The SF90 XX Stradale: Redefining Hypercar Zenith in 2025
The Ferrari badge, for generations, has been synonymous with automotive passion, peerless engineering, and an unyielding pursuit of speed. Within this legendary Maranello tradition, a specific two-letter designation holds a truly sacred, almost mythical status: XX. Since 2005, this coveted suffix has been reserved for Ferrari’s most extreme, track-exclusive machines – vehicles born without the constraints of road legality, purely engineered to exploit the outer limits of performance on circuit. The FXX, the 599 XX, the FXX-K, and their subsequent Evo iterations, have represented the absolute pinnacle of Ferrari’s experimental technology, often serving as a crucible for innovations that eventually trickle down to their acclaimed road cars. These ultra-rare beasts, produced in mere dozens, were lighter, more potent, and fundamentally, designed for an experience utterly divorced from public roads, requiring special, Ferrari-orchestrated events to even turn a wheel. They were, in essence, an untouched frontier, a private playground for the company’s most loyal and discerning clientele.
Then came the SF90 XX.
In a move that sends ripples through the hallowed halls of Ferrari lore, the SF90 XX Stradale shatters this long-standing tradition. It is, unequivocally, a street-legal vehicle. This isn’t merely a minor deviation; it’s a seismic shift, marking the very first time an XX-designated model can be driven straight from the dealership onto public asphalt. This pivotal decision has profound implications, not least of which is accessibility – albeit still to an exceptionally elite few. With 799 SF90 XX Stradale coupes and 599 XX Spider convertibles slated for production, a total of 1,398 units will hit the market. While the starting price, hovering around €790,000 for the Stradale and €870,000 for the Spider (a hefty 40% premium over the standard SF90), places it firmly in the ultra-luxury segment, every single unit has already been snapped up by Ferrari’s most valued collectors – individuals whose garages already boast at least half a dozen Prancing Horses. As we look at the hypercar market in 2025, the SF90 XX stands as a testament to the insatiable demand for exclusive limited-edition vehicles that seamlessly blend track-day prowess with an unprecedented level of road usability. Ferrari describes this as an “experiment,” but for the fortunate few who will own one, it’s nothing short of a revelation, a genuine automotive innovation that redefines the segment.
From a purely aesthetic standpoint, the SF90 XX Stradale is a dramatic departure from its progenitor, the already stunning SF90. While a mere 10 kilograms (roughly 22 pounds) lighter overall, this seemingly modest figure belies an engineering obsession worthy of Maranello’s finest. Ferrari engineers meticulously shaved approximately 66 pounds through the strategic use of thinner sheet metal, lightweight interior panels, and bespoke racing seats. However, this weight reduction was then partially offset by the addition of beefier braking components, an all-new fixed rear wing, and, notably, the robust aluminum uprights that anchor it. The result is a machine that appears significantly more predatory and purposeful.
The car’s visual transformation extends to its dimensions, with the SF90 XX gaining nearly half a foot in length, stretching to almost 191 inches. This extended footprint is primarily concentrated at the rear, a deliberate design choice aimed at positioning the upright fixed wing as far back as possible. This ensures the airflow reaching it is as undisturbed as can be, maximizing its aerodynamic efficiency. This marks Ferrari’s first fixed rear wing since the iconic F50 of 1995 – a powerful nod to a more visceral, uncompromised era of performance. The entire aerodynamic package has been dramatically overhauled. Sculpted slots now adorn the top of the wheel arches, working in concert with a completely redesigned front fascia featuring an intricate network of inlets and outlets. This sophisticated ballet of airflow management precisely separates and directs cool and warm air, optimizing cooling for the hybrid powertrain and enhancing downforce. The cumulative effect is staggering: at 155 mph, the SF90 XX generates an astonishing 1,168 pounds of downforce, a figure more than double that of the standard SF90. This level of active aerodynamics and passive downforce generation is critical for maintaining stability and grip at the extreme speeds this track-focused street car is capable of, solidifying its position as a benchmark for performance handling in 2025.
Beneath its aggressively sculpted shell lies a revised hybrid powertrain, pushing the boundaries of what’s achievable in a road-legal vehicle. The 4.0-liter twin-turbo V8 engine, a marvel of internal combustion engineering, receives a power bump of 17 hp and 3 lb-ft of torque, primarily due to new pistons that allow for a slightly higher compression ratio (9.54:1 versus 9.50:1). But the true magic unfolds when its formidable V8 is integrated with its sophisticated electric architecture. While the two electric motors on the front axle (each delivering 135 hp) and the single motor nestled between the V8 and the gearbox (218 hp) remain mechanically unchanged, their combined output has climbed by 13 hp to 233 hp. This incremental gain is a testament to Ferrari’s relentless optimization, achieved through a more efficient cooling system for the car’s 7.9-kWh battery. The result is a total system output of 1,030 horsepower – a figure that places it firmly among the most powerful luxury sports cars on the planet.
Despite this monumental horsepower, the powertrain’s total torque figure remains at 663 lb-ft. This isn’t due to a lack of engineering ambition, but rather the practical limitations of the eight-speed dual-clutch gearbox, which simply cannot reliably handle more pulling power. (The gear ratios themselves remain identical to the standard SF90.) However, the transmission has been imbued with the Daytona SP3’s advanced shifting software, delivering crisper, more aggressive shifts that not only enhance performance but also contribute to an even more emotionally charged supercar driving experience. Further aural enhancement is provided by a redesigned “hot tube” that directly channels the symphonic roar of the V8 from the engine bay into the cabin, ensuring that every shift, every blip of the throttle, is an immersive, visceral event. In a market where hybrid supercar technology is constantly evolving, the SF90 XX demonstrates that raw power can be delivered with a refined, sensory-rich execution.
The true acid test for any Ferrari, particularly one bearing the XX designation, is on the track. Maranello famously invited the international press to put the SF90 XX Stradale through its paces at the legendary Fiorano circuit. My first session unfolded under damp, challenging conditions, yet it provided a wealth of immediate impressions.
One of the most striking revelations is the SF90 XX’s cabin experience. Unlike its spartan XX predecessors, this is no stripped-down race car. Occupants are treated to fully functional air conditioning, a comprehensive infotainment system, and beautifully sculpted carbon-fiber bucket seats that feature an adjustable backrest – a significant ergonomic improvement over the fixed-back units in the regular SF90. This blend of track-focused performance and a modicum of creature comfort underscores its unique “street-legal XX” identity, making it a genuinely usable, albeit extreme, machine for diverse driving scenarios in 2025.
Dynamically, the XX’s suspension is noticeably tauter and more communicative. Roll stiffness has been increased by 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. (For those prioritizing ultimate road compliance, the magnetorheological dampers from the standard SF90 are an option on the XX, enabling the front axle lift system.) Even on the damp asphalt of Fiorano, the XX’s nose still dives perceptibly under heavy braking, but its tail exhibits far less lift, resulting in a more composed and stable rear end during steering inputs. Where the standard SF90’s front and rear axles can sometimes feel as though they’re working in opposition during turn-in, the SF90 XX’s axles communicate and cooperate harmoniously, making the newer car significantly less of a handful and inspiring immense driver confidence.
Further enhancing this sense of control is the latest iteration of Ferrari’s brilliant ABS Evo brake-by-wire system. On the slick, wet surface, I found myself able to brake remarkably deep into the apex, the XX dutifully carving the intended line. The brake pedal, characterized by its short stroke, nevertheless offers exceptional modulation – a truly sublime piece of engineering that epitomizes Ferrari’s commitment to driver engagement. The steering system, too, provides precise, intuitive feedback, conveying a palpable sense of what the front wheels are doing. Its weight builds reassuringly as the nose presses down under load, then lightens subtly upon throttle application. This isn’t the hyper-light, ultra-direct steering feel found in models like the F8 or 488; instead, it’s a beautifully balanced and measured response, perfectly calibrated for rapid yet precise reflexes.
Perhaps one of the most intriguing features, directly inherited from the hallowed ground of Formula 1, is the SF90 XX’s “power boost” system. When operating in Qualify mode, the car offers 30 strategic boosts, each delivering the powertrain’s maximum 1,030 hp for up to five seconds. Without a boost, the car produces 1,017 hp, meaning these moments of additional thrust are significant. During a full lap of Fiorano, approximately seven boosts can be deployed, shaving a crucial 0.25 seconds off the lap time. The driver’s role is simple: floor the gas pedal. As each boost is expended, one of 30 yellow bars vanishes from the digital instrument cluster. Crucially, these boosts can be “saved” or regenerated through kinetic energy recovery, much like in an F1 car prior to a flying lap. This advanced performance technology not only provides a tangible performance advantage but also adds a layer of strategic depth to the driving experience, connecting the driver directly to Ferrari’s motorsport DNA.
Later in the day, with the Fiorano circuit having dried out and the mechanics having swapped the morning’s Bridgestone Potenza run-flats for Michelin Pilot Sport Cup 2 tires, the true potential of the SF90 XX Stradale could be unleashed. After three exploratory laps, a data engineer meticulously opened the telemetry, overlaying my best lap with that of Ferrari’s esteemed test driver, Raffaele de Simone.
It was de Simone who, piloting the SF90 XX with optional carbon-fiber wheels and even more aggressive Cup 2R rubber, set a new street-car lap record at Fiorano: a blistering 1:17.3. This astonishing time was a full 1.4 seconds faster than an SF90 Stradale fitted with the Assetto Fiorano package – a monumental gap in the world of road-going cars. (While prior XX models typically boasted even larger advantages over their street counterparts, this feat is remarkable for a street-legal machine.) Intriguingly, de Simone achieved this in CT-Off mode, with traction control disabled and stability control intervening significantly later. He noted that ESC Off mode is reserved solely for those moments when unadulterated drifting is the objective. This Fiorano lap record underscores the SF90 XX’s capability to deliver ultimate driving machine performance, a key metric for supercar investment and prestige in 2025.
The data engineer, with a keen eye, walked me through my lap, highlighting the precise points where de Simone gained time, allowing me to relive the experience with a sobering dose of reality.
At the very first braking point, the XX’s nose dives deep, and the front end responds with razor-sharp precision to steering inputs. The rear end feels incredibly agile, subtly pushing the nose in. While still exhibiting a hint of looseness, it’s far less pronounced than in the regular SF90. My apex speed was only marginally slower than de Simone’s. But here’s where the masterclass began: de Simone would coast momentarily before applying the gas with a “velvet foot,” gently, progressively building to full throttle while maintaining absolute traction. On the telemetry screen, his throttle trace was a gracefully descending curve. Mine, by stark contrast, was a near-vertical plummet to the bottom. The abrupt acceleration that followed was more than the rear tires could handle, manifesting as significant spikes in the graphs for both throttle and steering as I instinctively lifted and countersteered multiple times just to stay on the black stuff. De Simone had already pulled ahead.
Traction in slow and medium-speed corners is a delicate dance with so much power on tap, but on the fast stretches, the XX revels in its element. De Simone’s speed line soared well above mine, and for the subsequent turn, he braked demonstrably later and harder, shortening his braking zone and carrying speed deeper into the corner. Looking at the graph, his every input – wheel, pedals – appeared flawlessly executed. I bled off another few tenths, and in the next fourth-gear combination, he extended his lead further. Where I’d give a short, cautious burst of gas between corners, de Simone maintained a longer, more decisive acceleration. Our steering inputs were similar; the difference lay entirely in confidence and talent.
Then came the hard acceleration, rocketing into fifth gear toward the right turn onto the bridge. The bangs and immediate reactions of the eight-speed transmission, sharpened by the new shifting software, were nothing short of ferocious – super-fast, accompanied by fierce shocks and the rough, guttural sound reminiscent of a pneumatically operated racing gearbox. It was then time to brake hard and deep, dropping two gears to reach the apex. I arrived at 71 km/h (44 mph), while de Simone hit 68 km/h. This initially seemed promising, but the devil was in the details. Where I experienced understeer after releasing the brake pedal too early, forcing me to wait to get back on the gas, he was already accelerating away. Consequently, my speed line dipped below his once more.
At the crest of the bridge, the car felt as if it momentarily took flight, the V8’s revs spiking on the telemetry. On this short straight, the XX hit 180 km/h (112 mph) just as I engaged fifth gear, then it was time for rapid downhill braking into a sharp right-hander. Our graphs showed similar patterns, but de Simone’s were consistently more refined, his peaks higher. I steered into the off-camber turn, and the car responded with a beautifully controlled, light oversteer. Here, the XX felt notably calmer than the regular SF90, its rear end more stable. I countersteered into the apex, then powerslid gracefully to the outside curbstones, utilizing the full width of the track. The key, as always, is to maintain a small slip angle to preserve forward momentum, and Ferrari’s Side Slip Control (SSC) electronics proved to be an indispensable ally. Any passenger would have credited me with de Simone’s abilities, so imperceptible and seamless were the SSC’s interventions. Perhaps the only missing piece in Ferrari’s otherwise wonderfully precise driving aids is a multi-position traction control setting; currently, it’s either fully on or fully off, leaving a subtle gap for fine-tuned driver preference.
After dropping down a short straight, I dropped two gears for the hairpin – Fiorano’s slowest point, tackled at barely 40 km/h (25 mph). Here, I could distinctly feel the electric motors on the front axle pulling the nose through the corner, the outer wheel doing the lion’s share of the work. Indeed, this was the only point on the track where the all-wheel drive system truly made its presence felt. Halfway through the hairpin, my telemetry graph showed erratic undulations. The engineer, with a furrowed brow, inquired about the anomaly. “Showboating for the video,” I replied honestly, admitting to steering with the throttle to induce camera-friendly oversteer and wheelspin. (Hopelessly slower, but undeniably fun.) His smile conveyed a polite lack of understanding: “Less show and more go,” he advised, for a faster time.
Next came the fastest corner on the circuit, a sweeping right-hander taken high in fourth gear. The Ferrari test driver hit 192 km/h (119 mph) there, while my peak was 176 km/h (109 mph); he arrived faster and dared to get on the gas sooner. The XX enters this turn significantly harder and with more composure than the regular SF90, then carries this speed and poise out again as the immense downforce clamps it to the tarmac, allowing me to get back on the throttle earlier without fear of the rear end becoming light. “Let the wing do its job and have confidence,” the engineer emphasized. “The rear end really stays put.”
Because of 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. Once again, cornering was a delicate dance against oversteer, as even the semi-slick Michelins eventually found their limit. As is often the case with modern high-performance supercars, the rubber is the ultimate limiting factor. With two fat black stripes trailing me out of the turn, my intense SF90 XX experience concluded, leading into a final debriefing.
Comparing my lap time directly with the record was, fortunately for my ego, not possible. To avoid exceeding local noise regulations, we had to coast down the front straight. A convenient excuse, perhaps, but the undeniable truth remains: a reasonably talented amateur can, in certain corners, closely follow Ferrari’s top test driver in this absolute monster of a machine. That speaks volumes about its inherent driveability.
The Ferrari SF90 XX Stradale is a world-class performer, an undeniable ultimate hypercar. A car boasting 1,030 horsepower should, by all rights, be almost terrifying to command, yet it manages to defy that expectation. Instead, the XX is remarkably easier to control than the regular SF90, even while remaining impetuous and combative. Its sophisticated electronics work with exquisite precision, allowing the driver to explore the limits of its immense performance without feeling exposed, maintaining a crucial safety net. With its meticulously tightened suspension and groundbreaking aerodynamics, it cultivates a level of confidence that is profoundly reminiscent of the ego boost delivered by the magisterial 488 Pista – a car that genuinely elevates its driver’s capabilities on the track.
The SF90 XX Stradale masterfully pulls off that same trick, yet, unlike its track-exclusive predecessors, it doesn’t demand access to a super-exclusive XX Program track day to be experienced. It’s easy, perhaps, to critique the “purity” of this SF90, arguing that, compared to its forebears, this street-legal version is less extreme, perhaps not a “proper” XX in the traditional sense. However, this perspective misses the point. The SF90 XX isn’t just an evolution; it’s a redefinition. It is, without question, an XXL supercar, setting a new benchmark for automotive excellence and unparalleled hypercar performance as we navigate the exciting landscape of 2025. It’s a testament to Ferrari’s unwavering vision, delivering a breathtaking fusion of extreme track capability and surprising road usability, blurring the lines in a way no XX before it ever dared.
Dare to discover how this new breed of Ferrari pushes the boundaries of performance and luxury. Visit your local authorized Ferrari dealership or explore our digital platforms to delve deeper into the extraordinary engineering and unparalleled driving experience of the SF90 XX Stradale, and witness the future of high-performance vehicles unfold.
