Uncaged Performance: The 2025 Ferrari SF90 XX Stradale Blurs the Line Between Road and Racetrack
In the ever-evolving world of hypercar performance metrics and luxury vehicle technology, certain names resonate with an almost mythical quality. For decades, Ferrari’s ‘XX’ designation has been synonymous with pushing the absolute boundaries of track-focused machines, creations so extreme they eschewed road legality entirely, existing solely for the thrill of the circuit. But as we navigate the competitive landscape of 2025, Maranello has unleashed a new beast that fundamentally redefines this hallowed lineage: the SF90 XX Stradale. From my decade of immersion in high-performance automotive engineering and trackside analysis, I can confidently say this isn’t just an evolution; it’s a revolution, a street-legal marvel designed to shatter records and expectations, blending raw circuit prowess with a surprising degree of everyday usability.
The very essence of the XX Program, initiated in 2005 with the Enzo-derived FXX, has been exclusivity and uncompromised performance. These were not mere race cars, lacking FIA homologation, but bespoke instruments for Ferrari’s most esteemed clients to explore the limits of speed in a controlled, factory-supported environment. Each iteration – from the 599 XX to the formidable FXX-K – served as a testbed for groundbreaking technologies that often trickled down to road-going Ferraris, embodying the pinnacle of automotive engineering breakthroughs. They were lighter, more powerful, and astronomically expensive, produced in vanishingly small numbers for an elite club of collectors. The SF90 XX, however, decisively breaks this mold. It is, unequivocally, a road car – a decision that has significantly expanded its availability, albeit still to a highly select clientele. With 799 SF90 XX Stradale coupes and 599 XX Spiders planned, a total of 1,398 units have already been snapped up, predominantly by existing Ferrari owners with multiple Prancing Horses in their stables, a testament to its immediate status as a prized automotive collector market asset and an undeniable exotic car investment. The price of admission, starting around €790,000 for the Stradale, represents a substantial premium over the standard SF90, cementing its position as a truly limited production vehicle.
Ferrari’s bold claim that the SF90 XX is an “experiment” with the XX label belies the profound engineering effort poured into its creation. While it shares a foundational architecture with the standard SF90, the XX is virtually a distinct entity. Interchangeable parts are scarce, limited to the doors and roof. The most visually striking difference, and a cornerstone of its enhanced aerodynamic efficiency, is the extended rear section – nearly half a foot longer – pushing the magnificent, fixed rear wing further back into the cleanest possible airflow. This marks Ferrari’s return to a static rear wing on a road car since the iconic F50 of 1995, a clear signal of its track-first intent. The entire bespoke automotive design of the SF90 XX is a masterclass in functional aesthetics. The front fascia has been completely redesigned with an intricate network of inlets and outlets to precisely manage cooling and airflow, while slots atop the wheel arches minimize turbulent air, optimizing stability at extreme speeds. The result? A staggering 1,168 pounds of downforce at 155 mph – double that of the standard SF90. This aggressive aero package doesn’t just improve performance; it transforms the car’s visual presence, rendering it significantly more ferocious, rugged, and intimidating, a true predator in the hypercar ecosystem of 2025.
Despite its track-focused modifications, the weight saving in the SF90 XX is surprisingly modest – a mere 22 pounds (10 kg) reduction compared to its standard counterpart. This isn’t due to a lack of effort; Ferrari engineers meticulously shaved off approximately 66 pounds through thinner sheet metal, lighter interior panels, and specialized seats crafted with extensive carbon fiber auto parts. However, the addition of larger brakes, the substantial new rear wing, and particularly the robust aluminum supports for that wing, added mass back into the equation. It’s a delicate balancing act, prioritizing structural integrity and extreme performance driving dynamics over outright weight reduction, a common challenge in high-performance automotive engineering.
Under the sculpted rear deck lies a powertrain that epitomizes hybrid supercar innovation. The 4.0-liter twin-turbo V8 engine, already a marvel in the standard SF90, receives a modest but impactful power bump of 30 horsepower, bringing the total output to a breathtaking 1,030 hp. This increase is primarily achieved through a slight compression ratio adjustment (9.54:1 vs. 9.50:1) thanks to new pistons, adding 17 hp and 3 lb-ft of torque. The remaining gain comes from the sophisticated hybrid system. While the three electric motors (two on the front axle, one between the V8 and gearbox) retain their individual power outputs, their combined contribution rises by 13 hp to 233 hp. This enhancement is not about larger motors, but rather superior cooling of the 7.9-kWh battery, allowing it to consistently deliver more sustained power – a critical improvement for track scenarios. The total torque figure remains a formidable 663 lb-ft, limited by the capacity of the eight-speed dual-clutch transmission technology, which retains the same gear ratios as the regular SF90. However, the transmission software has been upgraded to the lightning-quick logic found in the Daytona SP3, ensuring brutal, instantaneous shifts. Further enhancing the visceral experience, a redesigned “hot tube” connects the engine bay directly to the cabin, amplifying the V8’s glorious, untamed roar – because, as any enthusiast knows, raw speed is truly incomplete without an accompanying symphony of sound.
To truly grasp the SF90 XX Stradale’s capabilities, one must experience it on the hallowed asphalt of Fiorano. Ferrari invited the press to do just that, and from my extensive background in Ferrari track experience, I can attest to the significance of this unveiling. My initial session unfolded under damp conditions, yet it provided a wealth of impressions. Unlike its XX predecessors, the SF90 XX is far from a stripped-down, Spartan racer. The cabin, while purpose-built for performance, still offers creature comforts like air conditioning, an infotainment system, and beautifully sculpted carbon-fiber bucket seats with adjustable backrests – a significant upgrade in comfort over the fixed units in the standard SF90 Assetto Fiorano.
The suspension setup is markedly tighter, with roll stiffness increased by ten percent. Ferrari has equipped the XX with the manually adjustable Multimatic dampers found in the regular SF90’s optional Assetto Fiorano package, allowing for precise tuning – though the magnetorheological dampers of the standard car, offering Ferrari’s front axle lift system, are an option. Even on the slick, damp surface, the XX’s nose exhibited pronounced dive under braking, a characteristic trait, but its tail remained impressively planted, ensuring exceptional stability during steering inputs. Where the standard SF90 can sometimes feel as though its axles are in a slight tug-of-war during turn-in, the XX displays a remarkable harmony, making it a far more composed and controllable machine.
Crucial to this composure is the latest iteration of Ferrari’s brilliant ABS Evo brake-by-wire system. On the damp track, it allowed for incredibly deep braking into the apex, with the XX responding faithfully to steering commands. The brake pedal, while short in travel, offered sublime modulation, inspiring immense confidence. The steering, too, provided excellent feedback, its weight subtly increasing under braking as the nose loaded up, then lightening as power was applied. This isn’t the hyper-direct, feather-light steering of an F8 or 488; instead, it delivers a more balanced, communicative feel, encouraging quick yet precise reflexes.
One of the most intriguing features, particularly in Qualify mode, is the provision of 30 “power boosts.” Each boost unleashes the full 1,030 hp for up to five seconds (without a boost, the car produces 1,017 hp). These strategically deployed bursts are designed to shave approximately 0.25 seconds off a Fiorano lap, with around seven boosts typically used per lap. The driver’s role is simple: floor the accelerator. The digital instrument cluster displays 30 yellow bars, which disappear one by one as boosts are utilized. Ingeniously, these boosts can be “saved” through regeneration, akin to energy harvesting in Formula 1 – a true advanced driver-assistance system (ADAS) in supercars that empowers the driver to manage their ultimate weapon.
Later in the day, with the track dried and Michelin Pilot Sport Cup 2 tires replacing the Bridgestone Potenza run-flats, the SF90 XX truly came alive. After a few laps, a data engineer pulled up the telemetry, overlaying my best effort with that of Ferrari test driver Raffaele de Simone – the man who set a new street-car lap record at Fiorano in the SF90 XX Stradale: 1:17.3, equipped with carbon-fiber wheels and fierce Cup 2R rubber. This time was a staggering 1.4 seconds faster than an SF90 Stradale Assetto Fiorano, a testament to the XX’s surgical precision. Intriguingly, de Simone achieved this in CT-Off mode, where traction control is disabled, and stability control intervenes significantly later – ESC Off, he noted, is reserved purely for drifting.
The data analysis was a masterclass in performance driving dynamics. At the first braking zone, the XX’s nose dived deeply, the front end responding with razor-sharp precision to steering inputs. The agile rear end helped pivot the nose in, creating a less pronounced sense of looseness compared to the standard SF90. My apex speed was only marginally slower than de Simone’s, but his finesse was immediately apparent. He would coast slightly before applying throttle with a velvet foot, gradually building to full power, meticulously maintaining traction. His throttle trace was a smooth, descending arc. Mine, in contrast, was a jarring vertical line, indicating abrupt acceleration that overwhelmed the rear tires, leading to noticeable corrections in both throttle and steering as I fought to keep the car on track. The gap, even in the first few corners, began to widen.
Traction management in slower and medium-speed corners proved challenging with so much power, but on the faster straights, the XX was in its element. De Simone’s speed line soared above mine, and for the subsequent turns, he braked later and harder, shortening his braking zone and carrying speed longer. Every input on his graph – steering, throttle, brake – appeared flawlessly executed. I lost more tenths, and in the next fourth-gear combination, he pulled even further ahead. Where I applied short, sharp bursts of gas between corners, de Simone maintained longer, more deliberate acceleration. Our steering inputs were identical, highlighting that the difference lay squarely in confidence and pure driving talent.
The acceleration into fifth gear towards the bridge was exhilarating. The bangs and shifts from the eight-speed transmission, sharpened by the new software, were ferocious, reminiscent 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, this proved deceptive. Where I experienced understeer from releasing the brake too early and had to wait to get back on the gas, he had already accelerated away, his speed line once again surging past mine. Over the bridge, the car felt almost weightless as the V8 revs spiked. The XX hit 112 mph (180 km/h) in fifth gear on that short stretch 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.
Steering into the off-camber turn, the car rotated with a hint of light oversteer, but the XX felt calmer, its rear end significantly more stable than the regular SF90. I countersteered into the apex, then powerslid gracefully to the outside curb, utilizing the full width of the track. The key, as always, is to maintain a small slip angle to optimize forward progress, and Ferrari’s Side Slip Control (SSC) electronics proved instrumental here. A passenger would have credited me with de Simone’s abilities, as the SSC’s interventions were seamless, almost imperceptible. The only refinement Ferrari’s otherwise brilliant driving aids might benefit from is a multi-position traction control setting, offering more granular control between “all on” and “all off.”
Dropping two gears for the hairpin, the slowest point of Fiorano at a mere 25 mph (40 km/h), I could feel the electric motors on the front axle actively pulling the nose through the corner, the outer wheel doing more work. This was the only point on the circuit where the all-wheel drive truly made its presence felt. My telemetry graph in this section showed undulating peaks and troughs, prompting a curious glance from the engineer. My honest reply: “Showboating for the video,” inducing camera-friendly oversteer and wheelspin. His polite advice: “Less show and more go” for a faster time.
The fastest corner on the circuit, a high-speed right-hander taken in fourth gear, truly highlighted the XX’s downforce prowess. De Simone hit 119 mph (192 km/h) there, while I peaked at 109 mph (176 km/h). He arrived faster, dared to get on the gas sooner. The XX entered this turn with significantly more composure and aggression than the regular SF90, carrying its speed and poise through the exit as the aerodynamic efficiency did its work, allowing 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 further time on the short straight leading to the final corner, a long, 180-degree third-gear sweep. Here, the challenge was fighting oversteer, as the semi-slick Michelins eventually reached their limit – a common bottleneck with modern supercars, where the sheer power often exceeds the tire’s ultimate grip. With two fat black stripes trailing me out of the turn, my SF90 XX experience concluded, ushering in the debriefing.
Comparing my lap time directly to de Simone’s record was, fortunately, not possible due to noise restrictions on the front straight. A convenient excuse, perhaps, but the undeniable fact remains: a capable amateur like myself could reasonably keep pace with Ferrari’s top test driver through specific corners in this monumental machine. This speaks volumes about the SF90 XX Stradale’s innate drivability. It is a world-class performer, a 1,030-hp poster child that, surprisingly, doesn’t feel terrifying. Instead, the XX is remarkably easier to control than the standard SF90, yet it retains an impetuous, combative spirit. The advanced driver-assistance systems (ADAS) in supercars work in superb harmony, allowing one to explore the limits undisturbed, always maintaining a crucial safety net. Its stiffer suspension, superior aerodynamic efficiency, and overall refinement instill a level of confidence that evokes memories of the masterful 488 Pista – a car that genuinely elevates its driver’s capabilities on the track.
The SF90 XX Stradale achieves this remarkable feat, and unlike its predecessors, it doesn’t require access to the ultra-exclusive XX Program track days. One could argue it compromises the “purity” of the XX designation by being a street car, making it less extreme than its track-only forebears. However, this is a nuanced perspective. In the evolving landscape of 2025, where next-generation hybrid powertrains are becoming standard, the SF90 XX Stradale stands as an undeniable “XXL” supercar, a testament to Ferrari’s relentless pursuit of innovation and high-performance automotive engineering. It is not merely a car; it’s a statement, a new benchmark, and a thrilling glimpse into the future of road-legal track machines.
Ready to redefine your perception of performance and immerse yourself in the pinnacle of modern luxury vehicle technology? Explore the legacy, the innovation, and the sheer exhilaration that only Ferrari can deliver. Visit your authorized Ferrari dealer to discover how the spirit of the XX Program, now street-legal, continues to push boundaries.
