Breaking the Mold: The Ferrari SF90 XX Stradale Redefines Hypercar Prowess for 2025
For nearly two decades, the letters “XX” have held a near-sacred, almost mythical significance within the hallowed halls of Ferrari. Since 2005, this designation has been reserved for Maranello’s most uncompromising, track-devouring machines – vehicles so extreme they existed solely for dedicated circuit events, never to grace public roads. Think of legends like the Enzo-based FXX, the exhilarating 599 XX, and the awe-inspiring LaFerrari-derived FXX-K, each with their even sharper Evo iterations. These were, without exception, lighter, more potent, significantly faster, and dramatically more exclusive than their road-going counterparts. Produced in minuscule quantities – mere dozens per model – they represented the pinnacle of Ferrari’s engineering exploration, often pioneering technologies that would eventually trickle down into their street-legal offerings. Yet, they were not “race cars” in the traditional sense, lacking FIA homologation and therefore ineligible for sanctioned competition. Their purpose was pure, unadulterated track mastery.
Then came the SF90 XX Stradale, shattering this cherished tradition and ushering in a new era for Ferrari’s most extreme appellation. In a bold move that sent ripples through the luxury hypercar investment community and ignited fervent debate among purists, the SF90 XX arrived as a fully street-legal machine. This isn’t just a minor tweak; it’s a fundamental reimagining of what an XX model can be. From my decade of immersed experience in the exotic car market trends and driving some of the world’s most potent machinery, this shift is monumental, making the XX badge accessible (albeit still incredibly exclusive) to a wider range of the marque’s most devoted clientele. The practical implications are significant: greater usability for owners and, crucially for Ferrari, the ability to produce a more substantial run. A total of 799 SF90 XX Stradales and 599 XX Spiders were announced, totaling 1,398 units. As of 2025, every single one of these extraordinary vehicles was snapped up almost instantly by Ferrari’s most loyal customers – those typically boasting at least five Prancing Horses already gracing their collections. The starting price, north of €790,000 for the Stradale and €870,000 for the Spider (a hefty 40 percent premium over the standard SF90s), didn’t include access to the hallowed VIP track days that traditionally defined the XX experience, further underscoring its new street-oriented identity. This isn’t merely a purchase; it’s an entry into an elite club, a testament to Ferrari’s unparalleled brand cachet in the ultra-luxury vehicle market.
Ferrari candidly describes the SF90 XX as an “experiment” with the XX label, a foray into uncharted territory. Yet, there’s no question that the fortunate few chosen buyers receive something profoundly special. Delving into its performance vehicle engineering, the SF90 XX shares surprisingly few interchangeable body panels with its standard SF90 sibling, primarily limited to the doors and roof. The XX itself stretches nearly half a foot longer, pushing its total length to an imposing 191 inches. This additional real estate is predominantly at the rear, a deliberate design choice aimed at positioning the car’s most striking new feature: a fixed rear wing. This isn’t just any wing; it’s Ferrari’s first fixed rear wing on a road car since the legendary F50 of 1995, a bold statement in an era where active aero often dominates. The strategic placement ensures the wind interacts with the wing as undisturbed as possible, maximizing its effect.
The entire high-performance automotive aerodynamics package has been profoundly overhauled. Noticeable slots atop the wheel arches, combined with a completely redesigned front end replete with additional inlets and outlets, meticulously separate and direct cool and warm air. This intricate dance of airflow culminates in staggering figures: the SF90 XX generates a colossal 1,168 pounds of aerodynamic downforce at 155 mph – effectively double that of the regular SF90. This isn’t just for bragging rights; it’s a critical component of the car’s enhanced stability and grip at extreme speeds, crucial for a vehicle blurring the lines between street and circuit. Aesthetically, the transformation is equally impactful. The new model sheds any hint of subtlety, presenting a much more ferocious, rugged, and intimidating presence than the original, a clear visual declaration of its elevated performance intent.
One might be surprised to learn that despite this extreme focus on performance, the XX only shaves approximately 22 pounds (10 kilograms) off the weight of the regular SF90. While seemingly modest, this figure tells a nuanced story. Ferrari engineers meticulously saved a substantial 66 pounds through measures like thinner sheet metal, revised interior panels, and lighter-weight seating. However, a portion of this saving was reinvested into performance-enhancing components: larger, more robust brakes, the significant new rear wing, and particularly the reinforced aluminum struts that anchor it, contributing to a net gain of some of that meticulously shed weight. This holistic approach to weight management, balancing reduction with strategic reinforcement, is a hallmark of Ferrari’s automotive innovation 2025.
The powertrain, too, sees an evolution, albeit a characteristically refined one. The combined output rises by a seemingly modest 30 hp, cresting at a total of 1,030 hp. The heart of the beast, the 4.0-liter twin-turbo V8, benefits from a slightly higher compression ratio (9.54:1 versus 9.50:1) thanks to new pistons, liberating an additional 17 hp and 3 lb-ft of torque. The sophisticated hybrid supercar technology accounts for the remainder of the increase. While the electric motor configuration remains consistent with the SF90 – two 135 hp motors on the front axle and a single 218 hp motor between the V8 and gearbox – their combined output is boosted by 13 hp to 233 hp. This enhancement is largely due to the car’s 7.9-kWh battery benefiting from significantly improved cooling, allowing it to sustain and deliver more power for longer durations. The total torque figure for the electric motor performance hybrid powertrain remains at 663 lb-ft, dictated by the eight-speed dual-clutch gearbox’s impressive, yet finite, capacity. However, Ferrari has infused the transmission with the Daytona SP3’s acclaimed shifting software, which doesn’t just improve shift speed but critically enhances the engine’s aural symphony. Further auditory bliss is provided by a redesigned “hot tube” directly connecting the engine bay to the cabin, ensuring that the spine-tingling crescendo of the V8 is an integral part of the Ferrari ownership experience. After all, what is groundbreaking speed without an equally captivating sensory journey?
As is fitting for a car bearing the XX moniker, Ferrari extended an invitation to the press to experience the SF90 XX Stradale on the hallowed asphalt of the Fiorano circuit. My initial session unfolded on a damp track, yet even under these challenging conditions, the XX began to reveal its character. What immediately struck me, distinguishing it from prior XX models, was its surprising liveability. Far from a stripped-down, Spartan race car, the SF90 XX treats its occupants to air conditioning, a fully functional infotainment system, and exquisitely crafted carbon-fiber bucket seats that, crucially, feature an adjustable backrest – a significant ergonomic improvement over the standard SF90’s fixed units. This immediately signals its duality: a track weapon that doesn’t demand monastic sacrifice on the road.
The XX’s chassis dynamics are noticeably sharpened. 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 here, enabling the front axle lift system). Even on the slick, damp asphalt, the XX’s nose exhibits a predictable dive under heavy braking, while its tail feels more composed and less prone to unweighting, resulting in a more stable and reassuring rear end during steering inputs. Where the standard SF90 sometimes feels like its front and rear axles are in a slight argument during turn-in, the XX’s axles work in harmonious concert, making the car a far less intimidating, more predictable partner when pushing the limits. This cohesion is central to advanced driving dynamics at this level.
Further enhancing this sense of control is the latest iteration of Ferrari’s brilliant ABS Evo brake-by-wire system. On the moist track, I could brake astonishingly deep into corners, the XX obediently following steering commands with surgical precision. The brake pedal, characterized by its short stroke, still offered exceptional modulation – a truly sublime experience for a system often criticized for its artificial feel. The steering, too, provides a remarkably accurate sense of what the front wheels are doing. Its weight builds reassuringly as the nose loads up under braking, then lightens subtly when throttle is applied. Unlike the almost hyper-direct, feather-light steering of an F8 or 488, the XX delivers a more balanced, communicative feel, encouraging quick yet precisely measured reflexes – vital for a machine with this level of performance.
Exiting a turn, my right foot becomes an orchestrator of something truly special: the XX offers 30 discreet “power boosts” when in Qualify mode. During each boost, the hybrid powertrain unleashes its full 1,030 hp for up to five seconds. (Without a boost, the car still produces a formidable 1,017 hp.) This tactical deployment shaves approximately 0.25 seconds off a lap of Fiorano, with typically seven boosts utilized per lap. The genius lies in its simplicity: the driver needs only to floor the accelerator. A digital display with 30 yellow bars meticulously ticks down with each activation. Crucially, these boosts can be “saved” through regenerative braking, much like a Formula 1 car preparing for a flying lap – a truly inspired piece of automotive innovation 2025 that bridges the gap between road car and race machine.
Later in the day, as the track dried and the mechanics swapped the Bridgestone Potenza run-flats for Michelin Pilot Sport Cup 2 tires (a substantial upgrade), I could truly explore the XX’s limits. After three familiarization laps, a data engineer brought up the telemetry, overlaying my best effort with that of Ferrari’s legendary test driver, Raffaele de Simone. It was humbling. The SF90 XX, shod with optional carbon-fiber wheels and even fiercer Cup 2R rubber, allowed de Simone to set a new street-car Fiorano lap record of 1:17.3 – a staggering 1.4 seconds quicker than an SF90 Stradale Assetto Fiorano. While previous XX models were several seconds faster than their road-car derivatives, this 1.4-second delta is colossal when comparing two fully street-legal machines. Interestingly, de Simone achieved this feat in CT-Off mode, where traction control is disabled, and stability control intervenes much later. As he notes, ESC Off mode is reserved strictly for those who wish to drift – or simply redefine the laws of physics.
The data engineer, with a knowing smile, walked me through my lap, highlighting de Simone’s mastery. At the first braking point, the XX’s nose dove deeply, the front end responding with razor-sharp precision to the steering. The rear felt agile, assisting in pointing the nose into the apex, less prone to the subtle looseness of the standard SF90. My apex speed was only a few km/h shy of de Simone’s, but then the masterclass began. Where I would coast momentarily before an abrupt, full-throttle application, de Simone’s throttle trace was a smooth, gradually descending line – a velvety application of power that allowed the advanced driving dynamics of the car to maintain optimal traction. My trace, a vertical line plunging to the bottom, reflected an abrupt acceleration that overwhelmed the rear tires, manifesting as wild excursions in the throttle and steering graphs as I lifted and counter-steered to stay on track. De Simone had already pulled ahead, effortlessly.
Traction management in slow and medium-speed corners is a delicate art with this much power, but on the fast stretches, the XX revels in its capabilities. De Simone’s speed line soared above mine, and for the subsequent turn, he braked later and harder, shortening his braking zone and carrying speed longer. Every input on his graph – throttle, brake, steering – appeared flawless, a testament to decades of perfecting his craft. I lost further tenths, and in the next fourth-gear combination, he extended his lead. Where I might give a short burst of gas between corners, de Simone maintained acceleration for longer, his confidence absolute. Our steering inputs were similar, but the difference lay purely in confidence and prodigious talent.
Then came the ferocious acceleration into fifth gear towards the right-hander onto the bridge. The eight-speed transmission’s shifts, thanks to the new software, were even more brutal, delivering super-fast, fierce shocks and the rough, guttural sound of a pneumatically operated racing gearbox. It was time to brake hard and deep, dropping two gears to reach the apex. I arrived at 71 km/h (44 mph), while de Simone was at 68 km/h. This initially seemed promising, but it was a false hope. Where my early release of the brake pedal induced understeer, forcing me to wait for traction before reapplying throttle, de Simone was already accelerating away. My speed line dipped below his once more. Over the crest of the bridge, the car almost took flight, the V8’s revs spiking on the telemetry. On this short stretch, the XX hit 180 km/h (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 smoother and peaked higher – a refined control that spoke volumes.
As I steered into the off-camber turn, the car rotated with a manageable light oversteer. The XX felt calmer and more composed here than the regular SF90, its rear end significantly more stable. A delicate counter-steer to the apex, then a power slide to the outside curbing, utilizing every inch of the track. The key, as with any high-performance machine, is to maintain a small slip angle to avoid scrubbing off forward momentum, and Ferrari’s Side Slip Control (SSC) electronics proved an invaluable aid. A passenger might credit me with de Simone’s abilities, as SSC’s interventions are imperceptible, neither heard nor barely felt. Perhaps the only missing element in Ferrari’s wonderfully precise suite of advanced driver assistance systems is a multi-position traction control setting; currently, it’s all on or all off, leaving a slight gap for granular control.
After a brief straight, I dropped two gears for the hairpin, Fiorano’s slowest point, tackled at barely 40 km/h (25 mph). Here, the electric motors on the front axle truly made their presence felt, subtly pulling the nose through the corner, with the outer wheel shouldering more of the workload. This was, in fact, the only section of the track where I truly sensed the all-wheel drive system actively engaged. Halfway through the hairpin, my telemetry graph showed an inexplicable undulation. The engineer, with a furrowed brow, inquired about the anomaly. “Showboating for the video,” I replied candidly, confessing to intentionally inducing camera-friendly oversteer and wheel spin (a hopelessly slower, but undeniably fun, maneuver). His smile reflected a gentle lack of understanding, his advice pragmatic: “Less show and more go 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) here, while I peaked at 176 km/h (109 mph); he carried more speed into the turn and dared to get on the gas significantly sooner. The XX enters this turn with remarkable composure and precision compared to the regular SF90, carrying that speed and poise through the exit as the aerodynamic downforce truly comes into its own. This allowed me to get back on the power earlier without the unsettling sensation of the rear end getting light. “Let the wing do its job and have confidence,” the engineer advised. “The rear end really stays put.”
De Simone, leveraging his higher exit speed, gained even more time on the short straight leading to the final corner, a long, third-gear 180-degree sweep. Once again, the battle was against oversteer, as the semi-slick Michelins eventually found their limit. As is so often the case with modern supercars, the rubber remains the ultimate limiting factor. With two fat black stripes tracing my exit from the turn, my exhilarating SF90 XX experience drew to a close. It was time for the debriefing.
Comparing my lap time directly with the record was, fortunately for my ego, not possible. To avoid exceeding local noise limits, we had to cruise down the front straight. A convenient excuse, perhaps, but the undeniable truth is this: the fact that a relatively proficient amateur can, in certain sections, reasonably track Ferrari’s top test driver in this monstrous machine is profoundly telling. This is a world-class performer, a 1,030-hp poster child that, by all accounts, should be utterly terrifying. Yet, paradoxically, the SF90 XX Stradale doesn’t deliver that sensation. Instead, it feels more approachable, more controllable than the regular SF90, while retaining an impetuous, combative spirit. The advanced electronics operate with sublime precision, allowing me to confidently explore the car’s limits, always knowing a sophisticated safety net is subtly at work. With its tightened suspension and vastly improved aerodynamics, it cultivates a level of driver confidence reminiscent of the ego boost delivered by the magisterial 488 Pista – a car that genuinely makes its driver feel far more capable on the track.
The SF90 XX Stradale pulls off this same extraordinary trick, and critically, unlike its predecessors, it doesn’t demand entry into a super-exclusive, track-day-only XX Program. While purists might argue that this street-legal iteration compromises the “purity” of the XX badge, making it less extreme than its track-only forebears, its undeniable capabilities and sheer engineering prowess position it as an XXL supercar for the 2025 landscape. It’s a testament to Ferrari’s evolving vision, pushing boundaries and blurring lines to create a new breed of hypercar that is both utterly devastating on track and genuinely thrilling on the open road.
Experience the future of performance. What are your thoughts on Ferrari’s daring leap with the SF90 XX Stradale? Share your insights and join the conversation on the evolution of ultra-performance vehicles!
