The Apex Predator: Driving Ferrari’s SF90 XX Stradale in a 2025 Hypercar Landscape
The name “Ferrari XX” has, for decades, whispered tales of mythical beasts – machines unbound by homologation rules, forged purely for the unadulterated pursuit of track-day supremacy. Since 2005, the FXX, 599 XX, and FXX-K have defined Maranello’s most exclusive, experimental, and ferocious programs. These were not mere race cars; they were rolling laboratories, pushing automotive technology to its absolute limits, driven only by Ferrari’s most esteemed clients at carefully curated events, and never, ever, adorned with a license plate. They represented the pinnacle of performance optimization and an almost sacred bond between driver and machine.
But paradigms shift, and even sacred traditions evolve. Enter the 2025 automotive landscape, a world grappling with electrification, sustainability, and ever-escalating performance benchmarks. It’s against this backdrop that Ferrari unveiled its most audacious XX iteration yet: the SF90 XX Stradale. This machine doesn’t just push boundaries; it obliterates the very definition of the XX program, emerging as the first road-legal XX model. This strategic pivot allows Ferrari to expand accessibility (relatively speaking) while still delivering an unparalleled, track-focused experience for its most loyal clientele. With a strictly limited production run of 799 SF90 XX Stradales and 599 XX Spiders – all of which were snapped up instantly by those with at least five other Prancing Horses in their garages – the SF90 XX isn’t just a car; it’s a statement, a collectible, and a significant luxury automotive investment.
From the moment the wraps came off, it was clear this wasn’t just an SF90 with a few bolt-ons. Ferrari’s engineers haven’t just tweaked; they’ve transformed. The visual aggression is immediate, signaling a clear intent for high-downforce design. The car is nearly half a foot longer than the standard SF90, pushing its total length to an imposing 191 inches. This additional length is primarily concentrated at the rear, a deliberate engineering choice to place the gargantuan fixed rear wing – a design cue not seen on a road-legal Ferrari since the iconic F50 of 1995 – as far back as possible. The aim? To allow the airflow to reach it in its purest, most undisturbed form, maximizing its immense downforce potential.
Beyond the monumental wing, the SF90 XX Stradale boasts an entirely re-engineered aero package. The front end is a symphony of purpose-built inlets and outlets, meticulously designed to separate and direct cool and warm air, optimizing engine cooling and aerodynamic efficiency. Slots atop the wheel arches, reminiscent of GT racing machinery, further reduce pressure in the wheel wells, contributing to front-end stability at speed. The cumulative effect of these enhancements is staggering: at 155 mph, the SF90 XX generates an astonishing 1,168 pounds of downforce, a figure that literally doubles that of the already formidable standard SF90. This isn’t just about looking fast; it’s about being unequivocally, relentlessly fast. The car’s aesthetics, rugged and intimidating, perfectly reflect its newfound ferocity, setting a new benchmark for advanced aerodynamics in a street-legal vehicle.
One might expect such a track-honed beast to shed prodigious amounts of weight. Yet, the SF90 XX tips the scales only about 22 pounds lighter than its standard sibling. This seemingly modest reduction speaks volumes about the meticulous balancing act performed by Maranello’s engineers. While significant weight savings were achieved through thinner sheet metal, revised interior panels, and lighter carbon fiber bucket seats, substantial mass was simultaneously added back into the car. Larger, more robust braking systems, the intricate fixed rear wing, and especially the robust aluminum pylons supporting that massive aero device all contributed to this fascinating equilibrium. This isn’t about outright minimalism, but about strategic weight distribution and reinforcement where it matters most for extreme hypercar performance.
The heart of the SF90 XX Stradale remains its groundbreaking hybrid powertrain, a testament to Ferrari’s commitment to integrating F1-derived technology into its road cars. The 4.0-liter twin-turbo V8, already a masterpiece, sees its output nudged by a modest but impactful 17 hp and 3 lb-ft of torque, thanks to new pistons that allow for a slightly higher compression ratio (9.54:1 vs. 9.50:1). The real magic, however, lies in the hybrid system. The architecture remains familiar – two electric motors on the front axle (each capable of 135 hp) and a single, potent motor (218 hp) nestled between the V8 and the eight-speed dual-clutch gearbox. However, the combined electric motor output has risen by 13 hp to 233 hp. This gain isn’t from new motors, but from a significantly enhanced cooling system for the 7.9-kWh battery, allowing it to deliver more sustained power. The cumulative effect is a total system output of 1,030 horsepower, a symphony of internal combustion and electric thrust that defines hybrid supercar technology in the mid-2020s.
While the total torque figure of 663 lb-ft remains unchanged, constrained by the eight-speed dual-clutch gearbox’s capacity, Ferrari has made crucial advancements in how that power is delivered. The transmission now benefits from the Daytona SP3’s shifting software, delivering gear changes with even greater immediacy and a raw, almost visceral engagement. This software doesn’t just make shifts faster; it sharpens the entire experience, enhancing the engine’s already dramatic sound. Further amplifying the aural spectacle is a redesigned “hot tube” that channels the intoxicating growl of the V8 directly into the cabin. Because in a premium automotive experience like this, raw speed is only one part of the equation; the emotional connection, the sensory overload, is equally vital. The SF90 XX Stradale is engineered to assault the senses in the most exquisite way possible.
The true test of any Ferrari, especially one bearing the XX badge, is on the circuit. As an expert with over a decade immersed in high-performance driving, I’ve had the privilege of experiencing countless Maranello masterpieces. Driving the SF90 XX Stradale at Fiorano, Ferrari’s hallowed test track, was a revelation. My first session was under damp conditions, an immediate challenge for a car of this caliber, yet it proved surprisingly communicative and forgiving.
Unlike its bare-bones XX predecessors, the SF90 XX doesn’t compromise on creature comforts for its occupants. Air conditioning, an intuitive infotainment system, and exquisitely sculpted carbon-fiber bucket seats with adjustable backrests – a significant upgrade from the regular SF90’s fixed-back units – ensured a surprisingly refined environment. This blend of track weapon and daily usability is a cornerstone of its “Stradale” designation, broadening its appeal as a road-legal track car.
On the dynamic front, the XX’s suspension is noticeably tauter. Roll stiffness has been increased by ten percent, and it comes standard with the manually adjustable Multimatic dampers that were an optional extra on the regular SF90’s Assetto Fiorano package. Even on slick asphalt, the car’s braking behavior was phenomenal. The nose still dives under hard braking – a natural consequence of forward weight transfer – but the tail remains remarkably planted, leading to a more stable and predictable rear end when initiating turns. Where the standard SF90 could sometimes feel like its axles were subtly fighting each other during turn-in, the XX exhibits a harmonious cooperation, making it less of a handful and far more confidence-inspiring.
A significant contributor to this confidence is the latest iteration of Ferrari’s brilliant ABS Evo brake-by-wire system. On the damp track, I could brake deeper into corners, pushing the limits of adhesion, and the XX responded with unwavering precision, dutifully following every steering input. The brake pedal, with its short stroke, offered exquisite modulation, allowing for nuanced control that is simply sublime. The steering, too, provides exceptional feedback, its weight increasing beautifully as the front end loads up under braking and lightening progressively with throttle application. This isn’t the hyper-direct, almost twitchy steering of an F8 or 488; instead, it offers a perfectly balanced feel, promoting quick yet measured reflexes, crucial for a machine of this velocity.
One of the SF90 XX’s most intriguing features, especially in its “Qualify” mode, is the provision of 30 “power boosts.” These aren’t just marketing gimmicks; they are carefully engineered bursts of maximum power – the full 1,030 hp – delivered for up to five seconds. Without a boost, the car “only” produces 1,017 hp. These boosts shave approximately 0.25 seconds off a lap of Fiorano, with drivers typically deploying seven strategically across the circuit. The beauty is in the simplicity: just floor the accelerator, and watch the digital instrument cluster’s yellow bars disappear one by one. You can even “save” boosts through regeneration, much like in Formula 1, adding a layer of strategic depth to track driving. This innovative feature sets a new standard for performance-enhancing technology in a road car.
Later in the day, with the track dried out and Michelin Pilot Sport Cup 2 tires replacing the morning’s Bridgestone Potenza run-flats, the true character of the SF90 XX Stradale emerged. After a few sighting laps, a data engineer pulled up the telemetry, overlaying my best lap with that of Ferrari test driver Raffaele de Simone – the man who set the new street-car record at Fiorano. His astonishing time of 1:17.3, achieved with optional carbon-fiber wheels and even fiercer Cup 2R rubber, was 1.4 seconds faster than an SF90 Stradale Assetto Fiorano. This margin, while substantial for road-to-road car comparisons, highlights the focused intent of the XX program, even in its road-legal guise. De Simone achieved this feat in CT-Off mode, where traction control is disabled, and stability control intervenes much later – a testament to his skill and the car’s fundamental balance.
The data analysis was an education in itself. At the first braking point, the XX’s nose dove deep, and the front end responded with razor-sharp precision to steering input. The rear felt agile, helping to pivot the car into the corner. While the front still felt eager to lose grip under extreme conditions, it was far less pronounced than in the regular SF90. My apex speed was only marginally slower than de Simone’s, which felt encouraging. But then came the crucial difference: his throttle trace was a gradually descending line, a “velvet foot” gently building to full power, meticulously maintaining traction. My trace, on the other hand, was a near-vertical assault, often overwhelming the rear tires and leading to small, corrective lifts and countersteer inputs – classic amateur mistakes in the face of such immense power. De Simone was already pulling away.
Traction in slow and medium-speed corners is a delicate dance with 1,030 horsepower on tap, but on the fast stretches, the SF90 XX truly comes alive. De Simone’s speed line soared above mine, as he braked later and harder into the next turn, shortening his braking zone and carrying speed for longer. His every input, from steering to pedals, appeared flawlessly smooth in the telemetry graphs. I consistently lost a few tenths in these high-speed sections. In the fourth-gear combinations, he accelerated longer where I gave shorter bursts, demonstrating the immense confidence he had in the car’s capabilities and its vehicle dynamics control systems.
The subsequent hard acceleration into fifth gear towards the bridge turn was a symphony of mechanical aggression. The new shifting software made the eight-speed transmission’s shifts even more ferocious, delivering super-fast engagement with fierce shocks and the raw, guttural sound of a pneumatically operated racing gearbox. Braking hard and deep, dropping two gears to hit the apex, I arrived at 44 mph, while de Simone managed 42 mph. This initially sounded promising, but the data revealed a critical flaw in my execution: I released the brake pedal too early, inducing understeer and forcing me to wait to get back on the gas. De Simone, with his precise trail-braking, was already accelerating, his speed line once again pulling ahead.
Over the crest of the bridge, the car felt almost airborne, the V8’s revs spiking dramatically. I hit 112 mph in fifth gear before needing to brake quickly downhill into a tight right-hander. While our graphs showed similar trends, de Simone’s peaks were consistently higher, his movements more refined. Steering into the off-camber turn, the car rotated with a hint of light oversteer. Here, the XX felt significantly calmer and more stable than the regular SF90, its rear end refusing to break loose unexpectedly. I countersteered subtly into the apex, then powered out to the full width of the track, relying on Ferrari’s ingenious Side Slip Control (SSC) electronics. This system is a marvel, allowing for small, controlled slip angles without losing forward momentum. The beauty of SSC is its seamless intervention; it’s largely inaudible and barely perceptible, making any driver feel like a hero. My only minor critique, shared by many enthusiasts, is the lack of a multi-position traction control setting beyond simply “on” or “off.”
Dropping down a short straight into the hairpin, the slowest point of Fiorano, the SF90 XX showcased its all-wheel-drive prowess. Tackling the corner at a mere 25 mph, I could distinctly feel the electric motors on the front axle pulling the nose through, the outer wheel doing more work. This was the only point on the track where the all-wheel drive truly manifested itself to me. My telemetry graph showed an amusing undulation here – my “showboating for the video,” as I sheepishly admitted to the engineer, inducing camera-friendly oversteer. His advice, delivered with a polite smile, was succinct: “Less show and more go.”
The fastest corner on the circuit, a high-speed fourth-gear right-hander, truly highlighted the SF90 XX’s downforce. De Simone hit 119 mph here, while I peaked at 109 mph. He arrived faster, dared to get on the gas sooner, and carried that speed with unwavering poise. The car entered this turn significantly harder and more calmly than the standard SF90, the downforce gluing it to the asphalt, allowing for 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 crucial time on the short straight leading to the final corner, a long, third-gear 180-degree bend. Here, I found myself fighting persistent oversteer, the semi-slick Michelins ultimately becoming the limiting factor. As is often the case with modern supercars, the sheer power overwhelms the available grip. With two fat black stripes following me out of the turn, my exhilarating SF90 XX experience drew to a close.
Fortunately for my ego, a direct comparison of my lap time to the record wasn’t possible; noise limits necessitated cruising down the front straight. Yet, the fact that a well-meaning amateur could, in certain sections, reasonably follow Ferrari’s top test driver in this absolute monster of a machine is incredibly telling.
The SF90 XX Stradale is a world-class performer, a machine that, with 1,030 horsepower, should feel terrifying. Yet, it doesn’t. Instead, it’s remarkably easier to control and more confidence-inspiring than the regular SF90, while still retaining an impetuous, combative spirit. The sophisticated electronics work in sublime harmony, allowing the driver to explore the limits undisturbed, always protected by an invisible safety net. With its tauter suspension and vastly superior aerodynamics, it creates a level of driver confidence that strongly reminded me of the profound ego boost delivered by the magisterial 488 Pista – a car that genuinely makes its driver feel far more capable than they might truly be on the track.
The Ferrari SF90 XX Stradale pulls off that same extraordinary trick. Unlike its predecessors, it doesn’t demand entry into an ultra-exclusive, track-only XX Program. While some purists might argue it dilutes the traditional XX ethos by being less extreme and street-legal, one thing is undeniable: this isn’t just an XX; it’s an XXL supercar, a defining force in the 2025 exotic car market. It’s a testament to Maranello’s relentless pursuit of automotive perfection, blurring the lines between street and circuit in a way no car has before.
What does this bold new chapter mean for the future of ultimate driving machines? As Ferrari continues to push the envelope, the SF90 XX Stradale stands as a powerful beacon, demonstrating how a road-legal car can embody the spirit and performance of a track-only beast. We’ve witnessed a new standard for road-legal track cars.
Have you experienced the thrill of a track-focused machine, or are you dreaming of the next generation of hypercars? Share your thoughts on what this level of automotive engineering means to you. Join the conversation and explore the pinnacle of performance with us!
