The Ferrari SF90 Spider Makes 986 HP And Can Retract Its Top In 14 Seconds

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The main features in the SF90 Spider’s aero design include the shut-off Gurney at the rear, an active control system that varies downforce over the rear axle, the front underbody with vortex generator strakes, and forged wheels with wing profiles (blown geometry). The results in terms of performance are impressive indeed: a massive 390 kg of downforce generated in cornering at 250 km/h with the special Assetto Fiorano specification.

To ensure that SF90 Spider drivers enjoy the massive 1,000 cv available to them, efficiently and uncompromisingly without any negative impacts on aerodynamic drag and downforce coefficients, it was essential to focus on the effective management of hot air flows coming from the engine, gearbox, turbochargers, battery pack, electric motors, inverter, charging system, and, of course, brakes.

The engine bay, for example, houses both the usual internal combustion engine that generates temperatures of nearly 900°C, and highly temperature-sensitive electronic components. The RHT compartment radically changes the management of the heat flows in the engine bay: it is essential therefore that the hot air channelled upwards is correctly evacuated, and that the route it takes does not interfere with the temperature-sensitive electronic components.

Given that the RHT compartment would have impeded the functioning of the vents located immediately behind the roof in the SF90 Stradale, transverse louvres have been inserted in the SF90 Spider’s rear screen. These have been very precisely dimensioned to act as an efficient ‘chimney’ without interfering with the car’s aerodynamics at speed.

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Specific to the SF90 Spider are two aerodynamic elements in the cockpit to guarantee an excellent level of protection from air flows with the roof down. There is a central trim section between the driver and passenger seats that channels the air flow away from the head and shoulders and into a double layer of trim on the upper part of the tunnel. Both of these solutions are essentially drag neutral and guarantee the same level of comfort as Ferrari’s other mid-rear-engined spiders.