Ferrari SF90 – The Thrill of Driving

When I bought my Range Rover, that I recently sold, two years ago, I did so at 1/3 of its price as new back in 2015. Unfortunately though, at the time of selling it, it had lost another 20%. It felt like a pretty good deal at the time of buying, and I attributed the additional value loss to mainly Land Rover’s less than stellar reputation, and also the fact that it had a five litre V8 under the hood, which for reasons I don’t need to name, isn’t really the flavor of the day these days.

As I started looking for possible replacements however, it became clear that something had happened to secondary values in general, not just to old Range Rovers. My 2019 BMW 540i with less than 50.000 km on the clock that I finally replaced the Range with cost me CHF 49.000, from a new price of around CHF 135.000 (yep, it’s well equipped). So again, not far from 1/3 of the original value, in spite of this being a newer and more modern car, with a smaller engine, and from a brand with a better reputation.

*The 540i is in most aspects all most of us will ever need.*..

The sad truth is once more that in spite of fundamentals and common as well as economic sense, anything that is not fully electric is currently falling faster in price than Germany’s power production. The Covid pandemic was a bit of a hick-up in this regard, as it resulted in delivery issues that took a while to work through and that helped keeping prices of used cars artificially higher, but now that we’ve moved on, the trend is clear to see.

Whatever happens to the car market in general though, there’s a group of brands that are never really affected. Ferraris, Lamborghinis an other supercar exotics seem to be wholly uncorrelated to general trends, and bar some exceptions, that doesn’t seem to have changed, more on which below. And of course, anything with 911 in the name coming from Zuffenhausen can only go one way, right?

*…were it not for the attraction of that classic 911 design!*

Actually, no. In a way, this is of course not new. You’ve been able to pick up the 996 at bargain prices (and you still can, even though they’ve clearly bottomed out), but that was typically the only 911 that didn’t hold its value really well. What has become clear lately though, is that the 996 was the starting point for that being the case for subsequent models, rather than the exception to the rule.

The 997 succeeded the 996 in two series, of which the second one is preferrable to the first for quality reasons. A good 997 can today be had for EUR 40-50.000, but perhaps somewhat surprisingly, I don’t think that’s the car you should go for. Not when the far better 991 can be had for not much more.

The 991 was built between 2012 and 2019 on an all new platform, only the third one in the 911 history (the 996 being the second). It also had an all new body that was 7 cm longer than its predecessors but above all, it had a new transaxle construction with the rear wheels having been moved backward to improve the weight distribution. The result is better handling and, a fundamentally better car.

*More buttons than screens, and complete driver-focus*

The base 991 Carrera. came with 350 hp out of the flat six, increased to 400 hp in the stronger Carrera S. Both could be had both as manual and with the double-clutch, seven-speed PDK box. The first series was built until 2016, with the second running thereafter until 2019 having the all new, downsized 3-litre engine used until this day, rather than the original, classic 3.6 litre.

Today, you can find a nice, first series 991 with less than 100.000 km on the clock for around EUR 60.000. Actually, you can even dig out a Carrera S at that price if you search well. This for a modern 911 that mostly cost well above EUR 100.000 as new! Sure, it’s not 1/3 of the new price as my examples above, but it’s around half price and above all, it’s not what we’re used to when it comes to 911’s. Again, a GTS, GT cars or special models will be more expensive. But even a modern, base 911 is a pretty nice proposition, and I would argue a very nice one at this price point!

If most people agree with the above, what comes below will certainly be more contentious. When Porsche introduced the 718 Cayman and Boxster in 2016, as part of the general downsizing trend, they did so with a 2 or 2.5 litre turbocharged four-cylinder, something that was about as appreciated among enthusiasts as the introduction of the water-cooled 996 had been in the 90’s.

*The Cayman is arguably the best-looking, modern Porsche*

The four-cylinder wasn’t well received by the motoring press either, pretty unanimously seeing it as lacking character and producing an awful sound. Be that as it may – the engine certainly sounds different and doesn’t have the character of the flat six. But it’s powerful enough, cheaper to run, and for some people, two extra cylinders isn’t what really matters.

If this sounds like you, you’ll be happy to know that the very good-looking Cayman (that I’d personally prefer over the Boxster) can now be had for about EUR 40.000. And just so we’re clear, the 718 Cayman has been built since 2016, so this is a very recent car.

For me, it would have to be a first series 991 though, since a 911 is after all a 911, and I can’t really stomach the four-cylinder option. I would take my time (which will probably continue to work in buyers’ favour!) and find a nice Carrera S, perhaps pushing the envelope somewhat for the right car. And I’d go for the manual if I had the choice, but the PDK is so good so that it wouldn’t be critical.

*That’s exactly where a (preferably six-cylinder) engine should sit!*

Porsche price stability is thus not what it was, and at least in some, limited cases, this seems to be the case for Italian supercars as well. In a completely different price segment to the above, Ferrari has a bit of an issue around the SF90 Stradale, which unlike other top-of-the-line cars from Maranello isn’t really going anywhere. Literally, since especially in Germany, Ferrari dealers have SF90’s standing around for far too long, and at the time of writing, there’s currently no less than 152 cars for sale on the German market.

The 1000 hp hybrid, built since 2020, cost EUR 450.000 in base price as new, but in reality EUR 50-100.000 more once it hit the streets. Should you want to pick one up today, you’ll have no trouble finding a well-equipped one for less than the base price, probably as low as EUR 400.000 after a bit of negotiation, with insignificant km on the clock.

*You’re more likely to see one at the dealer than on the street…*

That’s not the way Maranello imagines its top-of-the-line cars to go, but my guess is that it has a lot to do with aficionados preferring Ferraris to come with a (preferrably naturally-aspirated) combustion engine rather than a hybrid, even it if has 1000 hp. If that’s true, given where the world is at, there could well be further disappointments ahead for manufacturers, but more good news for secondary buyers!

Sometimes funny things happen in the car market where you least expect them to, as is currently the case with one of the greatest cars of them all – none less than the tremendous Ferrari SF90. The somewhat unexpected situation I’m referring to is that there’s unusually many of them for sale. This is unusual both as the SF90 is very much still a new car (although you can’t order a new one anymore), but also since it’s rare to see any kind of supercar at this level being offered in current numbers. This doesn’t mean that they’ve dropped massively in price, but of course a large supply tends to reduce the price in the long run (and vice versa, as the energy market is reminding us of). So what’s going on? Have so many fallen out of love with one of the greatest supercars of all time, and in that case why? And what is the Ferrari SF90 really about? That’s what we’ll look at this week.

*New design elements were introduced on the SF90 that in my eyes look great!*

Presented in 2019 and boasting a total of 1000 hp of which 220 are electric, the SF90 name is a tribute to the 90 years of the Ferrari racing team. The extreme creation is however not the first super-Ferrari that uses hybrid technology – that was the LaFerrari, although that was a simpler, non-chargeable hybrid system and total power output was “only” 950 hp. The SF90 is a plug-in hybrid with two tank caps on the aisles just like on the F40, it’s just that in one of them, nothing but a cable should go in. Design wise the SF90 goes its own way, which is not to everyone’s taste. The headlights are different in shape to all other cars from Maranello and the square rear lights will probably have some Ferraristi rub their eyes. Whatever the form of the lights though, in terms of speed there’s little reason for concern. The SF90 hits 100 km/h in 2.5 seconds and 200 km/h in 6.7 seconds, and then goes on all the way to 340 km/h. That’s the take-off speed of an Airbus passenger plane… In terms of acceleration it’s even more impressive when you consider that at around 1600 kg, the SF90 is around 200 kg heavier than LaFerrari was, and still manages to be faster.

*The rear’s design is less clear, and squared rear lights are a Ferrari first!*

The secret of course lies in the engine package. Firstly the combustion, 4-litre, twin turbo V8, putting out 195 hp per litre and being buried so deep in the car that the cylinder heads barely reach the middle of the rear wheels. This is unlike most Ferraris where the engine sits right under the bonnet, but of course does wonders to how the car handles. Complementing this tremendous machine are a total of three electrical motors, one centrally placed and the other two close to the front wheels, adding up to another 220 hp. The motors would be capable of more than twice that power, but the relatively small 8 KwH battery sets the limit. It’s also responsible for the SF90 not doing more than a max of 25 km in electrical mode, then again that’s probably not your main concern when you develop a new Ferrari supercar. It doesn’t change the fact though that the SF90 is the first Ferrari that can be driven fully electrically and thereby silently, which is quite useful when you want to sneak out of the neighborhood early in the morning!

*No Ferrari engine has been located lower than the double-turbo, four-litre V8!*

The aerodynamic features of the car are too many to go into in any greater detail, but at a speed of 250 km/h they add almost 400 kg of additional downforce, a pretty impressive number. And of course, the four engines in different places help the car in the area of dynamics. It basically gives the car an informal four-wheel drive system, hereby making it the first 8-cylinder Ferrari driving on more than two wheels. On the inside you sit low in the driver seat and look out over a total of 9 digital displays, the largest of which is almost Tesla-esque in size and is complemented by quite an advanced head-up display above it (also a first for Ferrari). Luckily the manettino is still there, helping you switch between driving programs.

*A lot of screens, that sometimes work in an Italian way…*

There’s thus no doubt that the SF90 is quite a compelling package and a modern supercar in the true sense of the word – so what’s with all the cars in the market? It’s indeed quite odd, but as I write this there are 105 SF90’s for sale in Germany, and as many as 22 in small Switzerland. No other comparable supercar is close to those numbers. Contrary to the LaFerrari of which only 500 coupes were built, production of the SF90 wasn’t limited, although it’s gone out of production now, and there’s was never any conditions tied to buying one, such as owning other Ferraris. Price-wise, having initially climbed to about 20% above the price as new, cars have now come back to roughly the new price between EUR 500-600’ with as said many cars hitting the market.

My guess is that one reason for the number of cars in the market is exactly that, I.e. that the SF90 could be bought by anyone, and a number of cars probably were in the good economic years we now have behind us, during which it was produced. With the benefit of hindsight many may then have changed their mind, so what’s been going on is a kind of cleansing of the market. Where it goes from here is probably anyone’s guess. In the coming five years the car can certainly lose 20% or EUR 100’, or on the other hand start appreciating, notably now that production has stopped. Given we are after all talking about a 1000 hp Ferrari, I’d put my chips on the latter scenario. As always though, if your considering one, don’t by an SF90 to speculate. Buy it to enjoy what is one of the greatest supercars ever built, and enjoy it all you can!

The Thrill of Driving

Tag: Ferrari SF90

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