Ferrari's XX series used to be a pure track car - not exactly built to racing regulations, but for the very rich customers to enjoy on track days. There were a few XX cars developed before: FXX and FXX Evo (both were Enzo-based), 599XX (599GTO-based) and FXX K (LaFerrari-based). All were built in limited numbers and sold at million dollars apiece. The latest SF90 XX is a bit different. Although it is still oriented to track use, it is road legal this time around and should be reasonably usable on the road. Obviously, it is heavily based on the road-going SF90, therefore it is available in both Stradale (coupe) and Spider form. Enhanced usability allows Ferrari to sell more of them, i.e. 799 Stradales and 499 Spiders, so they are priced relatively keener at €770,000 and €850,000, respectively, in Italy (which include 22% VAT). Still, that is 80 percent dearer than the standard cars. As usual, all build slots have been fulfilled by Ferrari's loyal customers even before its announcement.



In terms of straight line performance, the SF90 XX is marginally stronger than the standard car. 0-62 and 124 mph take 2.3 and 6.5 seconds respectively, both representing an improvement of 0.2s. Strangely, Ferrari has yet to announce its Fiorano lap time, but after reading its technical details, you might make your judgement. Top speed drops from 211 to 199 mph though, obviously dragged down by its additional rear spoiler.

Speaking of rear spoiler, this is the first road-going Ferrari featuring such device since the F50. Ferrari always stresses that its aerodynamics know-how skips the need for a rear spoiler, but on a track-oriented machine like the XX, there is no denying that a high-mounted rear spoiler is the easiest way to achieve downforce. The SF90 XX Stradale produces 530 kg of downforce at 155 mph, compared with 390 kg of the standard car. Some of these are contributed by a movable gurney flap that direct airflow towards or away from the rear spoiler. Another contribution is the new S-duct incorporated at the nose, drawing cold air pass through the front radiator and exit from the top of the front bonnet instead of the underbody. BTW, this also directs hot air further away from the intercooler intakes at the rear fenders, improving cooling efficiency. The lourver vents opened at the front and rear fenders help relieving pressure in the wheel wells, contributing to further downforce. The XX also sports a pair of larger front splitter for the same purpose. However, considering so many modifications, an improvement of 140 kg downforce at 155 mph seems a bit modest to me.



The 4-liter twin-turbo V8 has been boosted from 780 to 797 horsepower and 590 to 593 lbft of torque, thanks to CNC-machined combustion chambers, polished intake and exhaust ports and new pistons that raise compression ratio slightly to 9.54:1. The aforementioned enhanced cooling efficiency also helps. Meanwhile, the electrical power is recalibrated to deliver 13 more horsepower at 233 hp, so the combined output is lifted from 1000 to 1030 hp (DIN).

3 percent increase of peak power might be difficult to tell, but Ferrari's engineers also improved the sound of the engine - a weakness of the SF90 finally being addressed. They reworked the sound tube connecting the engine compartment to the cockpit for more noise. Besides, the 8-speed dual-clutch transaxle has been recalibrated to be more aggressive. During each gearshift, the engine lifts its combustion chamber presure momentarily, delivering a punchier shift and extra aural thrills.



Sadly, at 1560 kg dry, the SF90 XX Stradale is only 10 kg lighter than the standard car (Spider is another 100 kg heavier), and this is chiefly achieved by using a pair of carbon-fiber racing buckets. For a track car it is obviously on the hefty side.

Improvement to handling is achieved by not only the increased downforce but also 5 percent stiffer springs (adaptive dampers are optional), larger rear brakes and new ABS Evo with 6W-CDS sensors. The car wears Michelin Cup 2 tires standard or R rubbers optional.

All in all, the SF90 XX is probably not a giant leap as you might have expected, but I reckon the change from track-only to road-legal car is more relevant to us, at least we have chances to see it on stradale (streets).

Last thing to mention: the XX does look more beautiful than the slighlty strange standard car. The rear spoiler, the fender vents, the 2-piece front splitter and the slim rear light bar (instead of four square tailights) improve its aesthetic considerably. If it can keep 90 percent usability of the standard car, it would be a good way to replace the unloved SF90. Just don't take the "XX" name too seriously.