Developed based on the existing SF90 Stradale and SF90 Spider, both models are more powerful, lighter, and feature revised aerodynamics for improved performance.

In both cases, they get 4.0-liter twin-turbo plug-in hybrid V8. However, power has been bumped up to 797 horsepower and 804 Nm—up from the regular SF90’s 780 horsepower and 800 Nm figures.

According to Ferrari, this was possible by polishing the inlet and exhaust ducts, adopting new pistons, specific machining of the combustion chamber as well as increasing the compression ratio. Meanwhile, the electric motors—one between the engine and gearbox and two on the front axle—get an extra boost as well providing 233 horsepower (up from 220 horsepower).

The electric boost is available in the SF90 XX is switched in Qualifying mode and activated when the driver guns the throttle. This can be used up to 30 times before the 7.9-kWh battery is depleted. Outside of Qualifying mode, however, the SF90 XX’s all-electric range remains at 25 kilometers.

Other notable powertrain revisions involve the eight-speed dual-clutch gearbox that now comes with a shift logic from the Daytona SP3, while a redesigned tube connecting the intake plenum to the cabin has been redesigned for better harmonics.

All in all, the SF90 XX’s total output is now 1,030 horsepower—a 30 horsepower gain over the SF90. Ferrari quotes a 0-100 km/h time of 2.3 seconds for both body styles, which is 0.2 seconds faster than the SF90 range, although in the 0-200 km/h sprint, the Stradale is faster at 6.5 seconds compared to the Spider’s 6.7 seconds. The top speed is lower at 320 km/h instead of 340 km/h, largely because of the aerodynamic changes.

Speaking of aero changes, the SF90 XX produces 530 kilograms of downforce at 250 km/h (up from 390 kilograms from before). Key to this is the new fixed rear wing that works with the active spoiler carried over from the SF90 that switches between low-drag and high-downforce modes (the body is made slightly longer to accommodate this).

The front splitter is also specific to the SF90 XX and larger in size to send air to the redesigned underbody that incorporates a wider front diffuser and vortex generators. A pair of S-ducts on the hood pull hot air from the front radiators and help increase downforce by 20 percent, joined by additional vents on the sides that send cool air to the engine intake in the rear buttress.

The layout of the medium temperature radiator that cools the electrical components is also reversed to increase efficiency and enclose a part of the car’s underbody—an idea taken from the 296 GT3 racer. Air extractors for the wheel arches are also part of the aero package, along with a reworked rear diffuser that keeps the car’s aero wake compact.

The SF90 XX also debuts the Ferrari Dynamic Enhancer 2.0 and the addition of the ABS Evo controller from the 296 GTB. The latter features the 6W-CDS suite of three yaw sensors that also helps more accurately read the car’s dynamic behavior and optimizing intervention (if needed) with much greater precision. Beefier and better-cooled brakes have also been added.

Inside, the SF90 XX gets Alcantara and plenty of carbon fiber. The carpeting has also been removed entirely, while the carbon seats have been fixed. Even the center console has been changed as well.

The SF90 XX Stradale weighs in at just 1,560 kilograms, while the Spider is heavier at 1,660 kilograms due to its folding hardtop that can be operated in 14 seconds at speeds up to 45 km/h. Compared to the regular SF90, the weight savings are between 10 to 40 kilograms.

In case you want to buy one, you’re out of luck. Like other Ferrari specials, the SF90 XX will be limited in terms of production, with just 799 units of the Stradale and 599 units of the Spider planned. All 1,398 examples have been accounted for, with deliveries set to begin in the second quarter of next year.