The Apex Predator: Ferrari’s SF90 XX Stradale Redefines the 2025 Hypercar Landscape
In the fiercely competitive realm of hypercars, where performance metrics are shattered annually and technological prowess dictates dominance, Ferrari has consistently carved its own path. For decades, Maranello’s most extreme expressions have been reserved for the hallowed grounds of private tracks, an exclusive “XX Program” for their most revered clientele. Yet, as we navigate the evolving automotive landscape of 2025, a paradigm shift has emerged, blurring the lines between the unbridled fury of a race car and the sublime experience of a road-legal machine. This evolution culminates in the Ferrari SF90 XX Stradale – a vehicle that doesn’t just push boundaries but obliterates them, setting a new benchmark for what a performance hybrid hypercar can truly achieve.
Having spent over a decade immersed in the world of high-performance automobiles, scrutinizing every nuance from concept to track-day triumph, I can attest that the “XX” designation at Ferrari carries a near-mythical weight. Since its inception in 2005 with the FXX, this program has served as a crucible for radical engineering, a playground for technological breakthroughs that would eventually trickle down to Maranello’s street cars. These were uncompromising, purpose-built track weapons – lighter, more powerful, and exponentially more exclusive than their road-going counterparts, eschewing license plates and FIA homologation in favor of pure, unadulterated speed on dedicated circuits.
The SF90 XX Stradale, however, is a defiant departure from this revered tradition. It’s a full-blooded street car, a licensed and registered entity capable of navigating public roads. This strategic pivot marks a significant turning point, not only for Ferrari but for the entire segment of limited edition hypercars. By making the XX accessible (relatively speaking) for street use, Ferrari has broadened its appeal, allowing a larger, albeit still highly exclusive, cohort of enthusiasts to experience this unparalleled automotive engineering marvel. Production figures—799 Stradales and 599 Spiders—are substantial by XX standards, and predictably, all 1,398 units were immediately snapped up by Ferrari’s most loyal patrons, those with at least five Prancing Horses already gracing their garages. The entry price, beginning at approximately €790,000 for the Stradale and €870,000 for the Spider, represents a roughly 40% premium over the standard SF90, a testament to its elevated status as an investment-grade automobile.
Ferrari acknowledges the SF90 XX as an “experiment” with the XX label, but what these privileged buyers receive is anything but experimental in its execution. The transformation from SF90 to SF90 XX is comprehensive, extending far beyond a mere badge. While a few core components like the doors and roof might be interchangeable, the XX is essentially a re-engineered beast. It stretches nearly half a foot longer, reaching almost 191 inches, with the added length primarily benefiting the rear. This elongation isn’t merely aesthetic; it’s a calculated move to position the newly fixed rear wing further back, allowing for an undisturbed airflow and maximum aerodynamic efficiency. This marks a historic return, as it’s Ferrari’s first fixed rear wing since the iconic F50 of 1995, a detail that speaks volumes about the SF90 XX’s track-focused intent for a track-focused street legal machine.
The aerodynamic package is nothing short of revolutionary. Slots atop the wheel arches, a completely redesigned front fascia with an intricate network of inlets and outlets for precise air management, all contribute to a dramatic leap in downforce. At 155 mph, the SF90 XX generates an astounding 1,168 pounds of downforce – double that of the standard SF90. This isn’t just a number; it translates directly into ferocious grip and unflappable stability at stratospheric speeds, essential for pushing the boundaries of supercar technology 2025. Visually, the XX is a more aggressive, rugged, and undeniably intimidating presence than its progenitor, a clear declaration of its intent to dominate.
Surprisingly, given the typical XX philosophy, the weight reduction is modest. The SF90 XX tips the scales a mere 22 pounds (10 kilograms) lighter than the regular SF90. This initially seems counterintuitive, but a deeper dive reveals Ferrari’s ingenious approach: significant weight savings (around 66 pounds) were achieved through thinner sheet metal, lighter interior panels, and bespoke seats. However, these gains were partially offset by the addition of larger braking components, the substantial new rear wing, and its robust aluminum mounting legs. This illustrates a deliberate trade-off, prioritizing downforce and braking capability over an absolute minimum weight, a strategic decision for optimizing track day performance.
The power increase, too, is a testament to refined engineering rather than brute force. The SF90 XX gains 30 horsepower, bringing the total output to a breathtaking 1,030 hp. The heart of the beast remains the 4.0-liter twin-turbo V8, now featuring a slightly higher compression ratio (9.54:1 vs. 9.50:1) thanks to redesigned pistons, contributing 17 hp and 3 lb-ft of torque. The hybrid system accounts for the remaining boost. While the architecture of the three electric motors (two 135 hp front axle motors and a 218 hp motor between the V8 and gearbox) remains unchanged, their combined output rises by 13 hp to 233 hp. This improvement is attributed to a meticulously re-engineered cooling system for the 7.9-kWh battery, allowing it to consistently deliver more power under extreme conditions. The total torque figure for the hybrid powertrain remains at 663 lb-ft, a limitation imposed by the maximum capacity of the eight-speed dual-clutch gearbox. However, the transmission benefits from the Daytona SP3’s advanced shifting software, delivering even faster, more visceral gear changes. Furthermore, a redesigned “hot tube” connecting the engine bay to the cabin ensures that the symphony of the V8 is perfectly channeled, enhancing the emotional supercar driving experience.
As is tradition with XX models, Ferrari extended an invitation to the press for a baptism by fire at their sacred Fiorano circuit. My initial session took place on a damp track, a formidable challenge that nevertheless offered profound insights. Far from a stripped-down racer, the SF90 XX embraces a surprisingly high level of civility. Air conditioning, infotainment, and exquisitely crafted carbon-fiber bucket seats with adjustable backrests—a significant improvement over the standard SF90’s fixed units—ensure that while performance is paramount, occupant comfort isn’t entirely forsaken. This balance speaks to the SF90 XX’s dual nature as both a formidable track machine and a surprisingly refined luxury hypercar.
The suspension setup is markedly more aggressive. Roll stiffness has been increased by ten percent, and the car comes equipped with the manually adjustable Multimatic dampers found in the regular SF90’s optional Assetto Fiorano package. Even on slick asphalt, the XX’s front end exhibits a predictable dive under heavy braking, but its rear remains remarkably composed, contributing to a sense of enhanced stability through corners. Where the standard SF90 could sometimes feel like its axles were engaged in a subtle tug-of-war during turn-in, the XX demonstrates a symbiotic relationship, the front and rear working in concert to create a more cohesive and confidence-inspiring chassis.
Further aiding this ballet of control is the latest iteration of Ferrari’s brilliant ABS Evo brake-by-wire system. On the treacherous damp surface, I found myself able to trail-brake deep into the apex with astonishing precision, the XX responding faithfully to every steering input. The brake pedal, characterized by a short stroke, offered sublime modulation, allowing for nuanced control over the immense stopping power. The steering, too, is a masterclass in tactile feedback. Its weight increases perceptibly as the front end loads up under braking, then lightens gracefully upon throttle application. This isn’t the hyper-direct, almost telepathic steering of an F8 or 488, but rather a perfectly balanced system that encourages rapid yet measured reflexes, fostering an intimate connection between driver and machine.
One of the XX’s most intriguing features, especially when operating in Qualify mode, is the provision of 30 “power boosts.” Each boost delivers the maximum 1,030 hp for up to five seconds (compared to the standard 1,017 hp), shaving approximately 0.25 seconds off a lap of Fiorano when seven boosts are strategically deployed. The beauty lies in its simplicity: the driver simply floors the accelerator, and the digital instrument cluster indicates the diminishing supply of boosts. Crucially, these boosts can be “saved” through regenerative braking, akin to the energy harvesting strategies employed in Formula 1. This innovative performance driving aid adds another layer of strategic depth to track driving.
Later in the day, with the track finally dry and the Bridgestone Potenza run-flats swapped for aggressive Michelin Pilot Sport Cup 2 tires (or the even fiercer Cup 2R rubber on carbon-fiber wheels for record runs), it was time to compare notes with the master. Ferrari test driver Raffaele de Simone had already carved out a new street-car record at Fiorano in the SF90 XX Stradale: a scorching 1:17.3. This was a full 1.4 seconds faster than an SF90 Stradale Assetto Fiorano – a significant delta for road-legal vehicles. Intriguingly, his record was achieved in CT-Off mode, which disables traction control while allowing stability control to intervene much later, confirming that the ESC Off mode is reserved purely for the brave, or for those seeking to exploit the car’s drift capabilities.
Analyzing the telemetry against de Simone’s record lap was an illuminating, albeit humbling, experience. At the first braking zone, the XX’s nose dove predictably, the front end reacting with razor-sharp precision. The rear remained agile, tucking the nose in, less prone to the subtle looseness that could characterize the standard SF90. My apex speed was only marginally slower than the master’s, but his finesse on throttle application was where the gap widened. De Simone would gracefully roll onto the power, his throttle trace a smooth, descending line, maintaining maximum traction. My trace, a more abrupt, vertical line, reflected an eager but less experienced foot, leading to momentary traction loss and corrections – hefty outliers in the graphs of throttle and steering as I lifted and countersteered to maintain the line. He had already pulled ahead.
Traction, particularly in slow and medium-speed corners with such immense power, is the ultimate challenge. Yet, on the faster stretches, the XX’s prodigious downforce comes into its own. De Simone’s speed line soared above mine; he braked later, harder, and carried speed longer. His every input, from steering to pedals, appeared flawlessly orchestrated in the telemetry. I continued to shed tenths, particularly in the fourth-gear combinations where his longer, more decisive accelerations highlighted the difference in confidence and raw talent.
As we rocketed into fifth gear towards the bridge, the new shifting software delivered even more ferocious bangs and reactions from the eight-speed transmission – super-fast, with fierce shocks and the raw, guttural sound of a pneumatically operated racing gearbox. Braking hard and deep, dropping two gears for the apex, I arrived at 71 km/h (44 mph) to de Simone’s 68 km/h. While this initially sounded promising, my premature release of the brake pedal induced understeer, forcing me to wait for the car to settle before getting back on the gas. He, of course, had already accelerated away, his speed line once again surging ahead. Over the crest of the bridge, the V8’s revs spiked as the car momentarily lightened, hitting 180 km/h (112 mph) in fifth gear before a rapid descent into a tight right-hander. Our graphs showed similar patterns, but his were invariably more refined, peaking higher and carrying speed further.
Steering into the off-camber turn, the car responded with a hint of light oversteer. Here, the XX felt noticeably calmer and more stable than the regular SF90, its rear end holding its line with greater authority. Countersteering subtly, I powered out to the full width of the track, relying on Ferrari’s Side Slip Control (SSC) electronics. The key is to minimize slip angle to maximize forward progress, and the SSC’s interventions are so seamless, so imperceptible, that any passenger might credit me with de Simone’s abilities. The only minor critique of these otherwise brilliantly precise driving aids is the lack of a multi-position traction control setting, offering only an “all on” or “all off” option. This could be a future area for automotive innovation.
Dropping two gears for the hairpin, the slowest point of Fiorano, taken at barely 40 km/h (25 mph), I could feel the electric motors on the front axle actively pulling the nose through the corner, the outer wheel doing the lion’s share of the work. This was the singular moment on the track where the all-wheel drive system truly made its presence felt. My telemetry graph in this section, however, showed a distinct undulation. The data engineer, with a raised eyebrow, inquired about the erratic trace. My honest reply, “Showboating for the video – steering with the throttle to induce camera-friendly oversteer and wheel spin,” was met with a polite but firm, “Less show and more go, for a faster time.”
Next came the fastest corner, a high-speed right-hander taken in fourth gear. De Simone hit 192 km/h (119 mph) where I peaked at 176 km/h (109 mph), arriving faster and daring to get on the gas sooner. The XX entered this turn with significantly greater poise and calmness than the regular SF90, carrying that speed and composure out as the downforce worked its magic, allowing earlier, more confident 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.”
De Simone gained more time on the short straight leading to the final corner, a long, third-gear 180. Here, cornering was a constant battle against oversteer as the semi-slick Michelins reached their limit, a common constraint in modern high-performance vehicle technology. With two fat black stripes tracing my exit, my XX experience concluded. Fortunately, comparing my lap time directly with the record was rendered moot by a mandatory cruise down the front straight to adhere to noise limits. Yet, the fact that a diligent amateur could reasonably follow Ferrari’s top test driver through certain corners in this monstrous machine is profoundly telling.
The Ferrari SF90 XX Stradale is a world-class performer, a 1,030-hp poster child that, surprisingly, doesn’t feel terrifying. Instead, it offers a paradoxical blend of impetuousness and control. It’s an easier car to manage at the limit than the standard SF90, yet it retains a combative spirit. The electronics are superb, allowing you to dance on the edge of adhesion, pushing past the perceived limit while always maintaining a safety net. With its tauter suspension and exceptional aerodynamics, it instills a level of confidence reminiscent of the ego boost delivered by the magisterial 488 Pista – a car that elevates its driver to superhuman heights on the track.
The SF90 XX Stradale pulls off this same trick, and crucially, unlike its predecessors, it doesn’t demand entry into the rarefied air of an exclusive XX Program track day. While purists might argue that this street-legal iteration is “less extreme” and therefore not a “proper” XX compared to its track-only ancestors, there’s no denying its status as an “XXL supercar.” It represents a bold new chapter for Ferrari, a strategic move that acknowledges the evolving desires of its most discerning customers in 2025. It is a masterpiece of aerodynamic efficiency hypercar design, a testament to what is possible when hybrid power meets unparalleled chassis dynamics.
As the automotive world hurtles towards an electrified future, the SF90 XX Stradale stands as a pivotal moment, a vibrant declaration of what’s possible when uncompromising passion meets cutting-edge engineering. What are your thoughts on this bold new chapter for Ferrari? Share your insights and join the conversation as we continue to explore the zenith of automotive innovation.
