Ferrari SF90 XX Stradale And Spider Revealed: First Street-Legal XX Cars From Ferrari

• SF90 XX Stradale and SF90 XX Spider produce 1,016 horsepower
• 799 coupes and 599 convertibles; already sold out
• Stradale costs around $844,000, Spider around $932,000
• First-ever XX models to be street legal

Today at the famous Fiorano circuit, Ferrari has unveiled its first-ever roadgoing XX cars as the SF90 XX Stradale and SF90 XX Spider, limited editions that bridge the gap between Ferrari's Special Series and XX programs. As you may recall, the XX program spawned beasts like the Ferrari FXX-K Evo, the 599XX, and the Enzo-based FXX, while the Special Series program birthed the 812 Competizione.

The combination of a 3.99-liter twin-turbo V8 and three electric motors carries over from the regular SF90, but the setup now produces 1,016 hp, an increase of 30 horses. Helping keep the car glued to the road is Ferrari's first application of a fixed rear wing on a road car since the F50 in 1995, delivering 1,168 pounds of downforce at 155 mph.

The F154FB engine is "now significantly more extreme," says Ferrari, boasting polished inlet and exhaust ducts, an increased compression ratio, new pistons, and specific machining of the combustion chamber. The secondary air system was also removed, saving 7.7 lbs.

Then the exhaust system was reworked for a more evocative noise, helping transmit more pulsations to the cabin. The intake plenum tube has also been redesigned and brought nearer to the cabin's bulkhead, so you get a better induction noise. The resonator, on the other hand, has been moved closer to the engine. Ferrari says a "clear improvement in sound quality" was achieved, and the improvement is most noticeable at mid-range revs, although high-rpm stuff is still fantastic.

The electric motors are also more powerful, up from 217 hp to 230. This is thanks to new software that is accessed in Qualifying mode. The so-called "extra boost control logic" provides up to 30 bursts of extra power, and the information cluster behind the wheel shows the driver where best to deploy them to shave seconds off lap times.

The transmission was updated, too, using innovations introduced on the Daytona SP3. This improves acceleration and adds a loud crack to the exhaust note during shifts. Helping achieve this is that the combustion chamber's pressure cycle was optimized to maximize the intensity of the noise. Of course, these things would not be enough to earn the SF90 the honor of a double X in its name.

Ferrari says that the aero efficiency of this road car is only comparable with that of the LaFerrari, "improving grip and yielding a palpably faster lap time at Fiorano." A new lap time will be set during Ferrari's international media test drive program later this year, but the regular SF90 was already 0.7 seconds quicker than the LaFerrari around that circuit.

Ferrari says that, along with the massive rear wing, the Gurney flap was redesigned and has a low drag and a high downforce mode, helping achieve rear downforce of 694lbs at 155 mph. The cooling system has been improved, the underbody has been redesigned with technical features seen on the 296 GT3, and the side louvers on the lower area of the front bumper have been enlarged to help relieve backpressure. Two S-ducts in the center of the front hood increase downforce by 20%, while new side intakes and new vents on the rear fenders further improve aero efficiency alongside a larger front splitter, a wider front diffuser (increasing downforce by 99 lbs at 155 mph), redesigned vortex generators, and louvers on the front fenders.

Despite the overall front downforce figure reaching 716 lbs, drag was kept to a minimum through two different blown ducts in the front bumper that reduce overpressure and increase the bodywork's willingness to bend. Naturally, the rear diffuser was redesigned, too, for optimal balance.

Ferrari Dynamic Enhancer 2.0 debuts here, allowing one to perform drifts with relative ease, while the ABS EVO controller that debuted on the 296 GTB dramatically enhances braking performance. Here, it has been updated and delivers much more data than before, promising greater security. Obviously, Ferrari took the opportunity to upgrade the discs, too, with the front being redesigned to improve cooling and the rears getting bigger 390-millimeter discs. The pads are also new, maximizing contact with the discs. As we predicted when we first saw the wheels, these are aerodynamically shaped to extract hot air from the wheel wells.

Ferrari also took time in the wind tunnel to maximize top-down comfort in the SF90 XX Spider, and the retractable hard top (made of aluminum) opens and retracts in 14 seconds at speeds up to 28 mph.

Finally, let's touch on the overall look. Triple-louver accents appear all over the car and are now a typical Ferrari design element that look as good as they did when we first saw them on the stunning F12tdf. Even the Stradale's front and rear wings are embellished with the styling element. The headlights now feature a lower upper profile connected to two vertical accents, and the front intakes are meant to look as if they are floating.

At the rear, the trimaran design of the tail adds vents behind the wheels and incorporates two exhaust tips. The rear light bar is sandwiched between the blown spoiler and the rear wing, creating a layered effect. Interestingly, the Spider looks lower than the Stradale because of the lower flying buttresses and the optical effect caused by finishing the roll bars and rooftop in carbon fiber.

Inside, the door panels, center tunnel, and mats were all simplified in shape and materials. The top of the dash gets Alcantara, while the bottom gets "technical fabric," inspired by racing. The door panels now have louvers too, which hide switches and door handles. The "shift gate" (transmission controls) now appears more centrally and further forward on the center tunnel with window switches and a key compartment appearing on a secondary level in the console. Finally, the seats feature a backrest mechanism that has been integrated using elastic trim materials to make their carbon fiber structure appear one-piece. All in, the seats saved 2.8 lbs over the Stradale's single-piece perches.

The Stradale costs roughly $844,000, while the Spider costs around $932,000. Unfortunately, all examples of this race-bred longtail are already spoken for.