1036bhp track-only LaFerrari XX K unveiled
Ferrari has unveiled its LaFerrari XX K ahead of its public debut at Abu Dhabi later this week. Similar in concept to McLaren’s P1 GTR, the FXX K is the more extreme track-only version of the mad (as its name suggests) LaFerrari. The last time Ferrari had brought out a track-only version, it was based on the then flagship Enzo, and had been named the FXX. The addition of the ‘K’ in the new FXX K, refers to the KERS hybrid system.
A whole lot of effort has gone into making Ferrari’s flagship go even faster, the first of which, is an 86bhp bump in power from both engines. Combined output is now a massive 1036bhp and over 900Nm of peak torque, which effectively makes small of the P1 GTR’s 986bhp. The LaFerrari XX K also wears bodywork that produces a staggering 50 per cent more downforce in low-drag mode, and 30 per cent more in high-downforce mode. That equates to 540kg of downforce at 198kmph, more than double the road car’s 230kg.
The extra power has been made available thanks to to the LaFerrari XX K’s naturally aspirated V12 powerplant getting new camshafts, and a modified valve train with mechanical tappets instead of the standard car’s hydraulic items.
New intake manifolds receive an advanced polishing treatment to smooth airflow into the cylinders, while the exhaust system has been tweaked to offer more performance and ditches the road car’s restrictive silencers eking out more power. The LaFerrari’s seven-speed dual-clutch unit is responsible for putting all that power on to the road.
The bottom end is where the heavily uprated HY-KERS system comes into play. The LaFerrari XX K is named as such because of this even more extreme electronic system, which helps to mask the V12’s ever-so-slightly less savage bottom end. The HY-KERS produces 187bhp alone (an extra 27bhp) and sends power directly through Ferrari’s latest E-Diff 3 electronic differential.
The system can be configured through four modes that Ferrari says deliver ‘maximum efficiency at every stage of every track lap.’ The driver can flick through each mode via the Manettino switch on the centre console.
Qualify is used for maximum performance but drains the batteries as a result; Long Run is optimised for consistent performance, with both the KERS and V12 providing as much power as possible without depleting the batteries; Manual Boost works like a ‘push-to-pass’ button with maximum torque available on request; and Fast Charge prioritises recharging the batteries as quickly as possible.
The active-aero bodywork has been designed to work in conjunction with these four modes, with far more aggressive variances between its slipperiest and most downforce-heavy settings. With the active-aero closed, the car wears a fixed twin-profile spoiler and larger front splitter that sits 30mm lower and features a gap in the centre.
Each side gets an endplate and dive plane with vertical fins to direct and channel air towards the car’s flanks, creating a longitudinal vortex resulting in reduced air pressure, sucking the wake to the edge of the aerodynamic underbody. In Lehman’s terms, the results keep dense air away from the drag heavy region around the wheels. Side skirts then keep airflow along the side of the car separated from the underbody to further reduce drag.
The rear is the business end for downforce. The tail has been raised and features an active-spoiler that extends out 60mm when fully deployed. A vertical fin and short, fixed wing either side of the tail work as guide vanes in low-drag mode, and even help to boost the active-spoiler’s efficiency in high-downforce mode.
Below, a serious-looking rear diffuser draws air out from under the car, which itself features a by-pass duct to direct airflow around the rear wheels and minimise the drag they create.
The limiting factor for grip on the road car is its road tyres. That’s not something the LaFerrari XX K will worry about, because grip is substantially increased with a set of Pirelli P-Zero slicks of 285 front and 345 rear widths, wrapped around 19- and 20-inch wheels. Each tyre is equipped with sensors that monitor longitudinal, lateral and radial acceleration, along with temperature and pressure. This data is then absorbed by the EF1-Trac traction control system to offer maximum performance.
The E-Diff, traction control and Racing SSC (Side Slip Angle Control) have all been specially calibrated to suit the extra grip of slick tyres, while the similarly adjusted ABS system’s interference can be increased and decreased via a five-position Manettino on the steering wheel.
Carbon-ceramic brakes are 398mm and 380mm in diameter, and the car sits low on magnetorheological dampers with twin solenoids (Al-Ni tube) much like the road car, guaranteeing neck-snapping stopping power and ultra-effective body control.
The car is painted red, obviously, and wears silver streaks, numbering and Italian decals. Slimmer LED lights and 10-spoke centre-lock wheels add to the modern-racer look, whilst the stripped interior filled with exposed carbon and a pair of fixed bucket seats confirms the car’s purpose.
Prices and production numbers are yet to be confirmed, though it is expected to breach the GBP 2 million (Rs 19.37 crore, excluding duties and taxes) mark and there won’t be more than 30 units produced. As is the trend with Ferrari’s track-only cars, buyers won’t be able to trailor their car home. Instead they’ll have to arrange track sessions in advance to allow the Maranello based supercar maker to send your car and a team of mechanics to the circuit.
The LaFerrari XX K will officially be unveiled in Abu Dhabi on 5 December at the Ferrari World Finals, where we’ll get more info on it.
Specifications
EngineV12, 6262cc, plus 187bhp electric motorPower (combined)1036bhpTorque (combined)Over 900Nm0–100kmphUnder 3 secondsTop speed350kmph (est)
