When Ferrari launched the SF90 Stradale, a near-1000 horsepower plug-in hybrid supercar, it was a bold move even by Maranello’s standards. Yet despite the groundbreaking performance, the car didn’t resonate with Ferrari enthusiasts in the same way as the brand’s more traditional mid-engine V8 models. The arrival of the SF90 XX – a car that was never originally planned – reflects a kind of course correction, an effort to make the SF90 more thrilling and better aligned with the expectations of Ferrari purists.
The “XX” badge has always carried weight in Ferrari’s world. Until now, it was reserved for ultra-exclusive track-only machines like the FXX-K, 599XX, and FXX Evoluzione – vehicles made in tiny numbers for Ferrari’s wealthiest and most committed clients. These cars were never intended for public roads and offered limited practicality in exchange for extreme performance and exclusivity. That context makes the SF90 XX unique: it’s the first road-legal XX model Ferrari has ever produced.
Despite carrying the prestigious XX moniker, the SF90 XX isn’t part of Ferrari’s VVIP-only track day programme. With 1,400 examples to be produced, it significantly expands the accessibility of the XX nameplate. While it offers design and performance upgrades, it doesn’t deliver the same level of exclusivity as its predecessors. Still, that doesn’t mean it’s not special.
Visually, the SF90 XX is a more aggressive take on the original Stradale and Spider models. A fixed rear wing, the first on a road-going Ferrari since the F50 in 1995, dominates the car’s rear. But that’s just the start. The XX benefits from comprehensive aerodynamic updates including redesigned front and rear diffusers, an all-new underfloor with large vortex generators, and improved cooling elements in the wheel arches. These changes are the result of extensive computational fluid dynamics (CFD) work, aimed at dramatically increasing downforce and high-speed stability.
The enhancements are more than skin-deep. The SF90 XX features stiffer suspension with recalibrated geometry, updated active and passive damper options, and a revised anti-lock braking system – dubbed ABS Evo – for improved stability during hard cornering. The braking system itself has been upgraded with larger rear discs, ensuring more consistent stopping power under stress. Under the hood, the turbocharged V8 remains, but new sound resonators amplify the engine note, creating a more visceral driving experience. The dual-clutch gearbox has also been tweaked for quicker, more dramatic shifts.
Interestingly, despite all these changes, the SF90 XX is only 10kg lighter than the standard model. Ferrari admits that it could have pushed the car further in terms of weight reduction and raw performance, but road legality remained a key goal. That decision has ensured the car retains some level of comfort and usability, which will likely be a selling point for many of its future owners.
Ferrari’s engineers openly acknowledge that the SF90 XX wasn’t part of the original plan. According to Matteo Turconi, senior product manager for the XX range, the car’s development was sparked by continued experimentation with the SF90 platform. “We didn’t save features for a special edition,” Turconi says. “But through ongoing development, we saw real potential to enhance the car further.”
That makes the SF90 XX less of a purebred XX car and more of an evolved SF90 – a more refined, more aggressive version that seeks to address some of the original model’s shortcomings. It may not match the purity or prestige of past XX offerings, but it certainly delivers an intensified driving experience and pushes the boundaries of what a road-legal hybrid hypercar can do.
As tested, the coupé (Stradale) version showed its full potential on the track in late 2023, while the Spider was evaluated on public roads in April 2024. Both variants are undeniably fast, with grip and cornering ability that put most other road cars to shame. Yet, even with its aggressive styling and massive performance, some critics feel it doesn’t quite hit the same emotional high notes as Ferrari’s greatest mid-engine icons.
Still, for a car born out of improvisation and later refined into something truly formidable, the SF90 XX makes a compelling case. It’s not just a faster SF90 – it’s a better one. And for many drivers, that might be exactly what they were waiting for.