The SF90 XX Stradale: Rewriting the Rulebook of Road-Car Supremacy in 2025
For nearly two decades, the letters “XX” have invoked an almost mythical reverence within the hallowed halls of Ferrari. They have traditionally signified a clandestine, ultra-exclusive program, a stable of track-only beasts engineered to push the absolute boundaries of performance, often serving as rolling laboratories for Maranello’s future road-going innovations. Machines like the Enzo-derived FXX, the 599XX, and the formidable FXX-K were designed for a rarefied few, accessible only at Ferrari-curated track events, devoid of license plates, and strictly off-limits to public roads. These were not mere race cars; they were pure, unadulterated expressions of speed, unbound by homologation rules, yet setting new benchmarks for automotive engineering.
Now, as we navigate the dynamic landscape of 2025, Ferrari has once again shattered its own conventions with the introduction of the SF90 XX Stradale. This isn’t just an evolution; it’s a revolution. The SF90 XX is a street-legal Ferrari, a proper road car, yet it carries the hallowed XX designation, effectively blurring the once-sacrosanct line between the public highway and the exclusive racing circuit. This paradigm shift is more than just a marketing move; it represents Ferrari’s bold response to a changing luxury automotive market, where discerning collectors and performance enthusiasts demand uncompromising track capabilities coupled with the ultimate usability of a daily-drivable hypercar. From my decade spent immersed in the high-stakes world of performance vehicles, few releases have generated as much industry buzz and genuine intrigue. The SF90 XX Stradale isn’t just a car; it’s a statement, a testament to Maranello’s relentless pursuit of automotive perfection, positioning it as a pivotal player in the future of supercars and hybrid hypercar technology 2025.
The implications of this move are profound. While previous XX models were limited to a few dozen units, the SF90 XX Stradale sees a production run of 799 coupes and 599 Spiders—a total of 1,398 units. This expanded availability, though still highly exclusive, allows more of Ferrari’s most valued clientele (those with at least five Prancing Horses already in their garage) to experience the raw, unbridled spirit of an XX machine without the logistical constraints of a track-only vehicle. With initial pricing roughly 40 percent higher than the standard SF90, starting around €790,000 for the Stradale and €870,000 for the Spider, these vehicles also represent a compelling proposition for performance supercar investment in an era of escalating luxury car investment appreciation. The value here isn’t just in the engineering; it’s in the lineage, the exclusivity, and the groundbreaking position this model holds in Ferrari’s storied history. Every single one was pre-sold, a clear indicator of the insatiable demand for these exclusive collector cars.
Aerodynamic Alchemy: Sculpting Air for Supremacy
Visually, the SF90 XX Stradale is a masterclass in aggressive, functional design, a testament to aerodynamic efficiency Ferrari. Having witnessed countless iterations of Ferrari’s design language evolve, this particular interpretation is perhaps the most audacious in recent memory. Ferrari claims the XX is an “experiment” with the label, but the result is undeniably special. The most striking departure from the standard SF90 is its increased length—nearly half a foot longer, stretching to almost 191 inches. This extension is predominantly found at the rear, a deliberate design choice to position the all-new, fixed rear wing further back into the undisturbed airflow. This isn’t merely an aesthetic flourish; it’s a calculated move to maximize downforce, marking the first fixed rear wing on a road-going Ferrari since the iconic F50 of 1995. This instantly signals its track-focused intent, a functional element that doubles as a bold statement of purpose.
But the fixed wing is only one component of a holistic aerodynamic overhaul. The SF90 XX features an entirely re-envisioned aero package, a testament to Maranello’s relentless automotive engineering innovations. Slots atop the wheel arches actively manage turbulent air, while the completely redesigned front end incorporates a labyrinth of new inlets and outlets, meticulously separating and directing cool and warm air streams for optimal cooling and downforce generation. The results are nothing short of astounding: the SF90 XX generates a staggering 1,168 pounds of downforce at 155 mph—double that of the standard SF90. This incredible figure isn’t just for bragging rights; it translates directly into enhanced grip, stability, and cornering speed, fundamentally altering the car’s high-performance vehicle dynamics. The visual transformation mirrors this functional intent; the XX is undeniably more ferocious, rugged, and intimidating, its presence on the road or track an undeniable declaration of its capabilities.
One might expect such a radical transformation to come with a substantial weight reduction, a typical characteristic of previous XX models. However, the SF90 XX only sheds a modest 22 pounds (10 kilograms) compared to the regular SF90. This initially surprising figure makes sense upon deeper inspection. Ferrari meticulously saved approximately 66 pounds through strategic use of thinner sheet metal, lightweight interior panels, and bespoke lighter seats. Yet, a portion of this saving was reinvested back into performance enhancements: larger, more potent brakes, the complex fixed rear wing, and notably, the robust aluminum legs required to anchor such a substantial aerodynamic device. This balanced approach to carbon fiber composites automotive and structural optimization speaks volumes about Ferrari’s commitment to durability and sustained performance under extreme conditions, rather than sacrificing robustness for marginal weight savings.
Heart of the Beast: Power, Precision, and Electrification
The powertrain of the SF90 XX Stradale continues this theme of subtle yet impactful refinement. The 4.0-liter twin-turbo V8, already a marvel in the standard SF90, receives a modest but crucial 30 horsepower bump, bringing its total output to an astonishing 1,030 hp. This increase is achieved through a combination of mechanical and electrical enhancements. The V8 itself benefits from slightly higher compression (9.54:1 versus 9.50:1) thanks to redesigned pistons, contributing 17 hp and 3 lb-ft of torque. This meticulous fine-tuning demonstrates the immense capabilities that can still be extracted from internal combustion engines, even as the industry pivots towards next-gen supercar performance.
The remaining power increase comes from the sophisticated hybrid system, a core component of Ferrari’s approach to hybrid hypercar technology 2025. While the two electric motors on the front axle (each capable of 135 hp) and the single motor positioned between the V8 and gearbox (218 hp) remain unchanged in their individual ratings, their combined output rises by 13 hp to 233 hp. This seemingly small gain is a direct result of improved cooling for the car’s 7.9-kWh battery, allowing it to deliver more sustained power under load. This isn’t just about raw numbers; it’s about optimizing energy management, ensuring that peak power is available precisely when and where it’s needed most.
The hybrid powertrain’s total torque output, an immense 663 lb-ft, remains unchanged. This isn’t for lack of ability but rather a pragmatic decision based on the limits of the eight-speed dual-clutch gearbox, which shares its ratios with the standard SF90. However, the gearbox receives a crucial upgrade: the Daytona SP3’s advanced shifting software. This isn’t just about faster shifts; it’s about enhancing the visceral, emotional connection to the powertrain. Coupled with a redesigned “hot tube” connecting the engine bay to the cabin, the aural experience is significantly amplified. From my perspective as a driver who appreciates the symphony of a high-performance engine, this attention to sensory detail is paramount. More speed is truly nothing without a captivating experience, and Maranello’s Maranello engineering excellence shines through in these nuanced refinements.
Behind the Wheel: A Symphony of Control at Fiorano
My opportunity to pilot the SF90 XX Stradale at the revered Fiorano circuit began under challenging conditions – a damp track. Yet, even in the wet, the car offered immediate and profound impressions. Unlike the spartan, uncompromising nature of previous XX models, the SF90 XX Stradale offers a surprisingly civilized experience. The cabin retains air conditioning, a fully integrated infotainment system, and features exquisite carbon-fiber bucket seats with adjustable backrests—a significant improvement over the fixed-back units in the regular SF90. This blend of extreme performance with crucial creature comforts speaks directly to the demands of the luxury automotive market trends for 2025, where even hypercars are expected to offer a degree of comfort and usability.
The suspension, however, is unmistakably XX. Roll stiffness has been increased by a substantial ten percent, and Ferrari has equipped the car with the manually adjustable Multimatic dampers typically found in the regular SF90’s optional Assetto Fiorano package. While the standard SF90 offers magnetorheological dampers (available as an option on the XX, enabling the front axle lift system), the Multimatic units provide a more direct, feedback-rich connection to the road. Even on the slick asphalt, the XX’s front end dives considerably under braking, a characteristic that aids turn-in. Crucially, its tail exhibits far less lift, resulting in a more stable and predictable rear end when initiating steering input. Where the standard SF90 could sometimes feel like its front and rear axles were in a subtle battle during corner entry, the XX’s axles work in perfect harmony, making the car significantly less of a handful and inspiring immense confidence. This optimized chassis tuning is key to unlocking its advanced driver assistance systems (ADAS) supercar potential.
Further elevating the driving experience is the latest iteration of Ferrari’s brilliant ABS Evo brake-by-wire system. On the damp surface, I found myself able to brake astonishingly deep into apexes, the XX dutifully responding to every steering command. The brake pedal, characterized by its short stroke, provides superb modulation—a genuinely sublime experience that allows for incredibly precise control at the very limit of adhesion. The steering, too, provides excellent feedback, its weighting dynamically increasing as the nose loads up under braking and lightening again upon throttle application. This isn’t the hyper-light, ultra-direct steering of models like the F8 or 488; instead, it offers a beautifully balanced feel, facilitating quick yet measured reflexes, perfectly suited for a machine of this caliber.
Adding an intriguing layer to the XX experience are the 30 “power boosts” available in Qualify mode. These bursts deliver the engine’s maximum 1,030 hp for up to five seconds, allowing for a significant reduction (approximately 0.25 seconds) in lap times at Fiorano, where typically seven boosts are deployed per lap. The genius lies in its simplicity: the driver merely needs to floor the gas pedal. A digital display on the instrument cluster shows 30 yellow bars, which disappear one by one as boosts are used. Crucially, these boosts can be regenerated through energy harvesting, much like in Formula 1 during a preparation lap. This intelligent energy management system underscores Ferrari’s commitment to integrating race-derived technologies directly into its road cars, offering a competitive edge for the discerning enthusiast.
Mastering the Edge: Pushing Limits on a Dry Fiorano
Later in the day, with the track dry and the Bridgestone Potenza run-flats swapped for aggressive Michelin Pilot Sport Cup 2 tires, the true potential of the SF90 XX began to reveal itself. After three intense laps, a data engineer meticulously overlaid my telemetry with that of Ferrari’s chief test driver, Raffaele de Simone. It was humbling and enlightening. De Simone, in the SF90 XX Stradale fitted with optional carbon-fiber wheels and the even more extreme Cup 2R rubber, had set a new street-car lap record at Fiorano: 1:17.3. This time was a remarkable 1.4 seconds faster than an SF90 Stradale Assetto Fiorano—a significant margin in the world of production car lap records. Interestingly, he achieved this feat in CT-Off mode, which disables traction control while allowing stability control to intervene much later. ESC Off, he explained, is reserved for the pure art of drifting.
The Data Speaks: Dissecting Performance
Walking through the telemetry with the engineer was like receiving a masterclass in hypercar driving. At the first braking point, the XX’s nose dives deep, its front end responding with razor-sharp precision to steering input. The rear remains agile, pushing the nose into the corner—though the front retains a degree of looseness, less pronounced than in the standard SF90. My apex speed was only marginally slower than de Simone’s. Yet, his subtle approach was revealed in the data: a brief coast before a velvet-footed application of the throttle, gently building to full power, maintaining impeccable traction. His throttle trace was a smooth, gradually descending line. Mine, by contrast, was a vertical plummet, an abrupt acceleration that overwhelmed the rear tires, manifesting as hefty outliers in both throttle and steering graphs as I fought for control, lifting and countersteering to stay on track. De Simone had already pulled ahead, a testament to finesse over brute force.
Traction in slow and medium-speed corners is the eternal challenge with such immense power, but on Fiorano’s faster stretches, the XX truly comes alive. De Simone’s speed line soared above mine, his braking points later, harder, and shorter, allowing him to carry speed for longer. His every input, from steering to pedals, appeared flawless in the graph—a ballet of precision and confidence. I continued to lose precious tenths. In a subsequent fourth-gear combination, he extended his lead further. Where I applied short bursts of gas between corners, de Simone accelerated with sustained power. Our steering inputs were similar; the difference was entirely down to confidence and raw talent.
Then came the hard acceleration into fifth gear towards the right turn onto the bridge. The eight-speed transmission, courtesy of its new shifting software, delivered even more ferocious bangs and reactions. Shifts were lightning-fast, accompanied by fierce shocks and the raw, mechanical sound of a pneumatically operated racing gearbox. Braking hard and deep, dropping two gears, I reached the apex at 71 km/h (44 mph). De Simone was slower at 68 km/h. This initially seemed promising, but it was a deceptive statistic. Where I experienced understeer, releasing the brake pedal too early and waiting to get back on the gas, he had already surged ahead. My speed line dipped below his once more.
At the bridge’s crest, the car momentarily felt light, the V8’s revs spiking on the telemetry. On this short straight, the XX hit 180 km/h (112 mph) in fifth gear before I had to brake aggressively downhill into a right-hander. Our graphs showed similar undulations, but de Simone’s were consistently more refined and peaked higher—a driver operating at the absolute limit. I steered into the off-camber turn, the car responding with a hint of light oversteer. Here, the XX felt calmer than the regular SF90, its rear end significantly more stable. Countersteering into the apex, I powerslid gracefully to the outside curbstones, utilizing every inch of the track. The key, as the expert knows, is maintaining a small slip angle to optimize forward momentum, and Ferrari’s Side Slip Control (SSC) electronics proved phenomenally helpful. A passenger might credit me with de Simone’s abilities, so seamlessly and imperceptibly do SSC’s interventions operate. The only minor critique for Ferrari’s otherwise wonderfully precise driving aids is the lack of a multi-position traction control setting; it’s currently all on or all off.
Exiting a short straight, I dropped two gears for the hairpin, Fiorano’s slowest point, tackled at barely 40 km/h (25 mph). Here, the electric motors on the front axle actively pull the nose through the corner, the outer wheel doing more work. This is the one place on the circuit where the all-wheel drive truly makes its presence felt, a subtle yet powerful assist. My telemetry graph showed an erratic undulation halfway through the hairpin. With a quizzical look, the engineer asked what transpired. “Showboating for the video,” I confessed, admitting to inducing camera-friendly oversteer and wheel spin—hopelessly slower, but undeniably fun. His smile reflected a knowing lack of understanding. “Less show, more go,” he advised for a faster time, a timeless truth on the track.
The final challenge was the fastest corner, a high-speed right-hander taken in fourth gear. De Simone hit 192 km/h (119 mph) there, while I peaked at 176 km/h (109 mph); he arrived faster and dared to get on the gas sooner. The XX enters this turn with significantly more aggression and composure than the regular SF90, carrying that speed and poise effortlessly. The immense downforce allows an earlier return to the throttle without the dreaded sensation of the rear end getting light. “Let the wing do its job and have confidence,” the engineer reinforced. “The rear end really stays put.”
Because of his superior exit speed, de Simone gained even more time on the short straight leading to the final corner, a long third-gear 180. Here, cornering became a delicate dance with oversteer, as the semi-slick Michelins finally found their limit. As is often the case with modern supercars pushing these boundaries, the rubber is the ultimate limiting factor. With two fat black stripes trailing me out of the turn, my intense XX experience concluded.
The “XXL” Proposition: Investment, Innovation, Icon
Comparing my lap time with de Simone’s record was, fortunately for my ego, not feasible due to noise restrictions on the front straight. However, the fact that a skilled amateur can reasonably follow Ferrari’s top test driver in several corners, in a machine of this monstrous capability, is incredibly telling. The SF90 XX Stradale is a world-class performer, a 1,030-hp poster child that, paradoxically, doesn’t feel terrifying. Instead, it’s remarkably easier to control than the standard SF90, yet it retains an impetuous, combative spirit. The electronics work with breathtaking subtlety, allowing the driver to explore the very edge of the car’s limits with an invisible, yet reassuring, safety net. Its tighter suspension and revolutionary aerodynamics create a level of confidence that profoundly reminds me of the ego boost delivered by the magisterial 488 Pista—a car that elevates its driver far beyond their perceived capabilities on the track.
The SF90 XX Stradale masterfully pulls off that same trick, but with a crucial difference: unlike its predecessors, it doesn’t demand exclusive access to a secretive XX Program track day. This street-legal marvel allows its elite owners to experience this unparalleled blend of extreme performance and cutting-edge technology on public roads, albeit still in extremely limited numbers. While purists might argue that this street version is “less extreme” and not a “proper” XX compared to its track-only brethren, such arguments miss the point. In the context of 2025, the SF90 XX Stradale transcends mere categorization. It is, without question, an XXL supercar, redefining what a road-legal Ferrari can achieve. It’s a bold assertion of Ferrari’s leadership in hybrid hypercar technology 2025, a powerful statement that the pursuit of ultimate performance can coexist with usability, and a compelling entry for collectors looking for luxury automotive market trends that blend exclusivity with groundbreaking innovation.
The SF90 XX Stradale isn’t just breaking records; it’s shattering expectations and setting a new benchmark for what a road-going machine can be. It’s an exhilarating glimpse into Maranello’s future, a future where the lines between street and circuit are not just blurred, but elegantly erased.
Experience the future of performance: Explore the groundbreaking engineering and unparalleled driving dynamics of the SF90 XX Stradale. Discover how this street-legal marvel redefines the supercar landscape and positions itself as a definitive icon in Ferrari’s illustrious history. Your journey into extreme performance begins now.
