrid. Default mode at start-up. The system automatically manages the coordination between the V8 and the electric motors to optimise efficiency. The V8 may switch off or back on as required. This is the ‘intelligent’ mode, which is used 90 per cent of the time in normal road driving.

Performance. The V8 remains running at all times, regardless of current requirements. Priority is given to constant battery recharging and the immediate availability of full power. This mode is ideal for spirited driving on open roads or winding country lanes.

Qualify. Track mode. All systems operate at full capacity simultaneously, with no power management. The battery drains faster, but instant performance is maximised. This is the mode for those who want to experience the full 1,000 chevaux – not a mode for a leisurely drive.

What makes this approach remarkable is that it simplifies the driving experience rather than complicating it. The driver does not have to constantly choose between ‘petrol’ and ‘electric’: they simply select a driving mode, and the car takes care of the rest.

Performance: figures worth reading twice

The official figures and those recorded by the specialist press (evo, Motor Trend, Car and Driver, Goodwood Road & Racing) are consistent:

0 to 100 km/h: 2.5 seconds (some independent tests have recorded 2.0 seconds under optimal conditions)
0 to 200 km/h: 6.7 seconds
Top speed: 340 km/h (211 mph)
Fiorano lap: 79 seconds – one second faster than the LaFerrari released five years earlier

To put these figures into perspective: the SF90 Stradale accelerates faster than a Porsche 918 Spyder, a McLaren P1 or a Bugatti Veyron. In the 0–100 sprint, it is on a par with the McLaren Senna and the Koenigsegg One:1 – hypercars priced between 1.5 and 2.5 million francs.

As for the SF90 Stradale, Ferrari positions it between the F8 Tributo and the LaFerrari. In other words, it falls within the brand’s ‘accessible’ range (a term to be used with caution), with a list price starting at around CHF 425,000 to CHF 480,000 for the standard specification on the Swiss market, excluding options.

It’s an intriguing combination: hypercar performance, mass-market accessibility. That is precisely the promise Ferrari set out to fulfil with this car.

What you need to know before driving it for the first time

The international motoring press (evo, Goodwood, Motor Trend) agrees on several points that a prospective driver should bear in mind before taking the car for a test drive.

The braking is different. The SF90 Stradale uses a brake-by-wire system – the first of its kind at Ferrari. The pedal has no direct mechanical link to the Brembo carbon-ceramic discs: it sends an electronic signal that combines regenerative braking (via the electric motors) with conventional braking. At low speeds, some test drivers note a slight discrepancy between the pressure applied and the car’s response. At high speeds, the system is exceptional. It takes some getting used to.

You can really feel the weight in certain situations. With a kerb weight of around 1,700 kg, the SF90 remains heavier than an F8 Tributo or a 296 GTB. This weight is concentrated low down (the battery is positioned low, and the V8 is mounted lower than on previous models), which helps when cornering. However, on a technical, highly winding route, it proves less playful than a classic V8 sports car. That is the trade-off of hybridisation.

The V8 is quieter than expected. Several test drivers note that the 4.0-litre twin-turbo V8, despite its record-breaking power, is loud in Performance or Qualify mode, but surprisingly quiet in Hybrid mode. This is a characteristic, not a fault: the SF90 is designed to be discreet when the situation calls for it, and ferocious when the driver wants it to be. This requires a shift in expectations for anyone coming from a more traditional Ferrari.

The interior is a cockpit. A wraparound dashboard inspired by fighter jets, a haptic control wheel, a 16-inch curved HD screen, and fully digital gauges. It marks a stark aesthetic departure from the analogue Ferraris of the past. Some enthusiasts love it straight away, whilst others need time to get used to it. In any case, it offers a unique experience within the range.

The SF90’s place in the current range

To put the SF90 Stradale into context, it is useful to compare it with other recent or current Ferrari berlinettas.

Ferrari F8 Tributo (2019–2023). 3.9-litre twin-turbo V8, 720 ch, conventional rear-wheel drive, 0 to 100 in 2.9 s. The ‘traditional Ferrari V8’. The SF90 shares the same engine DNA, but differs radically from it in terms of its hybrid architecture and all-wheel drive.

Ferrari 296 GTB (2022 →). V6 twin-turbo plug-in hybrid, 830 ch combined, 0 to 100 in 2.9 s. The SF90 is its big sister in terms of power and complexity; the 296 is lighter, more playful, and features a smaller-scale hybrid system.

Ferrari LaFerrari (2013-2018). V12 hybrid, 963 ch, 499 units. The previous benchmark. The SF90 surpasses it in power but is still produced in series; it follows a different commercial strategy.

Rivals outside Ferrari. The Lamborghini Revuelto (V12 hybrid, 1,015 ch, 2023) and the Aston Martin Valhalla (V8 hybrid, ~1,000 ch, 2025) arrived after the SF90, as direct technical responses. It took the market five years to catch up with Maranello in this segment.

Who is the SF90 Stradale designed for?

Let’s be blunt: the SF90 isn’t for everyone, even amongst Ferrari enthusiasts.

It is particularly well suited to:

An experienced driver who wants to discover Ferrari’s technological future before the rest of the market
Someone who values versatility (the ability to drive in electric mode in town, in hybrid mode on the open road, and in track mode on the circuit) rather than pure mechanical performance
A mixed-use profile: unobtrusive city journeys during the week, and trips on open roads at the weekend
A customer who appreciates technical innovation for its own sake

It is less suitable for:

For purists seeking the ‘analogue Ferrari’ experience, the 296 GTB or a traditional Ferrari V12 (812 Superfast, 12Cilindri) will be a better fit
Purely track use, where weight and the complexity of the hybrid system can become limiting factors
Someone who does not have access to regular electric charging (the SF90 performs very well without recharging, but some of its appeal is then lost)

How Nuvero offers the SF90 Stradale

At Nuvero, the SF90 Stradale is one of the most demanding models in our fleet – demanding in terms of its technical specifications, preparation and customer support.

That is why, before handing over the keys for the first time, we always provide a comprehensive technical briefing: an overview of driving modes, how the hybrid system works, charging management, the specifics of brake-by-wire, and recommendations for use depending on the situation (motorway, town, mountain roads, racetrack). This preparation cannot be improvised.

The aim is simple: to enable you to get the most out of the car just as it was designed, right from the very first kilometre. Not after two weeks of fumbling your way through.