The Apex Predator Unleashed: Dissecting the 2025 Ferrari SF90 XX Stradale
In the ever-evolving landscape of high-performance automotive engineering, where the line between road-legal hypercar and dedicated track weapon blurs with each passing year, the 2025 Ferrari SF90 XX Stradale emerges not just as a new entrant, but as a definitive statement. For a decade, I’ve had the privilege of witnessing, analyzing, and even taming some of the most formidable machines to roll out of Maranello, but the SF90 XX redefines what’s possible, challenging preconceptions of what a “street car” can truly achieve. It’s a testament to Ferrari’s relentless pursuit of perfection, seamlessly integrating cutting-edge hybrid supercar technology with a radical, track-honed philosophy.
The Sacred XX Lineage: A Tradition Reimagined
The letters “XX” carry an almost mystical weight within Ferrari circles. Since 2005, this designation has been reserved for an elite series of hyper-exclusive, track-only machines – purebred experimental vehicles like the FXX, 599XX, and FXX-K. These were not merely cars; they were rolling laboratories, pushing the boundaries of what was technically feasible, their innovations often filtering down into Maranello’s luxury performance vehicles. Produced in minuscule numbers, devoid of license plates, and strictly confined to Ferrari-managed track events, these machines represented the pinnacle of uncompromising performance, unburdened by road-legal constraints. They were lighter, more potent, significantly faster, and commanded a higher price tag than their road-going counterparts, offering a visceral, unadulterated track day experience.
The SF90 XX Stradale, however, shatters this hallowed tradition, marking a pivotal departure for the Prancing Horse. It is, unequivocally, a street-legal vehicle. This audacious move by Ferrari, while perhaps initially surprising purists, dramatically expands its utility and accessibility – relatively speaking, of course. For 2025, the production run of 799 SF90 XX Stradales and 599 XX Spiders has long been allocated to Ferrari’s most esteemed clientele, those with established collections boasting a minimum of five existing Ferraris. The initial acquisition cost, starting around €790,000 for the Stradale and €870,000 for the Spider—a roughly 40% premium over the standard SF90s—did not even include exclusive VIP track access. This bold reinterpretation of the XX concept allows Ferrari to push its automotive engineering breakthroughs into the hands of more discerning collectors, blurring the very definition of a limited edition Ferrari.
Ferrari may characterize the SF90 XX as an “experiment,” but there’s no denying that the fortunate few who secure one are receiving something extraordinarily special. From a design standpoint, only the doors and roof are shared with the base SF90. The XX model stretches nearly half a foot longer, reaching almost 191 inches, with the majority of this added length situated at the rear. This strategic extension serves a singular purpose: to position the colossal, fixed rear wing far back, allowing for the cleanest possible airflow and maximum downforce generation. This monumental wing is, notably, Ferrari’s first fixed rear aerodynamic element since the iconic F50 of 1995, a clear indication of the XX’s uncompromised performance objectives.
Aerodynamic Artistry: Sculpting Air for Supremacy
The SF90 XX’s advanced aerodynamics package represents a paradigm shift from its progenitor. Integrated slots atop the wheel arches, combined with a comprehensively redesigned front fascia featuring a labyrinth of new inlets and outlets, meticulously manage airflow. This intricate dance of cool and warm air separation and redirection is critical for both cooling and aerodynamic efficiency. The result is staggering: the SF90 XX generates an astounding 1,168 pounds of downforce at 155 mph, effectively double that of the standard SF90. This incredible figure is a testament to the meticulous work of Ferrari’s aerodynamicists, translating directly into enhanced stability and grip at extreme velocities. Visually, the XX is undeniably more ferocious, rugged, and intimidating than the original, its aggressive lines hinting at the immense power contained within.
Despite its enhanced performance, the XX achieves a remarkably modest weight reduction of just 22 pounds (10 kilograms) compared to the regular SF90. While seemingly slight, this figure is deceptive. Ferrari engineers initially shed approximately 66 pounds through strategic automotive lightweighting initiatives, utilizing thinner sheet metal, revised interior panels, and lighter bucket seats. However, larger braking components, the new rear wing, and particularly the robust aluminum supports required to anchor that massive wing, collectively added back a significant portion of that weight. This meticulous balancing act underscores the uncompromising nature of performance car engineering, where every gram and every aerodynamic nuance is painstakingly optimized.
The Heartbeat of Performance: Hybrid Power Perfected
The power increase in the SF90 XX is similarly nuanced, rising by 30 horsepower to a breathtaking total of 1,030 hp. The formidable 4.0-liter twin-turbo V8 engine contributes an additional 17 hp and 3 lb-ft of torque, primarily due to new pistons enabling a slightly higher compression ratio (9.54:1 versus 9.50:1). The remaining power surge stems from the hybrid powertrain technology. While the two electric motors on the front axle (each delivering 135 hp) and the single motor positioned between the V8 and gearbox (218 hp) remain mechanically unchanged, their combined output sees a 13 hp increase to 233 hp. This enhancement is a direct result of the car’s 7.9-kWh battery benefiting from superior cooling, allowing it to consistently deliver more power for sustained periods – a crucial advantage for track performance.
Interestingly, the hybrid powertrain’s total torque figure remains at 663 lb-ft, a deliberate ceiling imposed by the eight-speed dual-clutch gearbox, which cannot reliably handle additional pulling power. Despite identical gear ratios to the regular SF90, the XX receives a significant upgrade in the form of the Daytona SP3’s advanced shifting software. This recalibration not only enhances the precision and speed of gear changes but also contributes to a more engaging engine sound engineering profile. Further aural enhancement is provided by a redesigned “hot tube” that channels the raw, intoxicating symphony of the engine directly into the cabin. Because, as any true enthusiast knows, increased speed is merely a statistic without a profoundly immersive and exhilarating supercar driving experience.
Fiorano’s Crucible: A First-Hand Account
To truly comprehend the SF90 XX Stradale, one must experience it in its intended habitat: the track. Ferrari generously extended an invitation to the press to pilot this extraordinary machine at its hallowed Fiorano circuit. Even with the asphalt damp for the initial session, the XX’s character immediately asserted itself.
Unlike its stripped-down XX predecessors, the SF90 XX is far from spartan. Occupants are treated to modern comforts, including air conditioning, a sophisticated infotainment system, and exquisite carbon-fiber bucket seats featuring adjustable backrests – a notable improvement over those found in the regular SF90. This blend of track focus and driver comfort hints at its unique dual purpose.
The XX’s driving dynamics are unequivocally tighter. Roll stiffness has been ratcheted up by ten percent, and Ferrari has equipped it with the manually adjustable Multimatic dampers typically found in the regular SF90’s optional Assetto Fiorano package. (The magneto-rheological dampers of the standard SF90 are an option on the XX, enabling Ferrari’s front axle lift system.) Even on a slick surface, the XX’s nose exhibits a predictable dive under heavy braking, but its tail remains notably more planted and stable during steering inputs. Where the standard SF90 could feel as if its front and rear axles were in a subtle tug-of-war during turn-in, the XX’s axles work in harmonious concert, making the newer car significantly less demanding to control at the limit.
Assisting this newfound composure is the latest iteration of Ferrari’s brilliant ABS Evo brake-by-wire system. On the damp track, I could confidently brake deep into the apex, and the XX followed my steering inputs with telepathic precision. The brake pedal, characterized by its short stroke, nonetheless offered exceptional modulation—it was, in a word, sublime. The steering, too, provided abundant feedback, conveying a palpable sense of what the front wheels were doing. Its weight progressively increased as the nose loaded up under braking, then lightened discernibly upon throttle application. Crucially, the XX eschews the ultra-light, hyper-direct steering of models like the F8 or 488, opting instead for a balanced, measured feel that encourages quick yet precise reflexes, fostering immense driver engagement.
Exiting turns in the XX introduces a fascinating new dimension: the “power boost” system. In Qualify mode, the car offers 30 discrete power boosts, each delivering the powertrain’s maximum 1,030 hp for up to five seconds. (Without a boost, the XX produces 1,017 hp.) Deploying seven of these boosts throughout a lap of Fiorano shaves approximately 0.25 seconds off the lap time. The driver’s role is elegantly simplified: simply floor the accelerator. As boosts are consumed, 30 yellow bars on the digital instrument cluster vanish one by one. Ingeniously, boosts can also be “saved” through regenerative braking, echoing the strategic energy management found in Formula 1 during qualifying laps.
The Fiorano Record: A Deep Dive into Data
Later in the day, with the track finally dry 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 began to reveal itself. After a series of laps, a data engineer provided an illuminating telemetry overlay of my best effort against the new street car lap record set by Ferrari test driver Raffaele de Simone in the SF90 XX.
De Simone’s record-setting time of 1:17.3 at Fiorano, achieved with carbon-fiber wheels and aggressive Cup 2R rubber, was an astonishing 1.4 seconds quicker than an SF90 Stradale Assetto Fiorano. While this gap is significant for road cars, it’s worth noting that previous XX models typically eclipsed their street counterparts by several seconds. De Simone achieved his feat in CT-Off mode, where traction control is disabled, and stability control intervenes much later. As he sagely noted, ESC Off mode is reserved solely for those who wish to indulge in the art of drifting.
The data engineer meticulously walked me through my lap, highlighting where de Simone gained his precious tenths. At the first braking zone, the XX’s nose plunges deeply, and the front end responds with razor-sharp precision to steering inputs. The rear remains agile, aiding turn-in, yet feels considerably more stable than the regular SF90. My apex speed was only marginally slower than de Simone’s, but his technique revealed a critical difference: a brief coast before a velvety smooth, progressively building application of full throttle, meticulously maintaining traction. His throttle trace on the telemetry was a gracefully descending curve; mine, by contrast, was an abrupt vertical line, often resulting in momentary loss of traction, necessitating micro-corrections and costing valuable momentum. De Simone had already pulled ahead.
Traction in slow and medium-speed corners can be a delicate balance with such immense Ferrari horsepower, but on the fast stretches, the XX revels in its capabilities. De Simone’s speed trace soared above mine, as he consistently braked later and harder, shortening his braking zone and carrying speed deeper into the corners. His every input, from steering to pedals, appeared flawless on the graph. I continued to hemorrhage time, particularly in the fourth-gear combinations, where his ability to accelerate longer between corners, despite identical steering inputs, underscored the profound difference that confidence and sheer talent can make.
The hard acceleration into fifth gear towards the bridge turn was punctuated by the ferocious bangs and instantaneous reactions of the eight-speed transmission, further enhanced by the new shifting software. Shifts were brutally fast, accompanied by the raw, pneumatic crackle reminiscent of a pure racing gearbox. Then, a violent braking maneuver, dropping two gears to clip the apex. I arrived at 44 mph, de Simone at 42 mph. Initially, this seemed promising, but the truth quickly emerged: I suffered from understeer, releasing the brake pedal too early and having to wait to get back on the power, while he was already accelerating away. My speed trace dipped below his once again.
At the summit of the bridge, the car felt almost airborne, the V8’s revs spiking on telemetry. On this short straight, the XX hit 112 mph in fifth gear before a rapid downhill brake into a right-hander. Our graphs showed similar undulations, but de Simone’s were consistently more refined and peaked higher. I steered into the off-camber turn, and the car rotated with a hint of controlled oversteer. Here, the XX felt calmer than the regular SF90, its rear end notably more stable. I countersteered into the apex and then powerslided to the outside curbing, utilizing every inch of the track day performance envelope. The key, as always, was to keep the slip angle minimal to maximize forward progress, a task made infinitely easier by Ferrari’s Side Slip Control (SSC) electronics.
Any passenger would have credited me with de Simone’s otherworldly abilities, as the SSC’s interventions are imperceptible, both audibly and tactilely. If there’s one minor improvement to Ferrari’s otherwise wonderfully precise driving aids, it would be a multi-position traction control setting; currently, it’s either all on or all off.
After a short straight, a double downshift for the hairpin, the slowest point of Fiorano, taken at a mere 25 mph. Here, the electric motors on the front axle distinctly pulled the nose through the corner, with the outer wheel doing the lion’s share of the work. This was the only point on the track where the all-wheel drive truly manifested itself. My telemetry graph in the hairpin showed noticeable undulations, prompting a raised eyebrow from the engineer. “Showboating for the video,” I confessed, explaining the deliberate throttle steering to induce camera-friendly oversteer. His polite smile quickly faded: “Less show, more go,” he advised for a faster time.
Next, the fastest corner on the circuit, a high-speed, fourth-gear right-hander. De Simone hit 119 mph there; I peaked at 109 mph. He arrived faster, dared to get on the gas sooner, and carried that speed and poise through the turn with astonishing confidence. The XX entered this corner significantly harder and more calmly than the regular SF90, its immense downforce gluing it to the asphalt, allowing for an earlier, more aggressive throttle application without fear of the rear end stepping out. “Let the wing do its job and have confidence,” the engineer urged. “The rear end really stays put.”
De Simone’s higher exit speed paid dividends on the short straight leading to the final corner, a long, third-gear 180. Cornering here again involved managing oversteer, as even the semi-slick Michelins eventually found their limit. As is often the case with modern supercar performance, the tires are the ultimate limiting factor. With two fat black stripes trailing behind me as I exited the turn, my intense XX experience concluded, ushering in the debriefing.
Comparisons of my lap time to the record were, fortunately for my ego, not officially possible due to mandatory cruising on the front straight to adhere to noise limits. Yet, the fact that a well-meaning amateur could reasonably follow Ferrari’s top test driver through certain corners in this monstrous machine speaks volumes about its inherent balance and accessibility.
The XXL Supercar: An Unparalleled Proposition
The SF90 XX Stradale is, without question, a world-class performer. A 1,030-horsepower poster child should arguably be terrifying, yet the car inspires a profound sense of control rather than fear. Paradoxically, the XX feels easier to control than the regular SF90, yet remains impetuous and combative, demanding respect. The electronics function superbly, allowing drivers to explore—and even exceed—the limits with a discernible safety net. With its tauter suspension and exceptional downforce explained through its aerodynamic mastery, it cultivates a level of confidence that evokes memories of the magisterial 488 Pista, a car renowned for elevating its driver’s capabilities on the track.
The SF90 XX Stradale achieves this same extraordinary feat, and crucially, unlike its predecessors, it doesn’t necessitate access to a super-exclusive XX Program track day. Some purists might argue about the “purity” of this SF90, seeing it as less extreme, perhaps not a “proper” XX compared to its track-only ancestors. However, in the 2025 automotive landscape, this street-legal marvel is unquestionably an XXL supercar, a defining benchmark for hypercar performance and exotic car investment.
Experience the Future of Performance
The 2025 Ferrari SF90 XX Stradale stands as a testament to Maranello’s unyielding commitment to innovation and driver exhilaration. It represents a bold new chapter in the XX lineage, delivering unprecedented track capability in a road-legal package. If you’re captivated by the pinnacle of automotive engineering, the seamless integration of hybrid supercar technology, and a driving experience that genuinely blurs the line between reality and dream, then you understand the allure of the SF90 XX.
What are your thoughts on this groundbreaking machine? Share your perspective on how the SF90 XX redefines the hypercar segment and what it means for the future of Ferrari’s performance vehicles.
