The Apex Predator: Driving Ferrari’s SF90 XX Stradale in a 2025 Hypercar Landscape
From the hallowed grounds of Maranello, a legend emerges, one that blurs the very definition of a road-going supercar. For decades, the ‘XX’ designation at Ferrari has been synonymous with unbridled, track-exclusive performance machines – automotive gladiators designed purely for dedicated circuit use, devoid of license plates and bound by no road laws. Think of the FXX, the 599 XX, or the brutal FXX-K. These were the ultimate expressions of Maranello’s engineering prowess, pushing the boundaries of what was technologically possible, often serving as a crucible for future road car innovations. They were whispers of automotive nirvana, reserved for a select few, and never, ever, street legal.
Then came the Ferrari SF90 XX Stradale and its Spider sibling, cars that fundamentally shatter this sacrosanct tradition. Launched to an eager, pre-sold clientele, the SF90 XX doesn’t just push the envelope; it redefines it entirely by bringing that extreme, XX-level performance to public roads. As we navigate the complex, rapidly evolving hypercar market of 2025, where electrification, bespoke craftsmanship, and stratospheric performance converge, the SF90 XX stands as a pivotal statement from Ferrari – a testament to their ability to innovate while honoring a legacy. Having spent a decade immersed in the world of high-performance vehicles, from the visceral analog machines of yesteryear to today’s electrified titans, I can attest that the SF90 XX is not merely an evolution; it’s a revolution.
The Genesis of a New Breed: XX Meets Stradale
The sheer audacity of making an XX car road-legal cannot be overstated. It’s a strategic pivot, allowing Ferrari to expand the reach of its most extreme offerings without diluting the core philosophy of relentless pursuit of speed. With 799 Stradales and 599 Spiders, all snapped up by Ferrari’s most loyal patrons—individuals with multiple Prancing Horses already gracing their garages—the SF90 XX is an instant collector’s item, a shrewd luxury automotive investment that blends unparalleled performance with exclusivity. Its starting price, nearing €790,000 for the Stradale and €870,000 for the Spider, representing a significant premium over the standard SF90, underscores its position at the absolute pinnacle of Ferrari’s current lineup. This isn’t just a car; it’s an exclusive Ferrari ownership experience, a ticket to the rarefied air of bespoke automotive excellence, with an implicit promise of future value appreciation in the supercar market 2025.
Ferrari themselves label the SF90 XX as an “experiment,” but what an experiment it is. From the first glance, it’s clear this is no mere body kit. Only the doors and roof are shared with the standard SF90. The XX model stretches nearly half a foot longer, reaching almost 191 inches, with much of that added length dedicated to the rear. This engineering decision isn’t arbitrary; it’s a meticulous placement of the car’s most visually striking and functionally critical element: the fixed rear wing. This isn’t just a nod to aesthetics; it’s Ferrari’s first fixed rear wing on a road car since the iconic F50 of 1995, and its design ensures that the airflow reaches it as undisturbed as possible, maximizing its downforce generation capability.
The aerodynamic package is where the SF90 XX truly sets itself apart. It’s a symphony of purpose-driven design. Slots atop the wheel arches, a completely reimagined front fascia with aggressive inlets and outlets, and a complex underbody diffuser all work in concert. These elements aren’t just for show; they meticulously separate and direct cool and warm air, managing thermal loads while sculpting the air for optimal advanced aerodynamics. The result is staggering: a colossal 1,168 pounds of downforce at 155 mph—double that of the standard SF90. In the current 2025 hypercar arena, where every pound of downforce is meticulously engineered, this figure positions the SF90 XX as a true heavyweight. This isn’t just about sticking to the track; it’s about enabling incredible cornering speeds and unparalleled stability, transforming the driving experience into something truly extraordinary. Visually, the XX is far more aggressive, rugged, and undeniably intimidating than its progenitor, a clear declaration of its track-bred intentions.
The Art of Marginal Gains: Weight, Power, and Precision
One might expect an “XX” designated Ferrari to undergo a drastic weight reduction. Surprisingly, the SF90 XX tips the scales only about 22 pounds (10 kilograms) lighter than the regular SF90. At first glance, this seems modest for a track-focused road car. However, delve into Ferrari’s engineering choices, and the rationale becomes clear. They painstakingly shed some 66 pounds through measures like thinner sheet metal, lighter interior panels, and bespoke racing seats. But that gain was offset by additions: larger, more robust brakes required for its enhanced performance, the substantial fixed rear wing, and particularly the robust aluminum struts supporting it. This highlights Ferrari’s meticulous approach; every component is weighed, optimized, and contributes to the overall performance vehicle envelope. It’s a testament to the fact that in this echelon of automotive engineering, every gram and millimeter counts.
The power increase, too, is a testament to Ferrari’s philosophy of refinement rather than brute force. The XX’s total output rises by a modest 30 hp, reaching an impressive 1,030 hp. The heart of the beast remains Ferrari’s potent 4.0-liter twin-turbo V8, now featuring slightly higher compression (9.54:1 vs. 9.50:1) achieved through different pistons, contributing an extra 17 hp and 3 lb-ft of torque. The sophisticated hybrid powertrain performance system accounts for the remaining gains. While the SF90’s three electric motors—two 135 hp units on the front axle and a 218 hp motor nestled between the V8 and gearbox—remain physically unchanged, their combined output climbs by 13 hp to 233 hp. This increment is a direct result of enhanced cooling for the 7.9-kWh battery, allowing it to consistently deliver more power under demanding conditions. This focus on thermal management is critical in high-performance hybrid systems, ensuring sustained power delivery even during intense track sessions.
The total torque figure of 663 lb-ft remains unchanged, a strategic limitation imposed by the robust yet finely tuned eight-speed dual-clutch transmission’s maximum handling capacity. The gear ratios mirror those of the standard SF90, but here’s where the expert touch truly comes in: the SF90 XX inherits the Daytona SP3’s shifting software. This isn’t just about faster shifts; it’s about refining the sensory experience. The software fine-tunes the engine’s aural feedback, an experience further enhanced by a redesigned “hot tube” connecting the engine bay to the cabin, amplifying the visceral roar of the V8. In a 2025 supercar where the driving experience is paramount, the sound alone can be a powerful differentiator. After all, what’s raw speed without the symphony of mechanical precision and power?
The Crucible of Fiorano: Driving the SF90 XX Stradale
As is tradition for any XX-designated machine, Ferrari extended an exclusive invitation to experience the SF90 XX Stradale on its sacred Fiorano circuit. My time behind the wheel, a privilege born of a decade navigating these very tracks, began under challenging wet conditions – a true test of any Fiorano lap record breaker.
The immediate impression is that the SF90 XX, unlike its stripped-down track-only predecessors, retains a surprising degree of civility. The occupants are not sacrificed at the altar of raw performance. Air conditioning, a full infotainment system, and beautifully crafted carbon fiber bucket seats with adjustable backrests—a significant ergonomic improvement over the standard SF90’s fixed units—all remain. This isn’t just a race car for the road; it’s a sophisticated, usable machine, albeit one with a very specific, high-octane purpose.
On track, the XX’s suspension setup is palpably tighter. Roll stiffness has been increased by ten percent, and it comes standard with the manually adjustable Multimatic dampers that were an option on the regular SF90’s Assetto Fiorano package. The magnetorheological dampers, found on the normal SF90, are an option on the XX, enabling Ferrari’s front axle lift system – a crucial feature for navigating urban obstacles, making it a truly practical road legal hypercar. Even on the damp asphalt, the XX’s nose still dives perceptibly under hard braking, a characteristic of front-mid-engine configurations, but its tail exhibits far less lift. This translates to a quieter, more stable rear end during steering inputs. Where the standard SF90 could feel like its front and rear axles were subtly at odds during turn-in, the XX’s axles work in harmonious concert, making it a far more composed and confident partner. This enhanced driving dynamics is a direct result of iterative refinement and the subtle tweaks that only an expert hand can truly appreciate.
Further bolstering this confidence is the latest iteration of Ferrari’s brilliant ABS Evo brake-by-wire system. On a slick, damp track, I could brake deep into the apex with astonishing precision, the XX dutifully carving the intended line. The brake pedal, with its short stroke, offers sublime modulation – a critical feature in extracting maximum performance without unsettling the chassis. The steering, too, is a masterclass in feedback. It delivers an intuitive sense of the front wheels’ activity, weighting up appropriately as the nose compresses under braking and lightening as throttle is applied. Unlike the almost hyper-direct, light steering of an F8 or 488, the XX provides a balanced, measured feel, allowing for quick, yet precise, reflexes. This is the mark of a car designed for absolute control at the limit, an essential trait for any track day experience.
Then there’s the ‘power boost’ system. In Qualify mode, the XX offers 30 bursts of maximum 1,030 hp for up to five seconds each. Without a boost, it produces 1,017 hp. This feature, reminiscent of F1’s ERS deployment, shaves a crucial 0.25 seconds off a Fiorano lap, with around seven boosts typically deployed. The genius lies in its simplicity for the driver: simply floor the gas. The digital instrument cluster displays 30 yellow bars, which disappear one by one. And much like in Formula 1, these boosts can be “saved” through regeneration, allowing for strategic deployment. This level of F1 technology trickle-down is what truly sets Ferrari apart.
Chasing the Ghost: My Lap vs. De Simone’s Record
As the track dried later in the day, the mechanics swapped the Bridgestone Potenza run-flats for sticky Michelin Pilot Sport Cup 2 tires. After a few exploratory laps, a data engineer brought up the telemetry, overlaying my best effort with that of Ferrari test driver Raffaele de Simone. It was a humbling, yet incredibly insightful, comparison.
De Simone, in the SF90 XX, set a new street car record at Fiorano: a blistering 1:17.3, achieved on carbon-fiber wheels and the even fiercer Cup 2R rubber. This was a significant 1.4 seconds faster than an SF90 Stradale Assetto Fiorano. While previous XX models often outpaced their road-going counterparts by several seconds, this gap, within the street-legal realm, is monumental. Interestingly, he achieved this in CT-Off mode, with traction control disabled but stability control intervening later, saving the full ESC Off mode for intentional drifts—a note for those seeking the ultimate driving dynamics on the edge.
The data engineer walked me through the lap, dissecting every micro-decision. At the first braking zone, the XX’s nose dove deep, the front end responding with razor-sharp precision. My apex speed was only marginally slower than De Simone’s. But then came the crucial difference. De Simone would gracefully coast, applying the throttle with a “velvet foot,” building up to full power gradually, maintaining absolute traction. His throttle trace on the telemetry screen was a smooth, descending line. My trace, a vertical spike, told a different story. The abrupt acceleration was more than the rear tires could immediately manage, resulting in hefty outliers on the throttle and steering graphs as I made micro-corrections to stay on track. De Simone had already pulled ahead.
Traction out of slow and medium-speed corners is the perennial challenge with such immense power, but on Fiorano’s fast stretches, the XX was in its element. De Simone’s speed line soared above mine; he consistently braked later and harder, shortening his braking zones and carrying speed longer. His every movement, captured in the graph, appeared flawless. I lost more tenths, particularly in the fourth-gear combinations where he accelerated longer between corners while my inputs were shorter bursts. The difference wasn’t in steering input, but in confidence and innate talent.
Then, the hard acceleration into fifth gear towards the bridge. The eight-speed transmission, with its new shifting software, delivered ferocious, almost pneumatically operated racing gearbox-like shifts—super-fast with fierce shocks, a brutal symphony of power. Hard braking, two gears dropped, and into the apex. I arrived at 44 mph (71 km/h); De Simone, 42 mph (68 km/h). Initially, this seemed promising. But where I experienced understeer, releasing the brake too early and waiting to get back on the gas, he was already accelerating, his speed line dipping below mine once again.
Over the bridge’s crest, the car momentarily felt light, the V8’s revs spiking. On this short straight, the XX hit 112 mph (180 km/h) in fifth gear before a rapid downhill brake into a right-hander. Our graphs showed similar patterns, but De Simone’s were consistently more refined, his peaks higher. Into the off-camber turn, the car tucked in with a light, manageable oversteer. The XX felt calmer here than the standard SF90, its rear end imbued with greater stability. I countersteered to the apex, power-sliding to the outside curbs, using every inch of track. The key, as the experts know, is to keep the slip angle small to maintain forward momentum, and Ferrari’s Side Slip Control (SSC) electronics proved invaluable. Any passenger would have credited me with De Simone’s prowess; the SSC interventions are imperceptible, barely felt or heard. The only real lament is the lack of a multi-position traction control setting; it’s currently an all-on or all-off affair.
Dropping two gears for the hairpin, Fiorano’s slowest point, taken at just 25 mph (40 km/h), I could distinctly feel the electric motors on the front axle pulling the nose through, the outer wheel doing more of the work. This was the one place where the all-wheel drive hybrid system’s presence was truly palpable. My telemetry graph showed an erratic wobble here, prompting the engineer’s quizzical look. My honest reply, “Showboating for the video,” indulging in camera-friendly oversteer and wheelspin, drew a smile of non-comprehension and the advice: “Less show, more go.”
The fastest corner, a high-fourth-gear right-hander, saw De Simone hit 119 mph (192 km/h) to my 109 mph (176 km/h). He arrived faster and dared to get on the gas sooner. The XX entered this turn with significantly more composure and aggression than the regular SF90, carrying that speed and poise through the exit as the downforce worked its magic, allowing earlier throttle application without fear of the rear end stepping out. “Let the wing do its job and have confidence,” the engineer advised. “The rear end really stays put.”
Due to his higher exit speed, De Simone gained more time on the short straight to the final corner, a long third-gear 180. Cornering here, I once again battled oversteer, the semi-slick Michelins eventually reaching their limit. As is often the case with modern supercars, the rubber becomes the limiting factor. With two fat black stripes marking my exit, my SF90 XX experience drew to a close.
A New Benchmark for 2025
Comparing my lap time directly with the record was, fortunately, not possible due to noise regulations requiring a cruise down the front straight. A convenient excuse, perhaps, but the sheer fact that a reasonably skilled amateur could, in certain corners, keep pace with Ferrari’s top test driver in this monstrous machine is profoundly telling.
The Ferrari SF90 XX Stradale is a world-class performer, an undeniable Maranello masterpiece. A 1,030-hp poster child should be terrifying, yet it isn’t. Instead, the XX is remarkably more manageable than the regular SF90, though still undeniably impetuous and combative when provoked. The electronics are superb, allowing drivers to explore the limits with an invisible safety net. With its tauter suspension and superior aerodynamics, it cultivates a level of confidence that reminds me of the ego boost delivered by the magisterial 488 Pista – a car that elevates its driver far beyond their perceived abilities on track.
The SF90 XX Stradale masterfully achieves that same trick. And, crucially, unlike its predecessors, it doesn’t demand entry into the hyper-exclusive, track-only XX Program. While purists might argue that this road-legal version is “less extreme” and not a “proper” XX compared to its track-only ancestors, its versatility and accessibility redefine the designation. It is, without question, an XXL supercar. In 2025, where the lines between road and track machines are constantly blurred by technological advancements and hybrid innovations, the SF90 XX Stradale establishes a new benchmark for exclusive supercar performance and desirability. It represents the pinnacle of Ferrari’s current engineering capabilities, a breathtaking blend of raw power, aerodynamic wizardry, and sophisticated driver aids, all wrapped in an intensely desirable package.
This is more than just a car; it’s a statement about the future of high-performance driving. It’s for the discerning enthusiast who craves not just speed, but a profound, immersive connection to the machine, whether conquering a challenging canyon road or shaving tenths off a lap time.
Ready to explore the pinnacle of automotive engineering and discover what sets the Ferrari SF90 XX Stradale apart in the 2025 hypercar landscape? Delve deeper into the world of limited edition Ferrari vehicles and experience the legacy being written today.
