Title: The Ferrari SF90 XX Stradale: Unrivaled Apex Predator Redefining Supercar Supremacy in 2025
In the dynamic landscape of 2025’s automotive elite, where electric hypercars are rapidly asserting dominance and artificial intelligence refines every driving nuance, one name continues to echo with a ferocity that sets benchmarks: the Ferrari SF90 XX Stradale. As a seasoned observer and enthusiast of Maranello’s masterpieces for over a decade, I’ve witnessed countless machines push the boundaries of performance. Yet, the SF90 XX, a street-legal marvel, doesn’t merely push those limits; it obliterates them, blurring the sacred line between everyday drivability and unadulterated track weapon with an audacity only Ferrari could muster. This isn’t just an evolution; it’s a revolution, a testament to what’s achievable when uncompromising engineering meets a singular vision.
For years, the revered “XX” designation at Ferrari signified something truly extraordinary, a clandestine society of track-only behemoths. From the raw, Enzo-derived FXX to the formidable FXX-K based on the LaFerrari, these machines were bespoke instruments for the chosen few, purebred racers untamed by homologation rules and utterly devoid of license plates. They were lighter, more potent, astronomically faster, and astronomically more expensive than their road-going counterparts, reserved exclusively for Ferrari’s curated track events. The very notion of an “XX” car on public roads was a paradox, an almost sacrilegious thought.
Then came the SF90 XX, an iconoclast that shattered this hallowed tradition. This isn’t a mere concession to usability; it’s a strategic masterstroke, allowing Ferrari to introduce unparalleled track-derived technology into a fully street-legal package. The audacious move has paid dividends, with 799 SF90 XX Stradales and 599 XX Spiders – a staggering total of 1,398 units – instantly snapped up by Ferrari’s most loyal and esteemed clientele. These are not merely transactions; they are invitations into an exclusive club, a testament to the desirability of these limited edition Ferrari models. While the Ferrari SF90 XX Stradale price starts around €790,000 (with the Spider commanding a premium), roughly 40% more than the standard SF90, it represents not just the cost of a vehicle but an investment-grade automobile in the rapidly appreciating 2025 hypercar market. The access to exclusive VIP track days, where owners can truly unleash their machines, only sweetens the deal, ensuring a comprehensive, top-tier ownership experience.
Ferrari positions the SF90 XX as an “experiment” with the XX label, a humble understatement given the sheer scale of its engineering redefinition. Beyond the shared doors and roof, the XX is virtually a different beast. Its silhouette, extended by nearly half a foot to just under 191 inches, reveals a deliberate redesign. This added length is predominantly at the rear, a calculated move to position the monumental fixed rear wing optimally, allowing the airflow to interact with it as undisturbed as possible. This isn’t just any wing; it marks Ferrari’s first fixed rear aero element on a production road car since the legendary F50 in 1995, a clear signal of its track-focused intent and a significant leap in advanced aerodynamics.
The entire aero package is a masterclass in automotive engineering innovation. Aggressive slots atop the wheel arches, a completely redesigned front fascia bristling with new inlets and outlets, all meticulously sculpted to separate and direct cool and warm air. The result is staggering: the SF90 XX generates an incredible 1,168 pounds of downforce at 155 mph – double that of the standard SF90. This translates into uncompromising grip and stability at stratospheric speeds, a critical advantage in high-performance road car dynamics. Visually, the XX is a more ferocious, rugged, and intimidating presence than its progenitor. It wears its performance credentials not as an accessory, but as an inherent part of its being, a clear indicator of its pedigree as a truly track-focused road car.
One might anticipate a drastic weight reduction for an XX model. Surprisingly, the XX sheds only about 22 pounds (10 kilograms) compared to the regular SF90. This figure, while modest, tells a story of meticulous engineering. Ferrari skillfully shaved approximately 66 pounds through thinner sheet metal, revised interior panels, and lighter, bespoke seats. However, the gains were partially offset by the addition of larger, more potent brakes, the imposing new rear wing, and particularly the robust aluminum supports that anchor it. It’s a delicate balance, where every gram is accounted for, prioritizing structural integrity and performance-enhancing additions over raw weight loss. This nuanced approach highlights Ferrari’s holistic philosophy in crafting luxury performance vehicles.
The heart of the beast, the 4.0-liter twin-turbo V8, receives a similarly measured, yet impactful, power boost. Output climbs by 30 hp, culminating in a colossal 1,030 hp. A slightly higher compression ratio (9.54:1 vs. 9.50:1) thanks to new pistons contributes 17 hp and 3 lb-ft of torque. The remaining increase stems from the sophisticated hybrid system. While the architecture of the three electric motors remains consistent – two 135 hp units on the front axle and a potent 218 hp motor between the V8 and gearbox – their combined output surges by 13 hp to 233 hp. This is achieved through enhanced cooling of the car’s 7.9-kWh battery, allowing it to consistently deliver more power, a prime example of continuous refinement in hybrid supercar technology. The total torque figure, a robust 663 lb-ft, remains unchanged, a limit dictated by the eight-speed dual-clutch gearbox’s immense but finite capacity. However, the transmission benefits immensely from the Daytona SP3’s advanced shifting software, delivering even faster, more brutal gear changes, further intensifying the connection to a true racing machine. The aural symphony is also amplified by a redesigned “hot tube,” channeling the visceral roar of the V8 directly into the cabin – because raw speed, without a captivating soundtrack, is an incomplete experience.
As an “XX” variant, the true crucible for the SF90 XX Stradale is the track. My initial drive at Fiorano in damp conditions offered a compelling glimpse into its dual nature. Unlike its predecessors, which were unapologetically spartan, the SF90 XX surprisingly pampers its occupants. Air conditioning, an advanced infotainment system, and exquisitely crafted carbon-fiber bucket seats with adjustable backrests – a significant upgrade from the standard SF90’s fixed units – ensure a surprisingly civilized experience. This blend of comfort and extreme performance truly sets it apart, a testament to bespoke automotive design for the discerning client.
Yet, its track prowess is immediately evident. The suspension is notably firmer, with roll stiffness increased by ten percent. Ferrari has equipped it with the manually adjustable Multimatic dampers, a feature typically found in the regular SF90’s optional Assetto Fiorano package. Even on slick asphalt, the XX’s nose dives considerably during hard braking, a characteristic that, counter-intuitively, enhances stability. The tail, by contrast, feels more planted, making the rear end remarkably composed and predictable during turn-in. Where the standard SF90 could feel like a tug-of-war between its axles, the XX’s front and rear work in perfect harmony, a symphony of engineering that makes this monstrous machine surprisingly tractable.
Further enhancing this sense of precision driving dynamics is the latest iteration of Ferrari’s brilliant ABS Evo brake-by-wire system. On the treacherously damp track, I could brake deeper into corners, the XX responding with unerring accuracy to every steering input. The brake pedal, with its short stroke, offers sublime modulation, a testament to the sophistication of its ceramic brakes. The steering, though not as hyper-direct and light as an F8 or 488, provides excellent feedback, its weight subtly increasing under braking and lightening on throttle. It offers a balanced, intuitive feel, allowing for rapid yet measured reflexes, crucial when piloting a car with over a thousand horsepower.
Perhaps the most exhilarating feature in Qualify mode is the “power boost” system. The XX offers 30 such boosts, each unleashing the full 1,030 hp for up to five seconds. Without a boost, the car still churns out 1,017 hp, but these bursts shave approximately 0.25 seconds off a Fiorano lap. The beauty lies in its simplicity: floor the accelerator, and the digital instrument cluster’s yellow bars progressively disappear. What’s more, these boosts can be “saved” through regeneration, mirroring the strategic energy management of a Formula 1 car, adding another layer of tactical depth to the track day experience.
Later in the day, with the circuit dry and the Bridgestone Potenza run-flats swapped for aggressive Michelin Pilot Sport Cup 2 tires, the XX truly came alive. After a few exploratory laps, a data engineer pulled up the telemetry, overlaying my best effort with that of Ferrari test driver Raffaele de Simone. It was a humbling, yet profoundly educational, comparison.
De Simone, in the SF90 XX, had shattered the Fiorano lap record for a street-legal car, clocking an astonishing 1:17.3 with optional carbon-fiber wheels and Cup 2R rubber. This was a full 1.4 seconds faster than an SF90 Stradale Assetto Fiorano – a significant margin, especially when considering the XX’s street legality. Crucially, he achieved this in CT-Off mode, where traction control is disabled, and stability control intervenes significantly later, reserving ESC Off mode for the purest, most unadulterated drifting experiences.
The telemetry analysis was a masterclass in de Simone’s virtuosity. At the first braking point, the XX’s nose dove deep, the front end slicing into the corner with razor-sharp precision. The rear, agile yet planted, subtly pushed the nose in, reducing the understeer inherent in such powerful machines. My apex speed was remarkably close to his, but it was in the transition to throttle where the chasm opened. De Simone’s throttle trace was a velvet-smooth, gradually descending line, meticulously building full power while maintaining perfect traction. Mine, by contrast, was a jarring vertical spike, often leading to hefty outliers in the graphs as I wrestled with the rear, lifting and countersteering to avoid an unscheduled departure. He was already long gone.
Traction in slower and medium-speed corners is predictably challenging with such immense power, but on the fastest stretches, the XX was utterly unflappable. De Simone’s speed line soared above mine, his braking points later, harder, and shorter, allowing him to carry speed deeper into the corners. Every input – steering, throttle, brake – appeared flawlessly executed in the graphs. I lost tenths in the next combination, and further still as he accelerated longer between corners where I could only manage short bursts. The difference wasn’t in steering input, but in sheer confidence and exceptional talent.
The ferocious acceleration into fifth gear towards the bridge turn was punctuated by the new shifting software’s even more brutal, super-fast gear changes, accompanied by the raw, guttural sound of a pneumatically operated racing gearbox. Braking hard and deep, dropping two gears for the apex, I arrived at 44 mph (71 km/h), de Simone at 42 mph (68 km/h). Initially hopeful, the data quickly revealed my flaw: releasing the brake pedal too early, inducing understeer and forcing me to wait for traction before getting back on the gas. He, meanwhile, was already accelerating away, his speed line soaring.
Over the crest of the bridge, the car momentarily felt light, the V8’s revs spiking on the telemetry. Hitting 112 mph (180 km/h) in fifth gear before braking hard downhill into a right-hander, our graphs showed similar waves, but de Simone’s were consistently more refined, peaking higher. Turning into the off-camber corner, the car exhibited a gentle, controllable oversteer. The XX felt calmer here than the regular SF90, its rear end notably more stable. A precise countersteer into the apex, then a controlled powerslide to the outside curb, utilizing every inch of the track. The key, as the engineers stressed, is to minimize slip angle to maintain forward momentum, a task made remarkably intuitive by Ferrari’s sophisticated Side Slip Control (SSC) electronics.
Any passenger would have credited me with de Simone’s abilities, such is the seamless, almost imperceptible intervention of SSC. Its interventions are heard only in the slightly muted roar of the engine, barely felt through the chassis. The only perceived “weakness” in Ferrari’s wonderfully precise driving aids is the binary nature of its traction control – it’s either all on or all off, lacking the multi-position fine-tuning found in some rivals.
Dropping two gears for the hairpin, the slowest point of Fiorano, taken at barely 25 mph (40 km/h), the electric motors on the front axle distinctly pulled the nose through the corner, the outer wheel doing more of the work. This was the only place on the track where the all-wheel-drive system truly asserted itself with a tangible presence. My telemetry graph showed an undulating mess, prompting a raised eyebrow from the engineer. “Showboating for the video,” I sheepishly admitted, explaining the deliberate, camera-friendly oversteer. His polite smile and advice – “Less show and more go” – perfectly encapsulated the pursuit of speed.
The circuit’s fastest corner, a high-speed right-hander in fourth gear, was where de Simone truly excelled, hitting 119 mph (192 km/h) to my 109 mph (176 km/h). He arrived faster and dared to get on the gas earlier. The XX entered this turn with significantly more composure and stability than the standard SF90, carrying its speed and poise effortlessly. The immense downforce worked its magic, allowing for earlier throttle application without fear of the rear end stepping out. “Let the wing do its job and have confidence,” the engineer reiterated. “The rear end really stays put.”
De Simone gained further time on the short straight to the final corner, a long 180-degree sweep in third gear. Again, fighting oversteer, the semi-slick Michelins eventually became the limiting factor – a common theme with modern supercar performance. With two fat black stripes marking my exit, my XX experience concluded, leading to the debriefing.
Comparing my lap time directly with the record was mercifully not possible due to local noise regulations requiring a cruise down the front straight. A convenient excuse, perhaps, but the sheer fact that a reasonably skilled amateur can, in certain corners, closely follow Ferrari’s top test driver in this monster of a machine is profoundly telling.
The SF90 XX Stradale is a world-class performer, an apex predator that defies expectations. A 1,030 hp poster child should be terrifying, yet the XX instills a remarkable sense of control. It’s actually easier to manage than the regular SF90, yet remains impetuous and combative when pushed. The electronics operate with such seamless brilliance, allowing the driver to confidently explore the car’s immense limits while always maintaining a reassuring safety net. Its stiffer suspension, superior aerodynamic efficiency, and precise controls create a level of confidence reminiscent of the legendary 488 Pista, a car that effortlessly elevates its driver’s capabilities on track.
The SF90 XX Stradale performs that same magic, but critically, it doesn’t demand access to the ultra-exclusive XX Program track days of its predecessors. Purists might quibble about its “street legality” diluting the raw, track-only purity of the XX moniker. Indeed, compared to its forebears, this street version is undeniably less extreme, perhaps not a “proper” XX in the traditional sense. However, viewed through the lens of a new era, particularly in the competitive 2025 hypercar market, it is unquestionably an XXL supercar, a genre-defining machine that sets new standards for usable, yet utterly uncompromising, performance. Its F1 technology and carbon fiber construction are not just features; they are foundational elements of a truly exceptional driving experience.
This isn’t just a car; it’s a statement. A testament to Ferrari’s relentless pursuit of perfection, a beacon of automotive innovation that will influence the next generation of hybrid hypercars. If you seek to understand the very pinnacle of contemporary performance, to feel the visceral thrill of a machine engineered without compromise, or to make a statement that transcends mere ownership, the SF90 XX Stradale awaits your command. Don’t just observe the future of driving; seize it.
