The new 8th-generation Porsche 911 has been revealed at the LA Motor Show. Take a look at details and pricing for the new 911 below…
A new version of the iconic Porsche 911 has arrived! The new 911, known internally as the 992, looks somewhat familiar but now sports a more refined appearance with a new headlight and taillight design, the latter of which now features a light bar that stretches the width of the rear.
As you would expect, this latest 911 has been developed to be faster and more dynamic than its predecessor. Its tracks have been widened and it stands some 45 mm wider. The front wheel arches house 20-inch wheels while 21-inch wheels are fitted to the rear. Flush, electric door handles now give the 911 a sleeker appearance.
The new Porsche 911 has more power and comes equipped with a new 8-speed PDK.
The first 2 models in the new 911 family are the 911 Carrera S and 911 Carrera 4S. A rear-mounted flat-six 3.0-litre twin-turbo engine does service in the new 911 but now comes with a power output of 331 kW, some 22 kW more than before. Torque figures have yet to be revealed. A newly-developed 8-speed dual clutch transmission now features in the new 911, but a manual transmission is expected at a later stage.
The Carrera S will sprint from zero to 100 kph in 3.5 seconds while the Carrera 4S will do the sprint in 3.4 seconds. An optional Sports Chrono Package will shave off 0.2 seconds off those numbers. Top speed is 308 kph for the Carrera S while the Carrera 4S tops out at 306 kph.
The new 911 boasts new driver assistance systems such as a Wet Mode and optional Night Vision Assist. The interior features a larger 10.9-inch touchscreen display and optional 18-way Sport Seats Plus will be offered as an option.
The 911 Cabriolet, Targa and high-performance GT derivatives are expected to come to market in coming months.
The new Porsche 911 has been confirmed to arrive in South Africa mid-2019.
New Porsche 911 – Price in SA
Porsche 911 Carrera S – R1 708 000
Porsche 911 Carrera 4S – R1 797 000
Orders for the new Porsche 911 can be placed now for deliveries in mid-2019 and a 3-year/100 000 km DrivePlan will be standard.
The performance-infused BMW X3 M and X4 M are expected to land in South Africa later this year and although we will be driving both in the United States this week, BMW has revealed the X3 M and X4 M with performance parts, take a look…
While we wait in anticipation for our very own Ciro De Siena to return from the US with a report on the X3 M and X4 M, this is what they will look like dressed-up in M Performance bits.
Carbon fibre is extensively used to complete the look with features such as a carbon fibre radiator grille, carbon fibre intakes and door sill finishers with carbon fibre inserts and an M Performance overprint. The roof edge spoiler is finished in gloss black, the same finish for the rear fins on the X4 M. The M Performance decals add colour and exclusivity to the overall package. LED door projectors with M Performance motifs add a special touch at night.
As for the interior, bespoke details include an M Performance Pro steering wheel finished in leather and Alcantara trim and equipped with carbon fibre shift paddles. A centre mark in blue and 3-colour M seam is particularly sporty. The gear knob also gets some carbon fibre elements and M Performance floor mats are a nice touch.
Finally, an M Performance key case in Alcantara and carbon fibre is also on offer as are M Performance wheel bags for transporting the light alloy wheels.
Look out for our impressions of the BMW X3 M and X4 M soon…
The Hyundai H1 is one of the popular entries in the people-moving minivan segment and now the range has been bolstered with a 12-seater version. Here's how much it costs.
The Hyundai H1 recently received an update in 2018 and now for 2019, the range receives a 12-seater derivative. For those wanting to carry large numbers of people, the 3-3-3-3 setup is available, but customers can fold the final row of seats down to increase the luggage capacity.
“The H-1 has been a top-seller since we launched it in 2009, and last year’s make-over combined with the addition of an extra row of seats have really added features that will attract many more buyers in this segment,” says Stanley Anderson, sales and operations director of Hyundai Automotive South Africa.
The Hyundai H1 features a 2.5-litre turbocharged diesel engine, which delivers 125 kW and 441 Nm which drives the rear wheels via a 5-speed automatic gearbox.
Hyundai H1 12-Seater Features
Convenience and safety features that make the H-1 12-Seater 2.5 turbodiesel a comfortable and ideal people-carrier include:
An infotainment centre with a large touch-screen;
Bluetooth connectivity for the infotainment sound system with multifunction controls on the steering wheel;
Cruise control with buttons on the steering wheel;
A steering wheel that can be adjusted for reach as well as height;
A rear camera for parking assistance, with a display in the rear-view mirror;
A fully automatic air conditioner with climate control;
Glove box cooling;
Front and side airbags for the driver and front passenger;
Electric folding mirrors;
Projection-style headlights that illuminate the road more effectively;
A 1 500 kg towing capacity; and
An Electronic Stability Programme (ESP)
Hyundai H1 Price in South Africa (June 2019)
Pricing includes Hyundai’s 7-year/200 000 km warranty, as well as a 5-year/150 000 km roadside assistance plan and 5-year/90 000 km service plan.
H-1 2. 5 Elite 12-Seater Bus (turbodiesel, auto) R664 900
H-1 2.4 Executive 9-Seater Bus (petrol, manual) R527 900
H-1 2.5 Elite 9-Seater Bus (turbodiesel, auto) R654 900
H-1 2.5 Turbodiesel 3-seater Panel Van (turbodiesel, auto) R476 900
Nissan wants to whip up more excitement about its underappreciated Navara. To that end, the brand has beefed up the visual appeal of its bakkie with special-edition Stealth derivatives. Ernest Page reports from the Free State.
The Navara is ranked around 10th on the national monthly sales charts for bakkies, which leaves room for improvement. However, Nissan is working around the clock to figure out ways to bolster sales of its thoroughly modern take on the South African leisure bakkie. One way forward is for the next generation Navara to be built locally, at the Japanese firm's Rosslyn factory. This means more jobs, and hopefully, more sales too.
But until then, Nissan has spruced up the Navara range with the Navara Stealth special edition, which is available in 4×2 and 4×4 guises (manual and auto). Unlike other special-edition bakkies, this one isn’t limited by the numbers of units that will be produced – it is permanently available as an optional extra-cost upgrade. I was invited for a surprise-filled visit to the Free-State to sample this, the newest addition to the Nissan stable.
It should be easy to spot the new Stealth Navara on the road…
Upon arrival at Lanseria, we were greeted by a fleet of Datsun Gos. These cars are usually reserved for inner-city driving, but for our journey, we would use the Japanese hatchbacks to travel south, towards the town of Orkney, which is 3 hours' drive from the airport. For this trip, the Datsun and Nissan brands would put their close relationship on display. Nissan was, of course, known as Datsun previously, and although the Datsun brand is now associated with a range of entry-level models, there is a rich history that connects the two marques. Time to enjoy some Japanese heritage…
A quick visit to NAMPO
Our first stop was NAMPO, the biggest exhibition of farm equipment this side of the equator. The sheer scale of the event and the variety of machinery on display was simply mind-blowing. Think of it as Autosport International, but for tractors and farm gear. Before we got to drive the new Stealth, we saw it on display and of course, it attracted lots of onlookers and potential buyers at the show. It fits in perfectly alongside other new bakkies such as the Hilux Raider 50, and Ford Raptor, all of which are vying for the attention of outdoor enthusiasts looking to upgrade their rides.
The Stealth comes in 2 colours: white and black and gunmetal.
After walking about 11 000 steps around NAMPO, it was time to visit the Datsun museum just outside Orkney, where I got up close and personal with every type of GTR and ZX model I could think of. This museum has more than 200 of the world’s rarest Datsuns on display. After driving 3 older Datsuns, including a Stanza SSS and a rare 280 ZX coupe, it was time to drive something much more modern: the new Navara Stealth.
Special, not Limited
Unlike other special-edition bakkies, Nissan isn’t trying to entice buyers by limiting the number of Stealth units that it will produce. Instead, new owners can simply finance the extra R12 000 on top of their new bakkie and not really feel the pinch when it’s time to pay those instalments. On the road, the Stealth drives just like any other Navara; there are no changes under its sheet metal. The interior is comfortable, with heated seats and Navara’s handy 360-degree surround-view camera setup. The latter was put to good use in the surprisingly tight parking bays at our overnight spot.
Other than the styling additions, the underpinnings remain identical.
Just like in the standard Navara, the Stealth's powered by a 140 kW, 450 Nm 2.3-litre turbodiesel engine mated with a smooth-shifting 7-speed automatic transmission. When unladen, the bakkie did tend to skip and hop a tad on the bumpy Free-state roads, even with its acclaimed 5-link rear suspension. But, as with most bakkies, the Navara drives much better when half- or fully-loaded. The front seats are particularly comfortable, and we easily covered hundreds of kilometres without experiencing much in the way of discomfort or driver/occupant fatigue.
What’s new?
The Stealth pack increases the price of a standard Navara by R12k.
The Stealth is based on the Navara Luxury Edition (LE), and for your money, you get piano black detailing with orange accents on the grille, bumper and side mirrors. The biggest change is the imposing rear roll-bar and wheels, which are colour-matched with the black grille. There were 3 colour finishes available on the day (white, black and gunmetal) and although I hastily chose the white bakkie for photos, I felt pangs of envy every time a gunmetal grey Stealth whizzed by. The package is very pleasing in the metal. The interior also has orange detailing on the seats and side bolsters.
The Navara has been on the market for 2 years and this upgrade effectively adds more derivatives to the range. Those who prefer the original look need not fear, the rest of the line-up is unchanged. If you are looking for a “stealthy” approach to "bakkie’ing", however, consider the Navara Stealth.
The Navara Stealth is sold with a 3-year/90 000 km service plan, plus a class-leading 6-year/150 000 km warranty with Nissan Assured.
The legendary nameplate from Opel returns to South Africa. Ciro de Siena gets behind the wheel of the new Opel Corsa GSi.
This new little angry-looking red thing is the Opel Corsa GSi, and it marks the return of the GSi nameplate to South Africa.
South Africa has a unique history with those three letters. Thanks to the unruly Opel Superboss of the 80s, a car which was developed here and only sold in this country, the GSi moniker became associated with on-the-limit performance.
Given this history, this new Corsa has a huge weight of expectation on its shoulders. Ciro De Siena took it for a spin and found that…well, you'll have to watch to find out.
Jaguar has confirmed that production of its legendary XJ limousine will come to an end very soon.
Production of the car which came to define Jaguar’s luxury vehicle values since its debut in 1968, will come to an end by July 2019. It has, of late, been the slowest selling vehicle in Jaguar's product portfolio.
For a brand which has successfully reinvented itself as a British luxury SUV marque in the last few years, the XJ no longer commands an apex position within Jaguar’s hierarchy of priorities.
With Jaguar having committed to a battery-powered future, as proven by its I-Pace SUV, an internal-combustion powered limousine is simply not a sensible proposition anymore.
XJ replacement in the works
Jaguar says that although the XJ will go into hiatus by July, it's working on a larger and even more luxurious replacement, due to be revealed next year. This car will ride on a new platform and look a lot different from any previous XJ.
It will also compete directly with the Mercedes-Benz’s S-Class and Porsche’s forthcoming Taycan, and in all likelihood be all-electric. The limousine market, where owners are mostly driven, is perfectly suited to the transition from liquid-fuelled vehicles to electric ones.
Providing a quieter and smoother driving experience, especially in stop-start traffic, would give a battery powered XJ limousine the edge in China, which is a crucial limousine market and one where customers are keen on adopting electric vehicles.
As cities such as London, with its congestion and emissions taxes, becoming more hostile to V8-powered limousines, a battery-powered XJ would provide Jaguar with an excellent product solution. The bankers of New York and London, which are XJ’s traditional customer base, would certainly welcome an electrified version.
Another customer who would embrace an electric XJ, is the new British Prime Minister, with 10 Downing Street currently running a fleet of armoured XJs as the British government’s VIP transport of choice.
Are you sad that the XJ is dead?
Watch as Ernest Page goes sideways in a Jaguar XJR575!
The Internet is abuzz with strong rumours that Mercedes-AMG is planning to make a production version of its hybrid-powered 2017 GT Concept.
Back in 2017 when the Mercedes-AMG GT Concept was revealed, we didn't think that the 3-pointed star would actually make a production version. Granted, this concept did lead to the Mercedes-AMG GT 4-door coupe, but we're talking about the powertrain here. The production versions feature the 53 electric-assist turbo V6 petrol and the renowned 4.0-litre turbo V8 with a 63 badge. The concept's engine was also a 4.0-litre twin-turbocharged V8 engine, but with electric assistance. Given the brand's ventures into the electric/hybrid tech side of things, performance claims for the concept are impressive.
With 600 kW and a claimed sprint time of under 3 seconds to 100 kph, the AMG GT Concept sounded almost too good to be true. Now information has come to light that Mercedes-AMG is actually going to build this engine. We understand that the car will feature a 73 badge. Interestingly, Mercedes-Benz filed patents and trademarks for the 73 badge and included in that application was G73 and S73, giving you some idea of where this engine will be going. How does it work? The turbocharged V8 engine in the front will power the rear wheels, while an electric motor located on the rear axle provides additional shove. There's also the benefit of running the vehicle on pure electric power, which will help with emissions and economy.
When will it come? If the rumours that Autocar in the UK are to be believed, the new Mercedes-AMG GT 73 hybrid will be revealed in 2020.
Fiat/Chrysler and Renault/Nissan Merger: It was doomed
The proposed undertaking would have lead to the creation of the 3rd-largest car company in the world. Despite the aspirations of merger-hungry Renault and FCA execs, however, the collaboration's chances of success were slim.
One never expects anything to go awry in a Swiss hospital, but in July last year, one of the most powerful figures in the realm of automobiles underwent a supposedly simple surgery in Zurich, but he did not wake up.
The untimely death of Fiat/Chrysler (FCA) boss Sergio Marchionne left the world’s 8th-largest automotive group directionless. Marchionne had been ruthless about duplication and weak cost management, trimming Fiat into shape and eventually buying Chrysler when the American car company was declared bankrupt in 2009.
Chrysler before the Fiat takeover – the Sebring was a low point for the American brand.
Marchionne’s genius was that he understood the automotive business on both sides of the Atlantic, his Italian roots were matured by a Canadian education. The only issue was that Marchionne, unfortunately, became a one-man show at FCA. The board did as it was told and there was no succession planning: confidence in the company’s survivability hinged solely on what the man who purposefully eschewed a tie and suits, preferring to wear a sweater as corporate attire, did. And he did it well.
The death of Marchionne was tragic, but a few months later, in November 2018, a similarly tumultuous event happened in predictably mild corporate Japan. An instance of unprecedented legal hostility saw Japanese police arrest Carlos Ghosn, the man who had merged Renault and Nissan, creating the world’s 3rd-largest automotive alliance.
Without Marchionne, FCA has shown little in the way of strategy. Without Ghosn, Nissan may decide to become unencumbered by what many analysts have considered a creeping French indifference. This positions Renault to contemplate a fresh corporate partnership and FCA desperately wanting the safety of a larger joint organisation, with structured leadership.
According to several reports, new Fiat chairman John Elkann and Renault CEO Jean-Dominique Senard had built a close rapport in recent weeks, frequently meeting in Paris or Turin to stitch together the finer points of the proposed merger. The Italo-American and French companies had also made sure to keep the door open for Nissan should the Renault's Japanese alliance partner want to join the group at a later stage.
Renault’s problem
The global automotive market has 2 strong profit sources: luxury vehicles (increasingly of the SUV configuration) and bakkies. If you trade in any of those two segments, the chances are you’ll have consistent revenues, even during periods of global economic disruption.
All car companies face a similar risk factor in the near term: electrification. Renault is competent in its bid to electrify, although many of its Z.E. branded battery cars are part of French government business incentives, instead of competing with Tesla in more open electric vehicles markets such as Norway, Switzerland and California.
Nissan has been the Alliance's major electric-powered developer.
Renault's weaknesses are that it is not a noted bakkie brand – nor does it build a high-margin luxury SUV product line. Nissan’s greatest advantage to the Renault Alliance has always been its bakkie and SUV platforms, the Japanese marque produces vehicles that are popular in North America, Africa, the Middle East, Russian and Australia. Without the shared platform engineering from Japan, Renault faces an issue of developing its own bakkies for most global markets and an applicable line of luxury SUVs and long-wheelbase sedans for China.
A non-luxury automotive brand such as Renault needs to retain a certain scale for its business to continue thriving. As a value automotive brand, instead of a lower volume/high margin business, it requires access to many markets. Joining with FCA would have culminated in the creation of the 3rd largest global automotive entity, with accumulated sales of 8.8 million (Nissan excluded). With that kind of production volume, an automotive manufacturer could strongarm discounted deals from suppliers and supply chain providers – all of which reduces costs and widens potential profits.
Renault shares its SUV lineup with Nissan's X-Trail and Qashqai.
There were considerable drawbacks to the deal, however. FCA has low-cost manufacturing in South America and India, but also high labour cost production within its legacy Chrysler, Jeep and Dodge factories in North America and the Alfa Romeo, Fiat and Maserati assembly facilities in Italy.
Managing Maserati and Alfa Romeo, 2 brands with esteemed legacy, but ostensibly no viable future business case, would've become troublesome for Renault’s management after the merger. The powerful VW Group, which bought Lamborghini and Bugatti at the peak of its acquisitions drive, refused Alfa Romeo. And if VW could not foresee Alfa Romeo’s future, what was the likelihood that it could survive an FCA-Renault merger?
FCA as a solution
FCA offered Renault very tidy bakkie and SUV engineering resources. The Jeep brand has respectable all-wheel-drive technology, as well as SUV platforms. More than half a million units of Chrysler’s Dodge Ram bakkies are sold per year in North America (off a very low production cost). Those are elements of the FCA business that would've been very attractive to Renault, as they produce 80% of the profits.
The Dodge Ram on its own is worth 500 000 units a year and could keep Renault in the bakkie market.
Extracting Jeep and Dodge, the truly valuable entities in FCA, to finally access the lucrative North American market, would've been tricky. Although some analysts have ranked FCA and Renault as complementary partners, which were well-configured for a merger, the reality is quite different.
Fiat is a specialist small-car company that duplicates much of Renault’s own city car portfolio. Although Fiat has a strong presence in South America, so does Renault. Fiat may contend that it is the largest automotive brand in Brazil, but that market is recovering from a near total collapse.
Although FCA offered Renault the bakkie and SUV technical resources it desires, it also presented the risk of duplication: Fiat’s small-car business.
Who would've lost in a Renault-Fiat-Chrysler merger?
Fiat was most at risk, to be frank. Although the Italian brand is running lean, the market for its products is gradually shrinking. By contrast, Jeep and Dodge have seen surging demand for their SUVs and bakkies, each year since the 2009 merger of Chrysler with Fiat.
Last year, Jeep sales were up by 17%, with more than a million units delivered globally. That number is expected to improve even more, with the introduction of Jeep’s Gladiator double-cab.
The Jeep Gladiator is a further push into the double-cab market from the American brand.
Dodge sold 597 368 bakkies (Ram) in 2018 – more than the entire South African automotive market. And those bakkies are all built on a ladder frame, and mostly powered by large naturally aspirated engines. There is also absolutely no customer demand for powertrain electrification or autonomous driving technologies among Dodge Ram bakkie customers and that means a desperately cost-efficient overall industrial engineering project – providing huge profits per unit.
The American-engineered part of the FCA was worth 1.3 million vehicles last year, and most of those were in the growth categories of bakkies and SUV. Fiat sales have shrunk by 25% this decade. Last year it only sold 1.5 million vehicles, 9.8% less than in 2018. The contrasting patterns are clear: Jeep and Dodge are growing, Fiat is shrinking. Renault’s interest could only have been in the healthy American side of the business, not the ailing Italian share – but remember that the Italians control Chrysler. Would they really have restructured themselves out of future employment?
There might be talented engineers at Fiat, but the brand has done nothing revolutionary in the battery technology space – which is something where Nissan has shown notable competence. Asian battery production also dwarfs that of Europe and North America, which means that Nissan, by sheer virtue of proximity and location, is in a superior position to adopt greater electrification in its future product portfolio than Renault. And FCA would have brought Renault no battery production and electric drivetrain technology assets to speak of.
The Renault Alaskan is produced on the Nissan Navara platform.
Renault needs a bakkie and SUV development partner; Fiat requires any partner. But the uncomfortable truth is that Renault didn’t really require the additional complexity of integrating and avoiding duplication that Fiat would have brought. Its only interest was in the American division of the FCA portfolio. Plus, the Italian government retains significant voting rights as part of its shareholding in FCA. Whether it would've been willing to sacrifice Fiat jobs to retain a profitable joint-corporate entity on the Milanese stock exchange (in an increasingly fractured Europe Union), we'll never know.
The FCA-Renault merger could've opened some doors for Fiat to manufacture cars locally, as it did with the Uno. (Turbo pictured).
The denouement
In the end, talks came to nothing. FCA released a statement saying it "remained convinced of the… rationale of a proposal that had been widely appreciated since it was submitted, the structure and terms of which were carefully balanced to deliver substantial benefits to all parties. However, it (became) clear that the political conditions in France did not exist for such a combination to proceed successfully."
All of which is a roundabout way of saying the Italo-American group lost patience when the French government (which owns a 15% stake in Renault that comes with double voting rights) insisted that Nissan be part of the deal for fear of the Japenese firm cutting ties as a result of the merger.
There could have been interesting ramifications of a successful merger for South Africa… If Nissan eventually returned to a corporate truce of sorts with Renault, and the French company did indeed enter into a 50/50 merger with FCA, there could have been Fiat production on a Nissan line at Rosslyn again. This was what enabled Fiat to return to South Africa in the early 1990s, with its Uno, built locally by Nissan, and later the Palio.
European automotive mergers have been the only successful ones. Audi’s ownership of Lamborghini is a good example. But that is a low-volume business, with very little complexity, contained in one location. The notion of a giant car company spanning American, European and Japanese time zones seems impossible. Politics and the incompatibility of corporate culture between FCA/Renault and Nissan seems to have scuppered the deal.
Pricing for the facelifted Mercedes-AMG GT supercar has been announced for the South African market. Here's how much this V8-powered monster costs.
When it was launched a few years back, the Mercedes-AMG GT supercar impressed us. Not only did it look suave and elegant, but the V8 turbo performance was exceptional. Now for 2019, the vehicle has received some updates.
Inside, the AMG GT gains a standard fully digital instrument cluster, which we've seen and experienced in the updated C63 AMG S. Some of the central console buttons have been changed too. There's also a new-look AMG performance steering wheel wrapped in black Nappa and Dinamica microfiber. AMG Track Pace is now available for the facelifted AMG GT, which records telemetry when owners take their vehicles onto race circuits. It records things such as speed, acceleration, braking, G forces and lap times.
You'll be able to spot the new-look AMG GT with its new LED high-performance headlights, Panamericana grille at the front, while the rear features a new diffuser and redesigned exhaust pipes. The AMG GT R retains its central exhaust setup. There are changes in the trim and features too, with the AMG GT gaining a parking package comprising assistance, front cameras and rear cameras as standard.
In terms of South African spec AMG GTs, we'll be getting 3 versions. There'll be the entry-level AMG GT, the GT S and the GT R. All are powered by the same 4.0-litre biturbo V8 engine, although each model offers different outputs. The AMG GT offers up 350 kW / 630 Nm, while its bigger GT S sibling produces 384 kW and 670 Nm. Finally, at the top of the pile sits the AMG GT R which has a potent 430 kW and 700 Nm. Performance, all three models are not slow with acceleration runs to 100 kph claimed at 4.0 seconds, 3.8 seconds and 3.6 seconds respectively.
The latest mid-engine supercar from Maranello is also the fastest and most powerful road-going Ferrari yet.
A very bold move for the traditional supercar brand, Ferrari’s SF90 is it's first true customer facing hybrid. True, the LaFerrari also featured battery power to augment performance, but that was very limited edition hypercar, available for purchase by invitation only.
Powering the new car is a significantly modified version of Ferrari’s 3.9-litre twin-turbocharged V8 engine, first seen in the 488. For the SF90 application, it increases slightly in size (from 3902cc to 3990cc, features a smaller diameter flywheel, lighter internals, improved fluid dynamics and 350bar fuel injection pressure.
The V8 engine is good for 574 kW, but that’s not the full SF90 story. Energy is harvested and ready to be deployed when required, stored in a 7.9 kWh lithium-ion battery, adding 162 kW to the SF90’s total powertrain output when required. When both the V8 and batteries are in unison, the SF90 is good for 735 kW.
Ferrari’s hybridization of the SF90 has also delivered the first all-wheel Scuderia. Two electric motors drive the front wheels, enabling torque-vectoring to act on the outside wheel during dynamic cornering.
Performance is monumental. An eight-speed dual-clutch transmission transfers the SF90’s power and on a high-friction surface, Ferrari claims it will run the benchmark 0-100 kph sprint in only 2.5 seconds. Top speed registers at 340kph and Ferrari says that its dual-clutch transmission is the fastest sifting of any current production road car.
No Ferrari is complete without comprehensive aerodynamics and the SF90 totals 250kg of downforce at 250 kph, thanks to a flexible DRS-type rear wing. That aerofoil can be retracted to reduce drag.
Although efficiency is never an aspect of Ferrari’s product appeal, the SF90 is capable of 25 km of pure electric driven range. Ferrari aims to have 60% of its product portfolio hybridized by 2022 and the SF90 is a very promising start.
