Ferrari 849 Testarossa 2026 Review

An awful lot. Pricing starts at $932,648 plus on-road costs, while if you want the roofless Spider you’ll need $1,015,589 (plus ORCs). The elephant in the room here is options, which can add anything from $100-500K depending on how specific you want to be.

For what it’s worth, the Testarossa undercuts its main rival, the $987,908 (plus ORCs) Lamborghini Revuelto and looks like a veritable bargain next to the $1.77m Aston Martin Valhalla, which while limited run (999 units) is very similar in performance.

Speaking of, mechanically the Testarossa is an evolution of the SF90 Stradale, with revisions to the 4.0-litre twin-turbo V8 including larger turbos increasing outputs to 610kW/842Nm, sent through an eight-speed dual-clutch gearbox.

This would be sufficient for most, but a trio of electric motors – one for each front wheel and another at the rear – lift system output to 772kW and give all-wheel drive functionality. This added traction allows for a 0-100km/h sprint of sub-2.3 seconds, while 0-200km/h is claimed to take 6.35sec (around a second quicker than a Bugatti Veyron) and top speed is 330km/h.

Adaptive dampers are standard, carbon-ceramic brakes measure 410mm at the front and 378mm at the rear and the rolling stock is 20 x 9.5-inch up front with 265/35 tyres and 20 x 11.5-inch rears with 325/30 rubber.

Regular track-goers can opt for the Assetto Fiorano package, which sheds around 30kg (to a minimum of 1570kg dry) thanks to lighter seats, carbon fibre wheels and passive Multimatic dampers, while Michelin Pilot Sport Cup 2 tyres provide greater grip and extra wings provide more downforce.

Inside, the Testarossa differs from most new cars by not having a central infotainment screen, with most functions displayed on the driver’s digital instruments while the passenger also has a smaller display for vehicle information or multimedia controls.

It’s a driver-focused cabin, but there’s wireless smartphone mirroring and charging, app connectivity for remote vehicle monitoring and Ferrari has reintroduced physical buttons on the steering wheel in response to customers not being fans of the haptic ones.

Sadly, one area Ferrari hasn’t managed to improve is luggage space; a 74-litre frunk is your only option for, well, anything, unless you want to stuff things behind the seats. It does somewhat limit the use case for a car that, as will soon become apparent, is extraordinarily usable.

I’ve been very fortunate in this line of work to drive some extraordinarily fast cars – most modern Ferraris, Porsches, McLarens et al – but the performance of the Ferrari 849 Testarossa exists in an entirely different universe.

Thankfully, the fantastic Phillip Island circuit was provided to fully exploit its firepower and it hit a top speed of 295km/h, around 10-15km/h quicker than a V8 Supercar despite the road-going Ferrari requiring a much earlier braking point.

It’s not just the quantity of the performance but the ferocity. When the vehicle systems finally relent on the exit of a corner and give you the full 772kW, the acceleration is breathtaking; the electric motors provide incredible torque but the V8 has an outrageous top-end, wanting to attack the 8300rpm limiter like it’s stolen its lunch money.

If there’s a shortcoming, it’s the noise. Inside it’s interesting, a V8 growl overlaid with the breathing of the turbos, but there isn’t a lot of musicality to it in the manner of Ferrari’s V12 or even the V6 from the 296. I don’t mind the varied and unusual array of sounds – others may find it underwhelming.

The crazy engine is attached to what is one of – if not the – best dual-clutch gearbox around with instant up- and downshifts and fantastic shift logic.

But as rabid as the powertrain is, it’s the chassis that’s the highlight, if only for making this absurd level of power exploitable by humans not named Charles Leclerc or Lewis Hamilton.

For the last decade or so, Ferrari’s chassis and electronics engineers have been absolutely world class in providing vehicle systems that support a driver without taking away their fun.

The latest tool in their arsenal is FIVE, the Ferrari Integrated Vehicle Estimator, which uses a huge amount of real-time data to not only ascertain what the car is doing, but what it thinks it should be doing.

If that sounds a bit Orwellian, from the driver’s seat you’re merely aware of a car that faithfully responds to your commands while filtering out what you don’t want.

It gives tremendous confidence and in the most lenient ‘CT Off’ mode, which activates Ferrari’s spookily prescient Side Slip Control stability program, you’d swear that as you powerslide out of Phillip Island’s tighter turns that it’s just you and your incredible driving talent, but really the systems are letting you have plenty of fun without risking an expensive mistake.

Another trick feature lifted from the SF90 XX is the latest ABS Evo braking system. The huge carbon-ceramic discs at all four corners help but once again it’s the software that is the difference.

Traditionally, mid-engine cars can be a bit tricky in corners that require you to trail brake, of which there are many at Phillip Island, as any mistakes will be punished by the mass behind you, but the Testarossa has simply incredible stability.

An example of all these systems working together. The prospect of approaching Phillip Island’s downhill turn one braking zone at almost 300km/h in a mid-engined supercar was a little nerve-wracking, but it is completely nonplussed, displaying a composure beyond that even of other high-end supercars.

On track, the 849 Testarossa is thrilling, flattering and rewarding in equal measure and this was just the standard version, not the optimised Assetto Fiorano. But the Testarossa is equally remarkable on the road.

Time on the public highway was very brief, but it’s difficult to comprehend that the same car that was screaming and laying thick black strips all over the racetrack 10 minutes ago is now cruising in complete silence, pulled along by its front electric motors. In comfort, too, as the Testarossa is remarkably compliant even without pressing the Bumpy Road button that softens the dampers.

The pure EV range isn’t huge – about 25km – but even the fact you can leave or depart home without waking up the neighbourhood is helpful.

The interior is a high-quality environment with almost endless scope for personalisation. Some functions are fiddly, the HVAC requiring the use of the central touchscreen, for instance, and even Ferrari isn’t immune from mandatory active safety systems, though it has sensibly provided a shortcut button that turns off any ‘assists’ you don’t want.

Remember, too, that while Ferrari only offers a three-year warranty (though this can be extended for a price), the first seven years of servicing are complimentary and only required every 12 months or 20,000km.

The looks may be divisive (though it’s a more impressive car in the metal with a presence the SF90 never managed) but objectively this is a very short list.

Yes, the price is high – realistically with personalisation and on-roads you’ll struggle to have much change from $1.5m – but buyers in this segment are much more concerned with the quality of the experience and the Testarossa undoubtedly delivers.

One thing buyers do tend to want in this segment is 12 cylinders and this is one area the 849 Testarossa must cede to its main rival, the Lamborghini Revuelto. The Ferrari may be faster, but there are those who will trade the speed for the scream of a naturally aspirated engine.

By far the Testarossa’s main shortcoming, however, is its lack of luggage space. It’s particularly galling when the car is so incredibly useable, but this use will be limited to day trips when there’s only room in the nose for one small soft bag.

Where there’s a will there’s a way, but it’ll be just socks, jocks and a toothbrush for weekends away.

It’s easy to be cynical about the new 2026 Ferrari 849 Testarossa – I’ll admit I was. On the surface it seemed a spaceship redesign and famous name were being used to distract from the fact it was a facelift of one of Ferrari’s less-loved recent models, at least by the brand’s own lofty standards.

In reality, this is an extraordinary car, one that almost defies description. The numbers are one thing and guarantee bragging rights, but it’s the quality not the quantity of the experience that truly impresses.

It is a truly enjoyable car to drive at (or at least near) its limit and not anywhere near as intimidating as it could be, yet in its standard drive mode it’s quiet and comfortable enough to take your spouse to dinner with no complaints.

You’d be right to expect an awful lot for more than a million dollars, but the 849 Testarossa delivers.

2026 Ferrari Testarossa at a glance:
Price: $932,648 plus on-road costs
Available: Now
Engine: 4.0-litre twin-turbo V8 petrol
Output: 610kW/842Nm
Electric: Three electric motors, 7.45kWh lithium-ion battery
Combined output: 772kW
Transmission: 8-speed dual-clutch
Fuel: 9.3L/100km (ADR combined)
CO2: 212g/km (ADR combined)
Safety rating: Unrated

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