Ferrari SF90 Stradale Tuning Guide — Best Setup for FH6

Class Range: S2 - X | Base HP: 1,000 | Drivetrain: AWD | Weight: 1,570 kg | Best Class: S2

The SF90 Stradale is Ferrari's first plug-in hybrid AWD supercar, and it's a technological tour de force that rewrites what a Ferrari can be. 1,000 horsepower split across a 4.0L twin-turbo V8 (780 hp) and three electric motors — one between the engine and gearbox, and two on the front axle giving the SF90 proper torque-vectoring AWD. This is a Ferrari that can launch harder than a 911 Turbo S, drift like a RWD car, and then drive 25 km on electric power alone. In FH6, the SF90 is one of the most technically interesting cars to tune because the hybrid AWD system gives you options that no purely mechanical AWD system can match.

The chassis is mid-engine, with the V8 sitting behind the driver and the electric motors integrated throughout. The front axle is driven entirely by electricity — there's no mechanical connection between the engine and the front wheels. This means the torque vectoring on the front axle is purely electric and can respond faster than any mechanical differential. In FH6, this translates to incredible front-end grip on corner exit — the front motors pull the nose through the corner while the rear V8 plus rear motor push from behind. The effect is a car that rotates more willingly than its weight (1,570 kg) suggests, with traction that makes 1,000 hp feel manageable rather than terrifying.

In S2 trim, you'll be running close to stock power levels to stay within the PI limit, and that's fine — the SF90 doesn't need more power, it needs handling refinement. The stock setup understeers at the limit (Ferrari tunes for safety), and the tuning below fixes that while maintaining the AWD traction advantage.

Best Tuning Setups by Class

S2 is where the SF90 is most competitive for actual racing. At 1,050 hp with the hybrid AWD system, the SF90's launch is devastating — you'll win every standing start, no question. The handling rating of 8.9 is very good, and the AWD traction makes the car faster in real race conditions than the numbers suggest. X class is for pure speed — 1,200 hp through AWD is point-and-shoot territory, but you'll be fighting the weight more at those power levels. For lap times, S2 is where the SF90's balance of power, traction, and handling creates the best package.

Tuning Parameters — The Detail Work

Tire Pressure

Front: 32.0 PSI, Rear: 31.0 PSI. The SF90 is heavier than the 296 GTB (1,570 kg vs 1,470 kg) and has AWD, which changes the tire pressure requirements. The front tires need slightly more pressure (32.0 PSI) because they're handling both steering and the front electric motors' torque delivery. The rear pressure at 31.0 is moderate — the hybrid system's instant torque demands a good contact patch, but the AWD means the rear tires aren't fighting for traction alone. If the fronts overheat in longer races, drop to 31.5 front.

Gearing

Final drive: 3.90 (S2). The SF90's hybrid V8 combined with three electric motors creates a power band that's essentially seamless from idle to 8,000 RPM. The 3.90 final drive gives explosive acceleration without sacrificing top speed. The electric motors provide instant torque at any RPM, which means gear selection is less critical than on pure combustion cars — you can be a gear too high and still pull hard because the motors fill the gap. Individual gears should be spaced to keep the V8 between 4,000-7,500 RPM in the corners where you're at full throttle.

Alignment

Camber: -2.5 front, -1.9 rear. The SF90's front axle needs good camber because the front electric motors can torque-vector, which means the outside front tire gets more power in corners and generates higher lateral loads. The rear camber at -1.9 is slightly conservative — the AWD system manages rear traction well, and too much rear camber reduces the straight-line contact patch needed for the hybrid launch. Toe: 0.0 front, 0.1 rear. Caster: 6.5.

Anti-Roll Bars

Front: 35.0, Rear: 32.0. The SF90 uses stiffer bars than the 296 GTB because it's heavier and needs more roll control. The front bar at 35.0 manages the heavy nose (even in a mid-engine car, there's significant front mass with the electric motors and cooling systems). The rear bar at 32.0 controls body roll without making the rear too stiff — the hybrid AWD system already puts power to all four wheels, so a stiff rear bar would lift the inside tire and the torque vectoring system can't compensate for a tire that's off the ground.

Springs

Front: 820 lb/in, Rear: 760 lb/in. The SF90 needs stiffer springs than lighter mid-engine cars because it carries more weight. The front springs at 820 lb/in control nose dive under the combined braking of the friction brakes and regenerative system. Rear springs at 760 lb/in are firm enough to support cornering loads but soft enough to let the rear squat and transfer weight under the hybrid system's instant torque. Ride height: drop 1.0 inch. The factory ride height is already optimized for aero, so don't go lower.

Damping

Rebound: 9.5 front, 9.0 rear. Bump: 6.0 front, 5.5 rear. The SF90's sophisticated suspension needs damping that matches its capability. The high rebound settings control body movement through quick transitions — the hybrid system can change the car's speed very rapidly (instant electric torque plus turbocharged V8), and the dampers need to keep up. The bump settings are firm but allow enough compliance for the car to absorb curbs and track imperfections. For perfectly smooth tracks, add 0.5 to all rebound values.

Aero

The SF90 has active aero including a rear spoiler that deploys at speed and flaps in the front that manage airflow. For S2 racing, add the Forza rear wing at 65% downforce and the Forza front splitter. The SF90's body generates lift at high speed despite Ferrari's efforts, and the added aero eliminates this while giving genuine cornering grip benefits. The wing at 65% is the sweet spot — enough downforce for high-speed corners, not so much that you're slow on the straights. The front splitter should be set to match (cornering bias) to maintain aero balance.

Brakes

Balance: 52% front, Pressure: 108%. The SF90's braking system combines conventional friction brakes with regenerative braking from all three electric motors, and FH6 models this as excellent braking performance with good heat management. The near-50:50 bias reflects the mid-engine weight distribution, with slight front bias (52%) accounting for forward weight transfer. Race brakes are recommended for S2 racing. The 108% pressure gives strong stopping power — the SF90 carries a lot of speed into corners and needs to shed it quickly.

Differential

Center diff: 50% rear bias. The SF90's AWD system is electric-hybrid rather than mechanical, which means the front and rear axles are controlled independently. In FH6, the center diff setting at 50% rear bias represents neutral behavior — power goes where it's needed. Front diff: Accel 35%, Decel 15%. The front electric motors handle torque vectoring naturally, so the mechanical diff settings are moderate. Rear diff: Accel 60%, Decel 35%. The rear V8 does the heavy lifting for acceleration, so the rear diff needs enough lock to put power down effectively. If you want more RWD-like handling, move the center diff to 70% rear bias.

Best Race Types for the SF90 Stradale

Driving Tips

The SF90 Stradale has such deep capabilities that the main challenge is trusting the car enough to use them. First, exploit the launch. The hybrid AWD launch in the SF90 is near-perfect every time — floor it from a standstill and the computers sort everything out. You'll gap the entire field at the start of every race. Second, use the electric torque for corner exit. The front electric motors pull the nose straight while the rear pushes, which means you can apply throttle earlier and more aggressively than in a pure RWD car. The front motors literally drag the car out of understeer. Third, manage the weight. The SF90 is light for a hybrid AWD hypercar but still weighs 1,570 kg. In quick direction changes, be deliberate with your steering — the car needs a moment to settle between turns, and rushing the transition makes the weight work against you. Fourth, brake with confidence. The combination of carbon ceramics and regenerative braking means the SF90 stops harder than almost anything in its class. You can brake later than you think — the car will slow down.

Common Tuning Mistakes

Overpowering the chassis. The SF90 already has 1,000 hp. Adding more power without upgrading the suspension and tires first just makes the car harder to drive without making it meaningfully faster. The chassis can handle more power, but only if you've tuned the suspension to match.

Too much rear bias on the center diff. The SF90's front electric motors are its secret weapon — they provide torque vectoring that no mechanical diff can match. Setting the center diff to maximum rear bias (or switching to RWD mode) removes this advantage. Keep at least 30% power going to the front axle.

Soft springs for ride comfort. The SF90's factory magnetic dampers are tuned for road comfort in their softest setting, but FH6's track surfaces demand more control. Stiffen the springs and dampers beyond what feels comfortable — the car responds with sharper handling and more predictable limit behavior.

Treating it like a pure EV. The SF90's electric motors are supplementary, not primary. The V8 still does most of the work, and tuning the engine and gearing as if the electric motors will always be there leads to a car that falls flat when the battery depletes. FH6 models battery state, so treat the hybrid system as a bonus, not a crutch.

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