1,016 HP Unavailable: All Sold Out
Today at the renowned Fiorano track, Ferrari revealed its maiden avenueside XX vehicles, the SF90 XX Stradale and SF90 XX Spider, distinct editions that unite Ferrari’s exceptional Series and XX programs. It is worth remembering that the XX scheme birthed behemoths such as the Ferrari FXX-K Evo, the 599XX, and the FXX based on the Enzo whereas the Special Series concocted the 812 Competizione.
The synthesis between the 3.99-liter twin-turbo V8 and three electric motors carries on from usual SF90, but will now develop 1,016 hp, an augmentation of 30 force. Assisting to keep the automobile reliable to the path is Ferrari’s first adoption of a secure rear wing on a street car since 1995’s F50, delivering 1,168 pound of downforce at 155 mph.
“The F154FB engine is now even more extreme,” states Ferrari, with improved inlet and exhaust ducts, an increased compression ratio, new pistons, and a specific machining of the combustion chamber. Additionally, the secondary air system has been eliminated, resulting in a weight loss of 7.7 lbs.
The exhaust system has been reworked to produce a more rousing sound, allowing for more vibrations to be felt in the driver’s compartment. The intake plenum tube has been revised and moved closer to the passenger area, to enhance the induction noise. Additionally, the resonator has been shifted closer to the engine, resulting in a “clear improvement in sound quality” according to Ferrari. Especially at mid-range revs, the improvements are quite evident, though the sound at high rpm is still superb.
The electric motors have been beefed up, taking the horsepower from 217 to 230. This is due to the new software that can be accessed in Qualifying mode known as the “extra boost control logic”. This system gives up to 30 bursts of extra power, and the driver can check the information cluster behind the wheel to determine which areas to use the extra boost in order to reduce lap times.
The transfer was improved, as well, via improvements unveiled on the Daytona SP3. This boosts quickening and produces a loud pop to the tailpipe sound when changing gear. Aiding in that is that the combustion chamber’s pressure loop was optimized to maximize the intensity of the noise. Naturally, these alterations are insufficient to justly obtain the SF90 the honor of a second X in its title.
Ferrari has declared that the aerodynamic efficiency of the SF90 is on par with the LaFerrari, noting that this has resulted in “improving grip and yielding a palpably faster lap time at Fiorano.” It is expected that a new lap time will be established during the international media test drive program that Ferrari is hosting later this year; however, even without that, the SF90 was already 0.7 seconds faster than the LaFerrari around the same circuit.
Ferrari revealed that, apart from the huge back wing, the Gurney flap was redeveloped and can switch between a low-drag and high-downforce mode, contributing to an astounding 694lbs of rear downforce when travelling at 155 mph. Cooling has been enhanced, the base has been modified with cutting-edge technology seen on the 296 GT3, and the air intakes situated on the lower side of the front bumper were enlarged to reduce interior pressure. Sections of extra airflow in the center of the hood improve aerodynamic efficiency by 20%, while fresh side vents and grilles fitted onto the rear fenders maintain such effectiveness alongside an extended splitter, a broadened front diffuser (inducing an additional 99 lbs of downforce when going at 155 mph), newly reconfigured vortex generators, and compartments on the front side panels.
Despite the total output of front downward torsion registering at 716 lbs, drag was constrained to a negligible degree by means of two different blustery tunnels in the front grille which moderate overpressure and bolster the exterior’s malleability. Evidently, the back diffuser was also revamped for peak balance.
Ferrari unveils the Dynamic Enhancer 2.0 here, offering an effortless drifting ability, and the ABS EVO controller – presented originally with the 296 GTB – has been revised to a higher standard, providing more data and more reliable protection. Taking this as a moment of upgrade, the brand altered both the front and rear discs – cooling is maximised through the redesigned frontal wheel, whilst the hind wheels are now bigger 390mm in diameter. Amongst the restructures, the pads have also been reconstructed to ensure optimal contact with the discs. Just as we suspected, the shaped sides of the wheels result in efficient exhalation of hot air from the wheel compartments.
Ferrari carried out extensive wind tunnel testing to ensure maximum comfort on the SF90 XX Spider when the top is folded down, and the retractable hard top (manufactured from aluminum) can be opened or shut within 14 seconds, even while travelling at up to 28mph.
Lastly, let us talk about aesthetics. The triple-louver trim is pervasive throughout the car and has become a vintage Ferrari styling trademark that retains its good looks since it debuted on the sensational F12tdf. Furthermore, the Stradale’s wings are highlighted with this distinctive embellishment. The headlight frame has been reworked, featuring a more subdued upper profile and two vertical accents, while the front air intakes create the impression that they are levitating.
At the back, the trimaran style of the rear section adds vents behind the wheels and includes two exhaust pipes. The light bar is sandwiched between the blazoned spoiler and the wing, resulting ina multi-level result. Interestingly, the Spider appears to be more streamlined than the Stradale due to the lower flying buttresses and the visual impact caused by completing the roll bars and roof with carbon fiber.
The interior of the new car has been simplified in terms of shape and materials. The top of the dashboard is made of Alcantara, while the bottom is composed of a “technical fabric” inspired by racing. Additionally, the door panels now feature louvers, which hide the switches and door handles. The “shift gate” (transmission controls) is placed more centrally and further forward on the center tunnel, while the window switches and key compartment are located on a secondary level in the console. As for the seats, they have a backrest mechanism that has been integrated with elastic trim materials, making their carbon fiber structure appear as one-piece. This design choice has saved 2.8 lbs compared to the Stradale’s single-piece perches.
The Stradale brings an estimated cost of about $844,000 while the Spider is, unfortunately, already sold out at a price of approximately $932,000.
