The 2024 Ferrari SF90 Spider Assetto Fiorano isn’t just another fast convertible—it’s the kind of machine that rewrites what a plug-in hybrid can be. It borrows heavily from Ferrari’s track experience, adds a dose of electrified torque, and wraps it in a roofless shell that doesn’t compromise on speed or precision. Whether you’re chasing lap times or just want a car that sounds brutal at full throttle with the top down, this thing delivers. Here are 10 sharp details that prove Ferrari didn’t hold back.
Fiorano Package Shaves the Fat and Adds Bite
The Assetto Fiorano version sheds weight by swapping in titanium springs, carbon-fiber door panels, and a Lexan rear window. Combined, those tweaks cut around 66 pounds. That may not sound like much until you’re chasing tenths on a track—where the Spider gains extra grip and sharpens its reflexes.
You also get Multimatic shocks, usually reserved for Ferrari’s GT racing programs. The suspension tuning favors aggressive cornering, not daily comfort. This isn’t the spec for a relaxed cruise to dinner. It’s for those who think a mid-engine hybrid needs slicks and seat time.
A Plug-In Hybrid That Pulls Like a V12
The SF90 Spider Assetto Fiorano isn’t just quick—it’s borderline absurd. With a twin-turbo 4.0-liter V8 paired to three electric motors, total output lands at 986 horsepower and 590 lb-ft of torque. It’ll rip from 0 to 60 in just 2.5 seconds and keeps pulling past 211 mph. That’s supercar territory, but with electric assist filling in every torque gap.
Unlike most hybrids built for sipping fuel, the SF90 uses its electrification to sharpen the edges. You get up to 15.5 miles of electric-only range—
It’s the First Ferrari Spider With AWD
Ferrari has never really gone all-in on all-wheel-drive convertibles—until now. The SF90 Spider sends power to all four wheels using a dual-motor setup up front and the gas engine driving the rear. That gives it traction out of tight corners that rear-drive Ferraris just can’t match.
More than just a grip gimmick, the AWD system lets the SF90 deploy full torque earlier. On a twisty road or cold surface, that translates to usable speed rather than spinning tires. It’s a new playbook for Maranello, but the performance numbers make the case loud and clear.
Transmission From a Different League
The SF90 Spider runs Ferrari’s 8-speed dual-clutch gearbox, but what stands out is how fast and seamless it is. It shifts quicker than the 7-speed found in the 488 Pista, and it’s noticeably smoother in stop-and-go situations—especially for a car with race-bred roots.
Gear changes come so fast under load that they almost vanish. There’s no waiting, no jerkiness, just a relentless pull. And because there’s no reverse gear—the front electric motors handle that—the transmission saves a bit of weight. That’s engineering with intent, not marketing fluff.
That Retractable Roof Doesn’t Slow It Down
You’d expect a convertible to compromise structural rigidity or gain unwanted weight. Ferrari figured it out. The retractable hardtop folds in 14 seconds and adds just 132 pounds compared to the coupe. More importantly, performance stays nearly identical.
That’s because the SF90 Spider was designed as a convertible from the start, not as an afterthought. Chassis reinforcements, aero tweaks, and recalibrated dampers make it just as quick through corners and straight-line sprints. With the top down, the V8’s soundtrack gets even more aggressive—especially above 5,000 rpm.
One of the Quickest Ferraris to Lap Fiorano
Ferrari’s Fiorano test track has long been the company’s measuring stick. The SF90 Spider Assetto Fiorano clocks a lap in just 1:19—a figure that beats the LaFerrari and matches the SF90 Stradale. That’s serious territory, especially for a convertible with street tires.
It’s a quiet flex from Ferrari. Here’s a plug-in hybrid you can daily, but it runs neck and neck with their most extreme hypercars on home turf. It proves that shaving lap times isn’t just about brute force anymore—it’s traction, balance, and precision electronics working in sync.
Aero That Actually Does Something
The rear spoiler on the SF90 Spider might look understated, but it’s part of a trick active aero system Ferrari calls the “shut-off Gurney.” Under hard braking or in corners, it raises a flap to add downforce. On the straights, it drops to reduce drag.
Paired with front-end airflow control, the Spider generates up to 860 pounds of downforce at 155 mph—without resorting to oversized wings. That keeps it stable without turning it into a track-day parody. It’s one of those rare setups where the tech is genuinely doing the driving, not just cluttering the spec sheet.
Built in Maranello, but Engineered for the World
The SF90 Spider is assembled at Ferrari’s Maranello factory, using a blend of hand craftsmanship and automated precision. The aluminum spaceframe chassis and carbon interior trim are made in-house, and each power unit is bench-tested before installation.
But the car’s engineering was clearly aimed beyond Italian mountain roads. Whether you’re bombing across Europe, cruising California canyons, or parking it in Dubai, the SF90 Spider feels like it was built for all of it. It’s global in its manners, but still unmistakably a Ferrari.
Pricing in the Stratosphere—But Not Just Flash
At just over $575,000 before options, the SF90 Spider Assetto Fiorano doesn’t come cheap. But it’s not just about bragging rights. You’re getting the fastest series-production Ferrari ever made with open-air capability, race-derived suspension, and a hybrid system built in-house.
Most of the cost goes into tech you’ll actually feel—sharper handling, instant torque, and track-ready balance. It’s not for someone looking to cruise at half-throttle. This is the kind of car where the engineering makes you drive better, even if your name isn’t on the wall at Fiorano.
The Soundtrack Still Matters
Yes, it’s a hybrid, but Ferrari didn’t let that dull the V8’s character. The exhaust note from the SF90 Spider is sharp and mechanical, with a raw edge that gets louder the deeper you go into the throttle. At high revs, it doesn’t sound filtered or synthetic—it’s got grit.
That’s partly thanks to the hot-V turbo placement and redesigned exhaust routing. Even with electric motors helping out, Ferrari tuned the sound for emotion. It’s not just about decibels—it’s about feedback. And with the roof down, you hear every upshift echo off the buildings.
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