SF90 SPIDER TAKES PHEV TO NEXT LEVEL
FERRARI’S SF90 Stradale is a breakthrough in feats, with the Prancing Horse showing it can take the evolution of performance to the next level by embracing a hybrid architecture powertrain. We are talking about a whooping 1,000hp Plug-in Hybrid Electric Vehicle (PHEV) street-legal car through the combination of an internal combustion engine with two electric motors. The beautiful hypercar easily quashes any arguments made against hybrid and electric adoption.
You might wonder how much more sportier the package can get. Enter the SF90 Spider.
The first of its kind in many ways, the SF90 Spider is the Italian marquee’s first retractable hard top hybrid and first production plug-in hybrid Spider.
Its form as a whole is essentially an even sportier Spider-ish Stradale in terms of aerodynamics, performance and design, if that’s even possible.
With the same PHEV setup as the Stradale, the SF90 Spider’s powertrain setup features the V8 turbo ICE, an eightspeed DCT with E-diff, the RAC-e (Cornering Angle Regulator, Electric) system electric front axle with two independent electric motors that also provide all-electric propulsion, the MGUK (Motor Generator Unit, Kinetic) 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 780 cv (and 195 cv/l specific power output), the V8 also unleashes 60 cv more than any other V8 turbo ever built by Ferrari, with engineers completely redesigning the intake and exhaust systems.
Its ducts are now all horizontally lined up at engine head height, the turbo charger assembly has been lowered, and the exhaust line is higher all in an effort to improve internal fluid dynamics.
This rationalisation produces both a lower centre of gravity and a reduction in overall weight thanks to the use of Inconel instead of steel for the exhaust manifold.
It adopts the completely redesigned eight-speed, oil-bath, dual-clutch gearbox first found on the SF90 Stradale.
The adoption of a dry sump and a significantly more compact clutch assembly with a 20 per cent smaller exterior diameter than the one in the seven-speed gearbox has also shaved 15mm off the installed height in the car.
Despite the addition of an eighth gear and the need to transmit a maximum torque of 900Nm (an increase of more than 20 per cent on the current seven-speed), the gearbox’s overall weight is actually 10kg lower than the predecessor.
The clutch’s performance is 35 per cent higher than the seven-speed, transmitting up to 1,200Nm in dynamic torque during gear shifts. Thanks to new-generation ac
tuation hydraulics, clutch fill times are now said to be 30 per cent faster while total gear shift times have been slashed to 200ms, which is an improvement of 30 per cent on the previous sevenspeed DTC.
At the steering, the traditional Manettino is now flanked by an additional steering wheel-mounted selector dubbed the eManettino, which manages the power flows from and to the high voltage battery and the wheels (traction). It offers the driver a choice of four modes: eDrive, Hybrid, Performance and Qualify.
For eDrive, the internal combustion engine remains off and traction is entrusted entirely to the electric front axle. Starting with a fully charged battery (with a capacity of 7.9kWh), the car can cover up to 25km in this mode (which is said to be ideal for city-centre driving or any other situation for a soundless drive) with a 135kph speed limit.
The Hybrid setting optimises the system’s overall efficiency. The control logic autonomously decides whether to keep the internal combustion engine running or turn it off. Power flow from the electric motors is limited to conserve battery power.
The Performance mode keeps the ICE running because the priority is more on charging the battery than on efficiency, thus guaranteeing that power is instantly and fully available when required.
The Qualify mode allows the system to achieve maximum power output by letting the electric motors work at their maximum potential (162kW) with the control logic prioritising maximum performance over battery charging.
In the case of control logics, the development of the new eSSC (electronic Side Slip Control) vehicle dynamics control system focuses on three new principle innovative, dynamic regulation and distribution strategies for engine torque to all four wheels.
The Electronic Traction Control optimally manages the availability of the torque - both ICE and electric - by distributing it to the individual wheels to suit driving conditions and grip requirements.
Torque Vectoring is available on the front axle to manage electric traction on the outside and inside wheel during cornering to maximise traction exiting the corner and help ensure easy and highperformance driving.
The Brake-by-wire control splits braking torque between the hydraulic system and the electric motors (brake torque blending), allowing regenerative recovery under braking, which boosts performance and brake feel.
The chassis has also been completely redesigned to deal with the extra stresses associated with the new power unit and the introduction of all-wheel
drive, boasting 30 per cent higher torsional rigidity than previous platforms without any increase in weight.
The look and feel of the cabin was
Look and feel of the cabin was driven in large part by the complete redesign of the HMI.
driven in large part by the complete redesign of the HMI (Human Machine Interface), said to have marked such a major leap forward on the SF90 Stradale.
There’s a head-up display and instrumentation is now predominantly digital with all the screens going completely black when the car is not running, only “springing to life” after pushing the Engine Start button.
The central instrument cluster comprises a single 16-inch HD screen that’s curved towards the driver for easier read. Everything is dominated by a large circular rev counter, framed by the battery charge indicator in the default screen.
The steering wheel includes the mentioned Manettino, headlight control, windscreen wipers and indicators. New touch controls include the pad on the right-hand spoke that allows the driver to navigate the central cluster screens, while voice and cruise controls are on the left-hand spoke.
There are four buttons the driver can use to select the power unit mode in the bottom left section of the central area.
A signature F1 bridge found on the previous models has now disappeared from the central tunnel and been replaced by a modern take on the gearshift gate, harking to an iconic feature of Ferrari’s manual gearboxes.
The new gate now features a digital automatic transmission gearshift grille. 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.
The key works in full keyless mode so that the driver can open the doors and start ignition without taking it out of the pocket.
The SF90 Spider is available from the base price of RM2.09 million (before duties, customisation options, taxes and insurance).
It is being offered with an extended seven-year maintenance programme that covers all regular maintenance for the first seven years of the car’s life.
The Genuine Maintenance Programme includes advantages such as regular maintenance (at intervals of either 20,000km or once a year with no mileage restrictions), original spares and checks by staff trained directly at the Ferrari Training Centre in Maranello.
The Assetto Fiorano pack, as with the SF90 Stradale, is also available to the SF90 Spider. Upgrades include Multimatic shock absorbers derived from the Ferrari’s GT racing experience and optimised for track use, adoption of high-performance materials such as carbon-fibre and titanium (shaving 21kg off the car’s weight), a carbon-fibre rear spoiler and road-homologated Michelin Pilot Sport Cup 2 tyres and an optional two-tone livery.