The Ferrari SF90 XX Spider is the open-roof, road-legal XX version of Ferrari’s SF90 plug-in hybrid supercar. Built around the F173 platform and the F154 FB 4.0-liter twin-turbo V8, it combines combustion power with three electric motors for 1,030 cv, or about 1,016 mechanical horsepower. It matters because it brings Ferrari’s XX track-development idea into a car that can be registered for road use, while keeping the retractable hardtop layout of the SF90 Spider. Limited to 599 units, it is rarer than the SF90 XX Stradale coupe and sits in a very different ownership category from the regular SF90 Spider. Buyers care about allocation history, specification, battery health, tire suitability, and factory documentation. Enthusiasts care because it is one of Ferrari’s clearest statements that hybrid technology can sharpen, not soften, a modern supercar.
Table of Contents
- Where the SF90 XX Spider Fits in Ferrari History
- F154 FB Hybrid Powertrain and Core Specifications
- Production Numbers, Versions, and Factory Options
- Aerodynamics, Design, and XX Engineering Details
- How the SF90 XX Spider Drives
- Maintenance, Reliability, and Ownership Risk
- Market Values and Serious Buyer Checks
Where the SF90 XX Spider Fits in Ferrari History
The SF90 XX Spider is important because it turns Ferrari’s XX philosophy into a limited, road-legal, open-top hybrid supercar. Previous XX cars, such as the FXX, 599XX, and FXX-K, were track-only development machines, while the SF90 XX Spider keeps the drama but adds number plates, road equipment, and a retractable hardtop.
Ferrari introduced the SF90 Stradale in 2019 as its first series-production plug-in hybrid and named it after the 90th anniversary of Scuderia Ferrari. The standard SF90 was already a major step: a mid-rear V8, electric front axle, all-wheel drive, and nearly 1,000 metric horsepower in a road car that could also run short distances on electric power. The SF90 Spider followed by adding a folding metal roof without changing the basic character of the car.
The SF90 XX Spider goes further. It is not simply an SF90 Spider with more boost and a wing. It is Ferrari’s track-focused special series version of the SF90 formula, with a more extreme aero package, sharper software, a higher-output V8 hybrid system, lighter and more focused cabin details, and a far more aggressive visual identity.
Its place in Ferrari history comes from four things:
- It is one of the first road-going Ferrari models to carry XX influence so openly.
- It is the Spider counterpart to the SF90 XX Stradale, but rarer.
- It keeps a plug-in hybrid layout while targeting track performance and collector demand.
- It shows how Ferrari moved from traditional mid-engine supercars into software-heavy, electrified performance cars.
The XX badge matters because Ferrari owners associate it with factory access, data, track development, and cars built for the most committed clients. The SF90 XX Spider is not an XX Programme car in the old track-only sense, but it borrows enough of that mindset to make the name meaningful.
For collectors, the limited run of 599 examples is central to the car’s long-term appeal. The number is small enough to create real scarcity, but the car is also modern enough that condition, mileage, battery state, software records, personalization, and factory service history will separate the strongest examples from the merely rare ones.
For enthusiasts, the SF90 XX Spider is fascinating because it is not a simple celebration of old-school Ferrari noise. It is a complex, high-downforce, electronically controlled car with torque-vectoring front motors and a twin-turbo V8 that works with electric boost instead of fighting it. It is a Ferrari for the hybrid era, but still one with a fixed rear wing, 8,000-rpm urgency, and a roof that disappears.
F154 FB Hybrid Powertrain and Core Specifications
The SF90 XX Spider uses a 3,990 cc F154 FB twin-turbo V8 and three electric motors to produce 1,030 cv, equal to about 1,016 hp. The layout is more important than the headline power number: one electric motor works at the rear with the engine and transmission, while two independent front motors create an electric front axle.
| Item | Specification |
|---|---|
| Model code | F173VS |
| Engine code | F154 FB |
| Engine layout | Mid-rear 90-degree twin-turbocharged V8 |
| Displacement | 3,990 cc |
| Combustion-engine output | 797 cv at 7,900 rpm |
| Combustion-engine torque | 804 Nm at 6,250 rpm |
| Electric motor output | 233 cv combined |
| Total system output | 1,030 cv / about 1,016 hp |
| Battery | 7.9 kWh lithium-ion |
| Electric range | Up to 25 km in suitable conditions |
| Transmission | 8-speed dual-clutch automatic |
| Drivetrain | E4WD with electric front axle and rear hybrid drive |
The F154 FB is an evolution of Ferrari’s F154 V8 family, but the XX version is not just a software-tuned SF90 unit. Ferrari increased combustion efficiency with revised intake and exhaust flow work, new pistons, and changes around the combustion chamber. It also removed some hardware used on the standard car, saving weight and giving the engine a more direct character.
The hybrid system is central to the car’s behavior. The front motors allow torque vectoring, which means the car can send different torque to each front wheel to help rotation, traction, and stability. The rear motor sits between the engine and gearbox and helps fill torque during shifts and acceleration. This makes the SF90 XX Spider feel less like a turbocharged car waiting for boost and more like a car that is already moving before the throttle is fully open.
| Item | Specification |
|---|---|
| Length | 4,850 mm |
| Width | 2,000 mm |
| Height | 1,225 mm |
| Wheelbase | 2,650 mm |
| Dry weight | 1,660 kg with optional lightweight content |
| Weight distribution | 44 percent front / 56 percent rear |
| Fuel tank | 68 liters |
| Front tires | 255/35 ZR20 |
| Rear tires | 315/30 ZR20 |
| 0–100 km/h | 2.3 seconds |
| 0–200 km/h | 6.7 seconds |
| Top speed | 320 km/h |
The chassis is an aluminum-intensive structure adapted for the loads of the hybrid system, the retractable hardtop, and the high-downforce aero package. Compared with older mid-engine Ferraris, the SF90 XX Spider is less mechanical in the traditional sense and more integrated. Suspension, braking, hybrid torque, aerodynamics, tire behavior, gearbox logic, and stability control all work as one system.
The braking system uses carbon-ceramic hardware and advanced control logic. Like other modern Ferrari hybrids, it has to blend conventional braking with energy recovery. That makes pedal calibration especially important. In normal use the system can feel clean and natural, but on track the condition of the pads, discs, tires, and battery charge state matters far more than in a simpler older Ferrari.
Production Numbers, Versions, and Factory Options
The SF90 XX Spider is limited to 599 units, making it rarer than the SF90 XX Stradale coupe, which is limited to 799 units. All cars were aimed at committed Ferrari clients, so provenance starts with original allocation, build specification, delivery market, and whether the car remains close to its factory configuration.
There are two main XX body styles:
| Version | Body style | Production | Core appeal |
|---|---|---|---|
| SF90 XX Stradale | Coupe | 799 units | Lightest and most focused closed-roof XX version |
| SF90 XX Spider | Retractable-hardtop Spider | 599 units | Rarer open-top version with the same core powertrain |
The Spider’s roof is part of its identity. The retractable hardtop can open or close in about 14 seconds and gives the car a dual personality. With the roof up, it still looks like a serious track-focused special. With the roof down, it becomes one of the most extreme open Ferrari road cars of its era.
Factory options matter a lot because nearly every SF90 XX Spider is likely to have some degree of personalization. Ferrari’s Tailor Made and Atelier programs can create major differences between two cars that are mechanically similar. Paint, livery, carbon fiber, wheel finish, brake caliper color, Alcantara, stitching, special leather, painted shields, contrast stripes, and exterior carbon packages all influence desirability.
The most important option and specification areas include:
- Exterior color and livery: Historic colors, Extra Range paint, and tasteful XX-style graphics tend to attract attention.
- Carbon fiber: Exposed carbon on the splitter, diffuser, side air elements, engine cover, wheel caps, and cabin can add value if factory documented.
- Wheels and brake calipers: Wheel finish and caliper color are small details, but on a car like this they shape the whole visual presentation.
- Interior trim: Alcantara-heavy interiors feel more track-focused, while leather-heavy interiors may suit collectors who want a more luxurious Spider.
- Seats: Carbon-shell racing seats and sizing should be checked carefully because comfort and resale both depend on fit.
- Factory protection film: Factory-applied or properly documented paint protection film is desirable, especially for a low-mileage car.
- Market equipment: Lighting, emissions equipment, charging hardware, and regulatory labels can differ by destination market.
Authenticity and documentation
A serious SF90 XX Spider buyer should treat the build file as part of the car. The best examples should have original order documentation, factory option list, warranty and service records, recall completion records, owner’s books, charging equipment, keys, accessories, and any Ferrari Classiche or Ferrari-approved documentation that later becomes available for the model.
Matching-numbers language is more common with classic Ferraris, but originality still matters here. On a modern hybrid special, originality means factory paint, correct carbon components, original control modules, unmodified high-voltage system, factory-approved software, original trim, and no undocumented aftermarket changes. A tuned, wrapped, lowered, or modified SF90 XX Spider may still be exciting, but it belongs in a different risk category from a clean factory car.
Aerodynamics, Design, and XX Engineering Details
The SF90 XX Spider’s defining engineering feature is its aero package, especially the fixed rear wing and the underbody work that help the car produce up to 530 kg of downforce at 250 km/h. That figure is central to the car’s personality because it changes how the Spider feels at speed, under braking, and in fast corners.
The standard SF90 Spider already used clever active aerodynamic devices, but the XX takes a more visual and aggressive route. The fixed wing is the obvious statement. Ferrari had avoided fixed rear wings on most modern road cars, so using one here gives the SF90 XX Spider a direct connection to track machinery and to older Ferrari icons such as the F50.
The front of the car is just as important. The splitter, front diffuser, vortex generators, ducts, and louvered wheel-arch exits manage pressure around the front axle. The goal is not only to create more grip, but also to keep the aero balance predictable. A rear wing without enough front-end aero support would make the car stable but reluctant to turn. The SF90 XX package is designed to keep both ends working together.
Cooling is another major part of the design. The SF90 XX Spider has to manage heat from a twin-turbo V8, turbochargers, intercoolers, battery pack, inverters, electric motors, gearbox, and brakes. That is a much more complex cooling challenge than an older naturally aspirated Ferrari. Many of the ducts, louvers, exits, and surfaces that look dramatic are there because the car must move hot air away from sensitive systems.
Why the Spider body is harder to engineer
A retractable-hardtop Ferrari with high downforce is harder to package than a coupe. The roof needs space, the rear deck changes airflow, and the body must remain stiff with the roof open. The SF90 XX Spider solves this by using a folding metal roof layout derived from the SF90 Spider while adding XX-specific aero and cooling changes.
The result is not as pure as a fixed-roof race car, but that is the point. It gives owners the sensation of an open Ferrari while keeping huge power, all-wheel-drive traction, and a serious aero platform. The tradeoff is weight and complexity. The Spider is less simple and slightly heavier than the coupe, but it offers an experience the coupe cannot match.
Interior and sensory character
Inside, the SF90 XX Spider is more focused than a regular SF90 Spider but not stripped like a race car. The cabin uses carbon fiber, Alcantara, technical fabrics, and more purposeful trim. The dashboard and steering wheel still reflect Ferrari’s modern interface style, with many controls concentrated around the driver.
The sound character is also engineered. Because turbochargers reduce some natural exhaust sharpness, Ferrari worked on intake and cabin sound paths to make the V8 more present. It does not sound like a naturally aspirated 458 Speciale or a V12 Ferrari, and buyers should not expect that. The XX Spider’s drama comes from a different blend: turbocharged V8 force, hybrid shove, gearbox punch, aero noise, tire noise, and open-roof exposure.
How the SF90 XX Spider Drives
The SF90 XX Spider drives like a very fast hybrid Ferrari with a strong track bias, not like a relaxed grand-touring convertible. Its key traits are instant torque, huge traction, sharp high-speed stability, and a level of electronic integration that rewards smooth inputs more than old-school aggression.
At low speed, the car can feel surprisingly manageable because the electric motors help smooth the first movement from rest. In electric mode it can move quietly for short distances, useful in cities, garages, and early-morning starts. That does not make it a practical daily driver in the normal sense. It is wide, low, expensive to expose to traffic, and built around tires and aero that only make full sense when driven hard.
Acceleration is the main event. The electric front axle gives the car a launch and corner-exit feel that a rear-drive Ferrari cannot match. The V8 builds speed hard, the rear motor fills gaps, and the dual-clutch gearbox keeps the powertrain in its strongest range. The official 0–100 km/h time of 2.3 seconds tells only part of the story. The more revealing number is 0–200 km/h in 6.7 seconds, because it shows how hard the car keeps pulling after the first launch.
The steering is quick and light in typical modern Ferrari fashion. It does not have the heavy, talkative feel of a classic manual Ferrari, but it gives fast responses and works with the car’s electronic systems. The front motors help the nose feel more active than the weight figure suggests. In tight corners, the driver can feel the system helping the car rotate and drive out, although much of the work happens beneath the surface.
On the road, the SF90 XX Spider is best on open, smooth routes where the driver can use short bursts of performance without constantly fighting width, traffic, and surface damage. The suspension is firm, the tires are serious, and the aero pieces are vulnerable. Owners who expect the comfort of a Roma Spider or 12Cilindri Spider will misunderstand the car.
On track, the car’s ability depends heavily on preparation. Tire choice, tire age, alignment, brake condition, battery charge, cooling, and software status all matter. The SF90 XX Spider is extremely capable, but it is not a casual arrive-and-abuse track toy. It should be treated like a high-value track-capable collector car that needs proper warm-up, cool-down, inspection, and consumable planning.
The roof-down experience changes the emotional side. With the roof open, the driver gets more intake sound, more airflow, more turbo and exhaust texture, and a stronger sense of speed. It also makes the car feel less isolated. That is a big reason the Spider exists. It gives up some purity compared with the coupe but adds an extra layer of sensation.
Maintenance, Reliability, and Ownership Risk
The SF90 XX Spider should be maintained as a high-performance hybrid Ferrari, not as a normal exotic convertible. The biggest ownership risks are not only engine problems; they include high-voltage battery health, software status, carbon-ceramic brake wear, tire suitability, aero damage, lift-system issues, heat management, and incomplete recall or campaign records.
Ferrari’s modern service plans and warranty coverage can reduce risk, but they do not remove the need for a specialist inspection. This car has too many expensive systems for a casual pre-purchase check.
| Area | What to check | Why it matters |
|---|---|---|
| High-voltage battery | State of health, charging history, warnings, cooling function | Battery issues can be costly and may affect performance |
| Hybrid system | Front motors, rear motor, inverters, software updates | The car’s AWD behavior depends on correct hybrid operation |
| V8 engine | Leaks, turbo oil lines, cooling, service records, fault codes | The twin-turbo V8 works in a very high-heat environment |
| Transmission | Shift quality, updates, launch use, fault history | The dual-clutch gearbox is central to performance and expensive to repair |
| Brakes | Disc condition, pad life, heat marks, track use | Carbon-ceramic parts are costly and often misjudged visually |
| Tires | Correct type, date codes, wear, heat cycles, track suitability | Old or wrong tires can transform the car’s behavior |
| Aero and carbon | Splitter, diffuser, wing, underbody, mounting points | Low carbon parts are vulnerable to road and transport damage |
| Roof system | Operation, seals, alignment, sensors, water leaks | The retractable hardtop adds complexity over the coupe |
One known area to verify is recall and campaign completion. SF90-family cars were subject to safety actions in some markets, including a turbocharger oil delivery pipe recall affecting certain SF90 Stradale and SF90 Spider hybrid vehicles. A buyer should not assume a specific SF90 XX Spider is affected or unaffected without checking the VIN through Ferrari and the relevant market recall database.
Track use also needs careful review. Ferrari North America issued customer information for SF90 XX Stradale and SF90 XX Spider models warning about track use of certain Michelin XLTL Pilot Sport Cup 2 K1 tires. The practical lesson is simple: tire specification is not a detail on this car. A tire that is fine for road use may not be the right choice for repeated closed-course driving under extreme loads.
Common ownership cost drivers include:
- carbon-ceramic brake replacement or heavy track wear;
- tire replacement due to age rather than tread depth;
- damaged front splitters, undertrays, and diffuser sections;
- battery conditioning and hybrid diagnostic work;
- software updates that require dealer equipment;
- roof mechanism adjustment or seal work;
- heat-related deterioration around the engine bay;
- paint protection film removal or replacement on complex painted surfaces.
Do not judge one of these cars only by mileage. A 200-mile car that sat unused, missed updates, and has old tires may be less attractive than a 1,000-mile car serviced correctly by Ferrari. Likewise, a car with one carefully documented track day may be safer to buy than a car that has visible heat wear but no honest history.
Market Values and Serious Buyer Checks
The SF90 XX Spider sits above the regular SF90 Spider market because it is rarer, more powerful, more visually distinctive, and linked to Ferrari’s XX identity. Public market data is still thin, so buyers should treat asking prices carefully and focus on real transactions, specification quality, and documentation.
Early public sales and listings suggest that the SF90 XX Spider trades at a major premium over the regular SF90 Spider. That is not surprising. The regular SF90 Spider was built in much greater numbers and is now part of the broader used exotic market, while the XX Spider is an allocation-based limited Ferrari with only 599 units.
The strongest value factors are:
- Factory specification: Rare paint, tasteful livery, and extensive factory carbon can matter more than mileage alone.
- Delivery status: One-owner, original-allocation cars with clean dealer history are preferred.
- Mileage: Very low mileage helps, but only when the car has been maintained properly.
- Condition: Paint, carbon, wheels, underbody, roof seals, and interior wear must match the claimed use.
- Documentation: Build sheet, service records, campaign completion, accessories, and charging equipment are essential.
- Originality: Avoid undocumented tuning, non-factory carbon, questionable wraps, and software changes.
- Market location: Taxes, import status, emissions compliance, and VAT status can change the real price dramatically.
Buyer inspection checklist
A serious inspection should be done by a Ferrari dealer or a known independent specialist with SF90 hybrid experience. A generic exotic-car inspection is not enough.
Check the following before committing:
- Confirm the VIN, market, build date, and factory specification.
- Verify all Ferrari service records and campaign completion.
- Run a full diagnostic scan of powertrain, hybrid, chassis, roof, and body systems.
- Confirm high-voltage battery health and charging behavior.
- Inspect the underside, splitter, diffuser, jacking points, and suspension areas.
- Measure carbon-ceramic brake condition using proper methods, not visual guesswork alone.
- Check tire model, date codes, heat cycling, and whether the tires match intended use.
- Review paint readings and paint protection film condition.
- Operate the roof several times and inspect seals and alignment.
- Confirm keys, books, charger, tools, accessories, and original delivery items.
Avoid cars with unclear title history, incomplete service records, heavy unreported track use, aftermarket software, repaired carbon with no documentation, missing accessories, or sellers who cannot explain the specification. On an SF90 XX Spider, the wrong story can cost more than the wrong mileage.
Long-term collectability looks strong because the SF90 XX Spider combines rarity, open-top drama, hybrid-era significance, and the XX connection. The risk is that modern limited Ferraris are complex, and future value will favor the cars that remain original, documented, and properly maintained. The best car to buy is not always the cheapest one available. It is the one with the clearest history, the best specification, and the fewest unanswered questions.
References
- SF90 XX Spider 2023 (Manufacturer Page)
- SF90 XX STRADALE AND SF90 XX SPIDER 2023 (Manufacturer Press Release)
- 1200 New Jersey Avenue SE Washington, DC 20590 2023 (Recall Database)
- Ferrari North America Technical Information 2024 (TSB)
- Ferrari SF90 XX Market – CLASSIC.COM 2026 (Market Data)
Disclaimer
This article is for informational purposes only and is not a substitute for professional diagnosis, repair, inspection, or valuation. Specifications, torque values, service intervals, software procedures, recall status, tire approvals, and repair methods can vary by VIN, market, model year, equipment, and factory update history. Always verify details against official Ferrari service documentation and have any SF90 XX Spider inspected by a qualified Ferrari specialist before purchase, repair, or track use.
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