Dashboard, infotainment, sat-nav and passenger space

The SF90’s cabin is slightly lower-slung and carried farther forward within the car’s wheelbase than in Ferrari’s more typical mid-engined models, but you’re unlikely to notice either difference. There isn’t a particularly tall or wide sill to vault on the way in, and space at the steering wheel is respectable. Only the very tallest might feel short- changed for outright leg room, and you’re likely to need a helmet on to find the limit of head room.

Ferrari’s latest-generation, 16in, multimode digital binnacle screen ahead of the driver serves as instrument panel, infotainment display and navigation system for the car all at once. There’s no secondary portrait display on the centre stack here as you would find in a Ferrari Roma, for example. To access the vast majority of the car’s trip computer information or to interact with its secondary control functions, you use touch-sensitive controls on its steering wheel spokes. (There are smaller consoles on either side of the column to adjust heating and ventilation and the door mirrors.)

Gear selector panel is supposed to reference a classic Ferrari gearshift gate, but it feels plasticky and flimsy, and it’s prone to fingerprint smudges.

The control logic becomes fairly intuitive without too much practice, but it makes for a very busy steering wheel layout – and one whose controls can be triggered accidentally when passing the rim through your hands. This is Ferrari’s new ‘eyes on the road, hands on the wheel’ ergonomic philosophy, though – like it or not, it’s likely to proliferate across its model ranges – and at least it makes the major controls (gearshift paddles, indicator toggles, wiper and headlight controls, drive mode manettino) easy to flick without fumbling for them.

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Storage spaces are small in size and number but not entirely absent. There’s a cupholder ahead of the gear selector control on the transmission tunnel and a shallow lidded cubby behind it. (The optional lightweight carbonfibre door skins mean the removal of the regular car’s door pockets.) There’s also a narrow storage shelf at head height behind the seats, but it’s not wide enough for anything larger than a purse or maybe a lightweight jacket.

Of greater disappointment, though, is the lack of storage elsewhere. While most mid-engined Ferraris come with a usefully large front-mounted boot, the SF90’s is only shallow. It might take a small soft bag or rucksack, but it certainly wouldn’t accommodate any kind of suitcase, and what space it does offer is partially taken up by the car’s charging cable, which you would be unlikely to want to remove.

Even if you wanted to carry only a couple of racing helmets to a track day, then, you would struggle here, and managing luggage for two on a weekend away, the SF90’s practicality might well be stretched beyond tolerance. That’s a key shortcoming for a car that, as we will explain, at least aims for a greater breadth of usability than many supercars in other respects.

Infotainment and sat-nav

Ferrari says its 16in digital dashboard is the biggest curved digital screen anywhere in the car industry. It has several display modes: one relays a digital rev counter centrally and arranges trip computer and sat-nav screens around the periphery, one devotes most of the screen to a navigation map and one has a larger bar-style rev counter and electric boost/charge meter.

A head-up display shows other useful information close to your line of sight. There’s no secondary central display, so you will need to make headway with the steering wheel controls, which aren’t the most responsive or intuitive and are prone to being brushed by your wrists.

Expecting clients to pay £2400 for Apple CarPlay phone connectivity is a liberty. The software is usable, though. Swiping between menu screens quickly becomes familiar, information is relayed clearly and the navigation system, although a little tricky to program, can be followed without too much difficulty.