The SF90 Stradale has arguably been the most divisive Ferrari in recent memory - and that includes Maranello’s decision to build the Purosangue. After six years on sale, the 1,000bhp hybrid-hypercar has made way for a successor, and the prancing horse isn’t messing about, dusting off one of its most evocative nameplates: Testarossa.

Okay, the official reason for the rename is to celebrate the 70th anniversary of the 500 TR, the car which first applied the crackled red head finish to its cam covers. But in using such a symbolic title, the new 849 Testarossa had better be good.

We’ll come to the styling shortly; first let’s talk about what’s changed beneath the skin. Much is carried over from the SF90 – including the trio of electric motors, 7.45kWh battery, and inverter which all remain unchanged. They still contribute 217bhp to the combined total of 1,036bhp and 621lb-ft (842Nm).

The newfound power is courtesy of tweaks made to the twin-turbo V8. Despite keeping the same 3.9-litre swept capacity – 849 refers to the number of cylinders and their size – the changes are radical. Highlights include an all-new turbocharger, new cylinder heads fashioned from recycled aluminium, and a revised engine block. Breathing mods extend to both the exhaust manifolds and intake plenums, while the intercooler is borrowed from the F80. Even the valve train system and fuel rail have been fettled. As such, the engine warrants a new designation: F154FC.

The new turbo is the largest ever fitted to a Ferrari production car, adopting low-friction bearings derived from the F80 and a heat shield lifted from the 296 GT3. Its compressor and turbine have been re-profiled for greater efficiency, with revised calibration to all but eliminate lag. Combined with the lighter cams, titanium fasteners and more aggressive machining elsewhere, it allows the Testarossa’s V8 to deliver an extra 49bhp over the SF90 without any weight penalty.

What does all this effort mean for an already rapid car? Ferrari claims 0–62mph in 2.3 seconds and 0–124mph in 6.4 seconds – gains of a quarter and four-tenths respectively over the SF90. But outright speed was never the SF90’s shortcoming; if anything, the Testarossa’s biggest strides come in the chassis and driver-assistance integration departments.

Once again technology trickles down from the F80, with the Ferrari Integrated Vehicle Estimator (FIVE) acting as the car’s central nervous system. By creating a real-time digital twin it can predict speed to within 1km/h and yaw angle to within a degree, allowing torque vectoring, traction control and e-4WD to work with far greater precision. Tied into FIVE is the latest iteration of ABS Evo, which optimises slip at each wheel so the car can brake later, harder and more repeatably than the SF90, no matter which Manettino setting is chosen.

Those modes still sit at the driver’s fingertips on the eManettino switch: eDrive for silent running, Hybrid as the default balance, Performance to keep the V8 primed, and Qualify when every last kilowatt is unlocked. Ferrari says each setting is underpinned by smarter, more seamless integration between combustion and electric power when the V8 fires up or shuts down.

Hardware changes play their part too. The suspension has been overhauled with lighter springs, revised kinematics and new damper calibration, trimming roll gradient by ten per cent. Braking is once again handled by Brembo, with 410mm carbon-ceramic discs at the front and 372mm items at the rear, the latter gripped by redesigned calipers for improved thermal rigidity. Tyre options span Pirelli P Zero R or Bridgestone Potenza Sport in standard fit, with 265/35 R20 fronts and 325/30 R20 rears, while Michelin Cup 2 and Cup 2R compounds are available via the options list.

All of these tweaks accumulate in a Fiorano lap time of 1’17”500 – making the 849 Testarossa 1.5 seconds quicker than its predecessor. Another thing Ferrari quotes is a 1,570kg dry weight with a 45:55 split, though you can expect that to rise by around 150kg once the vital fluids are added.

Those who want to go quicker still can specify the Assetto Fiorano package, bridging the gap to the extreme SF90 XX. The pack trims around 30kg through the use of composites, titanium fixings and a set of tubular lightweight seats that remove 18kg alone, while optional 20-inch carbon-fibre wheels further reduce unsprung mass. Stiffer single-rate Multimatic dampers replace the adaptive units as part of the package, further sharpening the chassis.

There are aerodynamic changes with the package too. Larger front flicks and extra vortex generators reshape the airflow passing under the nose, while twin winglets at the rear contribute to what Ferrari claims is close to three times the vertical downforce of the standard car, without a significant drag penalty. Despite being a track-focused option, a nose-lift system can still be specified for road use.

Beyond the raw performance, Ferrari says engineers have paid close attention to the way the 849 sounds. While acknowledging the increasing challenge of complying with regulations, a complex network of acoustic funnels pipes engine and intake harmonics directly into the cabin. They’ve also tuned the new exhaust manifolds, catalyst matrix and intake plenums to generate a soundtrack that’s richer through the low- and mid-range. Higher up, the flat-plane character remains intact, now spinning to 8,300rpm, while recalibrated gearbox maps add a sharper lift-off flare in the sportier modes.

Let’s finally grasp the nettle and talk about the styling. Once again an in-house design led by Flavio Manzoni, the 849 is a dramatic departure visually, but the skeletal framework remains from the SF90. Beyond the familiar roof line, the car takes on a much more angular, flat-nosed approach than its curvaceous predecessor. The front end is shaped by straight, parallel lines inspired by the GTO, and 312 PB endurance prototype.

The protrusions on the nose are a clear nod to the three-time Le Mans-winning 499P, and the twin ducktails at the rear flank an active rear wing that rises from the central bodywork. The Assetto Fiorano variant’s enlarged rear winglets are akin to an XX model.

The illusion of F1-style sidepods is created by a black bar that divides the car in two when viewed from the side, with the air intakes appearing to swallow the gently curved body panels that begin at the nose. The 849 features two filler flaps on the rear bodywork - one for petrol, and the other for charging the battery.

The rear carries Ferrari’s four-segment light signature, bringing the 849 in line with the rest of the model range. The twin-exit exhaust mounted high on the bumper allows room for a large full-width diffuser to sit beneath it, and contribute to the car’s 415kg of downforce at 155mph.

One of the biggest criticisms customers had of the SF90 is measly 74-litres of luggage capacity, yet Maranello has refused to invest in a solution, a consequence of carrying-over the SF90’s underpinnings. Overall, the new 849 Testarossa is an angular departure from Ferrari’s most recent supercars, but one filled with nods to some of Maranello’s greatest road-going and track-only creations.

Following the form of the recent 296 Speciale and the 12Cilindri, both the Berlinetta and Spider variants will be launched at the same time. Pricing is yet to be confirmed for the UK, but Ferrari has confirmed in continental Europe the berlinetta will cost €460,000, while the Spider commands a €40,000 premium. If you fancy the Assetto Fiorano package, you’ll be handing over a further €52,000.

Visually, the 849 Testarossa is a hard car to love. We can only hope the styling will be forgivable once behind the wheel. The universal praise for the 296 and F80 prove Ferrari has come a long way with hybrid tech in six years – don’t judge this book by its cover just yet.