Ferrari’s hybrid hypercar has been turned to 11 with the hardcore 1016bhp SF90 XX, launched to follow in the FXX K’s tyre tracks

Following months of speculation and prototype sightings, Ferrari has finally unveiled its hardcore SF90 XX, the first road legal XX model. A Special Series model, production numbers are limited to 599 and 799 units in Spider and Stradale form respectively, with prices starting at €770,000.

Revealed at Ferrari’s Fiorano test track, in the same building where the company’s Le Mans-winning 499P is born, the new model builds on the ordinary SF90 Stradale and bridges the gap between models such as the 812 Competizione and the track-only XX programme models, which started with the Enzo-based FXX in 2005. The SF90 XX not only takes Ferrari’s most extreme road car philosophy as far as possible today, but also includes a nod to the past in being the first Ferrari to feature a fixed rear wing since the F50.

Powered by the same 4-litre twin-turbocharged 90-degree V8 as the standard SF90 Stradale, the introduction of polished inlet and exhaust ducts, new lighter pistons, a modified combustion chamber and an increase in compression ratio, power increases 17bhp to 786bhp at 7900rpm, while engine weight is down 3.5kg thanks to the removal of the secondary air system.

Ferrari’s hybrid power unit is carried over from the SF90, with the same trio of electric motors (two on the front axle, a third between the transmission and engine) delivering the SF90 XX’s headline 1016bhp peak power figure due to the motors producing an additional 13bhp for a 230bhp total. This increase in output is down to an improvement in cooling, with the front-mounted radiator flipped in orientation for a boost in efficiency and exhausting H๏τ air via two new ducts on the bonnet. Despite an increase in power, the SF90 XX retains the same 16-mile electric only range as an SF90.

The result of these changes is a 0-62mph sprint two tenths quicker at just 2.3sec in both coupe and Spider variants. The 0-124mph figure is just as impressive, taking just 6.5sec to the ordinary car’s 6.7 – the Spider takes two tenths longer at 6.7sec, three tenths quicker than the standard SF90 Spider. Top speed is pinned at 199mph, 12mph behind the standard car due to an increase in drag.

Redesigned carbonfibre seats (5.6kg a piece) and a bare-bones cabin help reduce weight by 10kg to 1560kg (dry) overall, increasing the car’s power to weight ratio to c651bhp/ton (c612bhp/ton for the Spider).

Making its debut on a road-going Ferrari is the SF90 XX’s ‘extra boost’ feature, providing up to 30 bursts of additional power on corner exit when in Qualifying mode. The system works in a similar way to the system employed by the team’s Formula 1 cars, regenerating power under deceleration and offering extra straight-line performance when it’s needed most, under full throttle and in ideal traction conditions.

The SF90 XX’s combustion power is sent to the rear axle through the same 8-speed dual-clutch transmission as before, only with patented combustion chamber timing technology helping to provide a more engaging shift. Ratios are identical to the standard car.

Most significant of all is the SF90 XX’s aero package, featuring the first fixed rear wing on a Ferrari road car since the F50. The rear wing produces 315kg of downforce alone, with a trick closed underbody and front-end aero modifications increasing this figure to 530kg overall (at 155mph), an increase of 140kg over the standard car.

The rear wing is equipped with an active gurney element to stall airflow during high speed sections, reducing drag and allowing for a higher top speed. Twin air outlets behind the driver’s compartment improve cooling in the coupe, with F12 TDF-style louvres on the front and rear arches reducing pressure and drag. The primary intakes behind the doors are more aggressive than before, now fitted with a diversion duct to separate slow and high speed airflow.

Changes to the chᴀssis are minimal, with off-centre steering response said to have been improved, with increased spring rates and a reduced ride height at the rear increasing high speed stability, with the car’s rake more aggressive than before.

Behind 20-inch wheels are new brake pads and discs that are bespoke to the SF90 XX, measuring 298mm and 290mm front and rear they provide a larger disc surface area than the LaFerrari and more recent Daytona SP3. Combined with a new ABS-Evo braking system with high resolution ‘6D’ sensors, the 124-0mph braking distance is reduced by 13m to just 108.1m. At a cost, buyers can also specify optional 20-inch carbonfibre wheels fitted with Michelin Pilot Sport Cup 2R rubber (Michelin’s Cup 2 tyres are fitted as standard).

The SF90 XX’s Front end design closely resembles the SF90, with an update to the car’s ‘hammerhead shark’ graphic, but at the rear there’s far more bodywork changes including an extended rear deck creating a long tail design and the rear bumper is entirely new. A full width 499P-esque light bar replaces more traditional lighting units and is mounted above an aggressive new diffuser. Unusually, there’s no Ferrari badge on the rear face, only on the rear deck beneath the wing.

Ferrari will produce 799 SF90 XX Stradales along with 599 in Spider-form, priced from €770,000 (c£660,000) and €850,000 (c£730,000) respectively (an SF90 costs from £375,000). Despite the cost it should come as no surprise that each and every example has already been accounted for. Deliveries will begin in Q2 2024 with the coupe arriving first, with the Spider first hitting the road at the end of next year.