2026 Ferrari 849 Testarossa (car review)

It’s said that the greatest trick the Devil ever pulled was convincing the world he didn’t exist. In a similar vein, to concentrate on the frankly absurd power and performance of the new Ferrari 849 Testarossa is to overlook its greatest trick.

That is, making its power and performance not just useable, but relatively accessible. But I’m getting ahead of myself; let’s deal with what the 849 Testarossa is first. In layman’s terms, it’s the mid-life facelift of the SF90 Stradale.

Ferrari tends to go further with such things than most manufacturers – think 360 to 430 or F12 to 812. The most obvious change is the styling, the sleek and relatively inoffensive SF90 morphing into a busier and more angular wedge.

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It comes with a hint of retro, a dash of Daytona SP3 and a splash of spaceship. It’s divisive and I think quite spec sensitive, but it looks more cohesive in the metal and has a presence that the SF90 certainly never managed.

For better or worse, it now looks like a million-dollar Ferrari. And that isn’t a turn of phrase. The coupe starts at $932,648 while the Spider is $1,015,589 (both plus on-roads). Spec it to your tastes and you’re unlikely to park one in your garage for less than $1.2-1.3m.

This actually makes it a little cheaper than the $987,908 (plus on-roads) Lamborghini Revuelto, and a bargain compared to the circa-$2million required for an Aston Martin Valhalla, with which the Testarossa competes on performance if not exclusivity.

Speaking of performance, on paper the 849 carries over the SF90’s 4.0-litre twin-turbo V8, but given Ferrari claims the block, cylinder heads, turbos, intake and exhaust manifolds, valve train and fuel rail have all been revised, perhaps it’s easier to call it a new engine.

Regardless, outputs are now 610kW at 7500rpm and 842Nm at 6500rpm, but a trio of electric motors – one connected to the gearbox and another for each front wheel – lifts total system power to 772kW.

The performance claims are preposterous: 0-100km/h in <2.3 seconds, 0-200km/h in 6.35 seconds and a 1 minute 17.5 second lap time around Ferrari’s Fiorano test track, 1.5 seconds quicker than the SF90, while top speed is 330km/h-plus.

Attempting to contain this awesome firepower are giant carbon-ceramic brakes (410mm discs front, 372mm discs rear) with the latest ABS Evo software from the SF90 XX Stradale. At the front you’ll find 265/35 tyres wrapped around 20 x 9.5-inch rims.

At the back are 20 x 11.5’s wearing 325/30s. The latest tool in the Ferrari engineers’ arsenal is FIVE, which stands for Ferrari Integrated Vehicle Estimator.

Despite the name, it uses a six-dimensional sensor to assess what the vehicle is doing, what it thinks it should be doing and how to then adjust the various vehicle systems – electric motors, ABS, stability control, throttle input and more – to marry the two figures.

Is it surely a terrifyingly complex calibration exercise, which only makes it more impressive that Ferrari’s chief test driver Raffaele Di Simone – and no doubt his fellow test drivers and the engineers they collaborate with – have created a vehicle that feels so incredibly organic.

Make no mistake, the 849 Testarossa is rabidly, brain-scramblingly fast and requires great respect, especially when it power oversteers at 170km/h exiting Phillip Island’s long turn two. It’s also communicative, with a limit that feels like a gentle slope rather than an abrupt cliff.

Since we’re exiting turn two, let’s continue the lap. Through the super-fast turn three it inspires confidence as the improved downforce (now 415kg at 250kmh/) starts to work, while under braking for the turn four hairpin it is rock solid.

Stopping a relatively heavy – 1570kg in its lightest dry form probably means around 1800kg with two people onboard – mid-engined car from very high speed could be a hair-raising experience, but the Testarossa feels nailed to the road and has you hanging in your seat belt.

An early application of throttle sends the rear wide and paints two black lines on the tarmac, Side Slip Control making you feel like a hero but ensuring you don’t overstep the mark.

The manic ferocity of the powertrain takes you from the bottom of second gear to the top of fourth in a matter of seconds.

Through the long left-hander at Siberia you can subtly adjust the line using the steering and brakes, which is not only impressive in and of itself, but a testament to how approachable this 1035bhp supercar is.

While it’s undoubtedly making thousands of calculations every second, the systems merely filter out the noise while leaving you feeling like you’re controlling a mechanical device rather than some video game.

This is also just the ‘standard’ version, not the track-focused Assetto Fiorano which sheds weight, increases downforce and uses passive Multimatic dampers and Michelin Cup 2 semi slick tyres.

For a car that’s not particularly skewed towards racetrack performance, it’s an astonishing display. Which only makes the fact that it’s now rolling out of the Phillip Island circuit in pure silence all the more remarkable.

There’s only around 25km of pure-electric range and few will ever use it, but combined with the excellent ride it makes for a very accomplished grand tourer. Or it would, if there was anywhere to put anything.

The sum total of the luggage space is a tiny ‘frunk’ that could carry a couple of small soft bags at most. It’s the Testarossa’s most glaring shortcoming and one that will ultimately limit its usability for many.

Physical buttons have replaced some of the unloved haptic controls, especially on the steering wheel, which now requires quite some familiarization thanks to the sheer number of dials, switches and buttons on it.

Unlike Ferrari’s front-engined models, the Testarossa forgoes a central infotainment touchscreen, instead routing everything through the large digital instrument display. It’s a comfortable, high-quality cabin with almost endless scope for personalisation.

I must say I quite like the blue seats though. I was looking forward to experiencing the Ferrari 849 Testarossa; an 1035bhp supercar on track? Of course I was. But I also expected it to be intimidating, a little aloof and quite difficult.

It completely confounded those expectations. Its breadth of ability is astonishing, from silent and comfortable urban operation to a level of performance that I’m unsure you’d ever tire of. It’s a lot of money, but it’s a lot of car.

I’m convinced the Devil is entirely absent in its nature. You can find out more on the Ferrari Australasia website, or by talking to your local dealership. To get a low rate finance quote, talk to Australia’s best reviewed car finance broker; Credit One.

To see a great range of vehicles for sale, check out OnlyCars.com.au.

Our test vehicle was provided by Ferrari Australasia for independent review purposes. Exhaust Notes Australia has not been paid to review this vehicle.