With Ferraristi from around the globe looking in, the SF90 Spider made its grand (online) entrance, the plug-in hybrid offering the same supercar performance as the SF90 Stradale.
The retractable hard top (RHT) was again adopted because it guarantees optimal noise insulation and protection from the elements when raised, does not deform at high speeds and provides exceptional occupant space and comfort. The RHT is so compact, simple and light it can be actioned in just 14 seconds and can be deployed when the car is on the move.
First premiered on the 458 Spider in 2011, it takes up just 100 litres of space rather than the 150-200 litres required by a traditional system. The use of aluminium in its construction also means it is around 40 kg lighter than a conventional retractable hard top.
As is the case with the SF90 Stradale, the SF90 Spider is also available with an additional specification option for owners that want to push its track car vocation to the extreme.
The Assetto Fiorano pack includes a list of exclusive upgrades that set it apart from the standard car, not least Multimatic shock absorbers derived from the Ferrari’s GT racing experience and optimised for track use. Others include the adoption of high performance materials (such as carbon-fibre and titanium) that have shaved 21 kg off the car’s weight, a carbon-fibre rear spoiler and road-homologated Michelin Pilot Sport Cup 2 tyres designed to improve track performance in the dry, thanks to a softer compound and fewer grooves.
In a first for a Ferrari production spider, the SF90 Spider has plug-in hybrid architecture in which the internal combustion engine is integrated with two electric motors at the front, which comprise the RAC-e (Cornering Angle Regulator, Electric) system, and one at the rear derived from and named after a Prancing Horse Formula 1 innovation, the MGUK (Motor Generator Unit, Kinetic).
The synergy between the internal combustion engine and the electric motors allow the car to unleash a maximum of 735 kW and put the SF90 Spider not only at the very top of the Ferrari range of road cars, but also its category.
The SF90 Spider’s powertrain features the V8 turbo ICE, an 8-speed DCT with E-diff, the RAC-e electric front axle with two independent electric motors that also provide all-electric propulsion, the MGUK electric motor located at the rear between the engine and the gearbox, the high voltage battery and electric motor control system (inverter).
In addition to a massive 573 kW (and 143 kW/l specific power output), the V8 also unleashes 44 kW more than any other V8 turbo ever built by Ferrari. To deliver this result, Ferrari’s engineers completely redesigned the intake and exhaust systems.
To improve internal fluid dynamics, the ducts are now all horizontally lined up at engine head height, the turbo-charger assembly has been lowered, and the exhaust line is higher.
The SF90 Spider sports the completely redesigned 8-speed, oil-bath, dual-clutch gearbox launched on the SF90 Stradale. 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 one in the 7-speed gearbox, has shaved 15 mm off the installed height in the car.
The clutch performance is 35% higher than the 7-speed, transmitting up to 1 200 Nm in dynamic torque during gear shifts. Thanks to new-generation actuation hydraulics, clutch fill times are now 30% faster and total gear shift times have been slashed to 200 ms, an improvement of 30% on the previous 7-speed DTC.
The chassis was completely redesigned to deal with the extra stresses associated with the new power unit and the introduction of AWD. A number of leading-edge technologies and innovations have been introduced, not least an all-carbon-fibre bulkhead between the cabin and the engine. The SF90 Spider chassis also boasts 30% higher torsional rigidity than previous platforms without any increase in weight, a fact that has significantly influences the car’s dynamic prowess.
The internal combustion engine and the gearbox are 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 the air flow along the flanks is cooler when it enters the air intakes ahead of the rear wheels, 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.
The look and feel of the cabin was driven in large part by the complete redesign of the HMI, which marked such a major leap forward on the SF90 Stradale. The instrumentation is now predominantly digital with all the screens going completely black when the car is not running, lending the cabin a very minimalist look.
The central instrument cluster comprises a single 16” HD screen, which is curved towards the driver to make it easier to read and emphasise the wraparound cockpit effect. In the default screen, everything is dominated by a large circular rev counter, framed by the battery charge indicator.
The navigation screen is on one side of the rev counter with the audio controls on the other. The screen’s large dimensions mean that there is huge flexibility in terms of personalising the displays, which are also very easy to navigate using the steering wheel controls. It is, for example, possible to select a full-screen version of the navigation map.
The F1 bridge, a signature on the previous models, has now disappeared from the central tunnel and been replaced by a modern take on the gearshift gate, an iconic feature of Ferrari’s manual gearboxes. In the new gate, however, the gearshift grille is digital as befits an automatic transmission.
At the bottom of the tunnel is the compartment for stowing the new ignition key, which is an exact replica of the Ferrari Prancing Horse badge found on the bonnet, adding an authentic finishing touch to the cabin’s styling. The key works in full keyless mode so that the driver can not only start the ignition but also open the doors without taking it out of their pocket.
INTERNAL COMBUSTION ENGINE
Type V8 – 90° – turbo – dry sump
Overall displacement 3990 cc
Bore and stroke 88 mm x 82 mm
Max. power output* 780 cv at 7500 rpm
Max. torque 800 Nm at 6000 rpm
Max. engine speed 8000 rpm
Compression ratio 9.4:1
eDrive max. power output 162 kW
eDrive max. range 25 km
Battery capacity 7.9 kWh
DIMENSIONS AND WEIGHT
Length 4704 mm
Width 1973 mm
Height 1191 mm
Wheelbase 2649 mm
Front track 1679 mm
Rear track 1652 mm
Dry weight** 1670 kg
Dry weight/power 1.67 kg/cv
Weight distribution 45% front / 55% rear
Boot capacity 74 litres
Fuel tank capacity 68 litres (11 reserve)
TYRES AND WHEELS
Front 255/35 ZR 20 J9.5
Rear 315/30 ZR 20 J11.5
Front 398 x 223 x 38 mm
Rear 360 x 233 x 32 mm
TRANSMISSION AND GEARBOX
- F1 eight-speed dual-clutch gearbox, AWD, electric front axle
- Electronic controls: eSSC: E4WD (eTC, e-Diff3), SCME-Frs, FDE 2.0, EPS; high performance ABS/EBD with energy recovery
Max. combined power output*** 1000 cv (735 kW)
0-100 km/h 2.5 s
0-200 km/h 7.0 s
100-0 km/h < 29.5 m
Max. speed 340 km/h
Lap time at Fiorano 79.5 s