Unleashing the Beast: The Ferrari SF90 XX Stradale – A 2025 Perspective on Road-Legal Hypercar Dominance
For decades, the designation “XX” within Ferrari’s hallowed halls has been synonymous with an almost mythical echelon of track-focused machines – vehicles so extreme, so singularly dedicated to circuit supremacy, that they transcended the very notion of a “road car.” Since its inception in 2005 with the Enzo-derived FXX, followed by the 599 XX, and later the formidable FXX-K, this elite program has served as Maranello’s bleeding edge for technological innovation, often seeing advancements trickle down to their production models. These weren’t mere race cars; they were bespoke track-day weapons, unburdened by homologation regulations, designed for a select few to experience the purest form of Ferrari performance at exclusive, factory-supported events. They were lighter, more potent, astronomically expensive, and crucially, they lacked a license plate.
Enter the Ferrari SF90 XX Stradale. In a luxury automotive landscape increasingly defined by sustainable performance and digital integration, the SF90 XX, introduced as a game-changer and remaining a pivotal benchmark in 2025, shattered this sacred tradition. This isn’t just another limited-edition hypercar; it’s a fully street-legal supercar, an audacious statement from Maranello that blurs the once-absolute line between the asphalt of the public highway and the hallowed tarmac of the racetrack. This paradigm shift not only democratizes, to a degree, the XX experience but also significantly broadens its reach, allowing Ferrari to introduce 799 SF90 XX Stradales and 599 SF90 XX Spiders into the exclusive garages of its most esteemed clientele – those with a demonstrable history of multiple Ferrari acquisitions. The price tag, starting north of €790,000 for the Stradale and €870,000 for the Spider (a hefty 40% premium over the standard SF90), underscores its position as an investment-grade hypercar, a testament to its rarity and elite automotive engineering. Yet, even at these astronomical figures, the opportunity for VIP track days remains a separate, exclusive invitation.
Ferrari frames the SF90 XX as an “experiment” with the storied XX nomenclature, but to those discerning owners, it is an undeniable masterpiece of precision driving dynamics and cutting-edge aerodynamics. Comparing it to the regular SF90 reveals a profound transformation that goes far beyond a simple badge swap. Only the doors and roof panels remain interchangeable, testifying to the extent of its re-engineering. The XX’s profile is nearly half a foot longer, stretching to a commanding 191 inches. This extended rear section isn’t merely for aesthetics; it’s a meticulously calculated design choice to position the fixed rear wing – a feature unseen on a street-legal Ferrari since the iconic F50 of 1995 – as far back as possible. This ensures the airflow reaches the wing in its most undisturbed state, maximizing its efficacy in generating crucial downforce.
The entire aerodynamic package of the SF90 XX has undergone a radical overhaul. Aggressive slots now adorn the wheel arches, channeling turbulent air and reducing pressure build-up. The front fascia is a symphony of purpose-driven design, bristling with revised inlets and outlets engineered to precisely separate and direct cool and warm air streams, optimizing thermal management for the complex hybrid powertrain and braking system. The cumulative effect of these aero enhancements is staggering: the SF90 XX generates an astonishing 1,168 pounds of downforce at 155 mph, a figure that is double that of the standard SF90. This isn’t just a number; it’s a tangible force that pins the car to the road, instilling a level of confidence and stability previously reserved for full-blown racing machines. Visually, the XX adopts a far more ferocious, rugged, and intimidating presence, a clear signal of its elevated performance intent.
Remarkably, despite the addition of substantial aerodynamic components like the fixed wing and its robust aluminum supports, the SF90 XX achieves a modest but meaningful weight reduction of approximately 22 pounds (10 kilograms) compared to its sibling. This is a testament to Ferrari’s relentless pursuit of efficiency, where engineers meticulously shed some 66 pounds through the use of thinner sheet metal, lighter interior panels, and bespoke lightweight seats. The slight net reduction highlights the challenge of integrating complex, performance-enhancing hardware while still battling for every gram.
The power upgrade is similarly understated yet impactful. The SF90 XX’s total output climbs by 30 horsepower to an earth-shattering 1,030 hp. The heart of this beast, the 4.0-liter twin-turbo V8 engine, benefits from new pistons that elevate the compression ratio slightly (to 9.54:1 from 9.50:1), contributing an additional 17 hp and 3 lb-ft of torque. The remaining power surge stems from the highly advanced hybrid system. While the architecture of the three electric motors – two on the front axle (135 hp each) and one between the V8 and the transmission (218 hp) – remains unchanged, their combined output has been boosted by 13 hp to 233 hp. This is achieved through enhanced cooling for the 7.9-kWh battery, enabling it to discharge power more efficiently and consistently.
While the total system torque remains at a colossal 663 lb-ft, limited by the eight-speed dual-clutch gearbox’s maximum capacity, the transmission itself receives a significant upgrade. It now boasts the sophisticated shifting software derived from the track-bred Daytona SP3, translating to faster, more visceral gear changes that are not only quicker but also contribute to a richer, more aggressive engine note. Further enhancing the aural experience, a redesigned “hot tube” directly connects the engine bay to the cabin, ensuring that the symphony of combustion and forced induction is a constant, thrilling companion. In an era where some luxury hybrid supercars dilute the auditory experience, Ferrari understands that raw, unadulterated sound is integral to the high-performance driving sensation. More speed, after all, must be accompanied by an unparalleled sensory immersion.
As befits the XX legacy, Ferrari extended an exclusive invitation to the press, allowing us to pilot the SF90 XX Stradale on the sacred tarmac of the Fiorano circuit. My initial session unfolded under damp, challenging conditions, yet it provided an immediate revelation: this is no stripped-down, Spartan race car. Far from it. The cabin treats its occupants to air conditioning, a comprehensive infotainment system, and exquisitely crafted carbon-fiber bucket seats featuring adjustable backrests – a significant ergonomic improvement over the standard SF90’s optional fixed-back chairs. This commitment to usability, even within such an extreme machine, further cements its position as a unique track-focused road car.
Dynamically, the XX’s suspension is noticeably tauter. Roll stiffness has been increased by a significant ten percent, and Ferrari has equipped it with the manually adjustable Multimatic dampers found in the regular SF90’s optional Assetto Fiorano package. (For those prioritizing comfort or needing to clear speed bumps, the magnetorheological dampers from the standard SF90 are an option, enabling Ferrari’s front axle lift system.) Even on the slick asphalt, the XX’s nose exhibits a predictable dive under heavy braking, but its tail remains remarkably composed, inspiring greater confidence during turn-in. Where the regular SF90 sometimes feels like its front and rear axles are in a slight tug-of-war during corner entry, the XX’s setup fosters a symbiotic relationship, making it a far more cohesive and manageable machine when pushed to its limits.
The latest iteration of Ferrari’s phenomenal ABS Evo brake-by-wire system further elevates the driving experience. On the damp track, I could brake aggressively deep into the apex, and the XX responded with unwavering obedience to my steering inputs. The brake pedal, characterized by a short stroke, still offered exceptional modulation, allowing for nuanced control – a truly sublime component in the overall dynamic package. The steering, too, is a masterclass in feedback, delivering a rich sense of the front wheels’ engagement. Its weighting increases precisely as the nose compresses under braking, then lightens subtly when throttle is applied, offering a balanced, rather than overly light or hyper-direct, feel. This allows for quick, yet measured, reflexes, eschewing the digital immediacy of some rivals for a more organic connection.
Exiting turns, particularly in Qualify mode, my right foot became more critical than ever. The XX offers 30 “power boosts,” each delivering the maximum 1,030 hp for up to five seconds. Without a boost, the car produces a still-formidable 1,017 hp. These boosts shave approximately 0.25 seconds off a Fiorano lap, with seven typically deployed during a hot run. The beauty of the system is its intuitive nature: simply floor the accelerator, and the digital instrument cluster’s yellow bars progressively disappear. What’s more, unused boosts can be regenerated through energy harvesting, much like in Formula 1, adding another layer of strategic depth for the committed driver.
Later in the day, as the track dried and the mechanics swapped the Bridgestone Potenza run-flats for aggressive Michelin Pilot Sport Cup 2 tires, the real challenge began. After three laps, a data engineer brought up the telemetry, overlaying my best effort with that of Ferrari test driver Raffaele de Simone. It was humbling. De Simone had, in the SF90 XX, set a new street-car lap record at Fiorano: a blistering 1:17.3, accomplished on carbon-fiber wheels and even fiercer Cup 2R rubber. This was a substantial 1.4 seconds faster than an SF90 Stradale Assetto Fiorano, underscoring the XX’s phenomenal capability. Interestingly, this feat was achieved in CT-Off mode, where traction control is disabled and stability control intervenes only at the absolute limit. ESC Off, de Simone notes with a grin, is purely for those seeking to indulge in controlled drifts.
The telemetry provided a stark, yet invaluable, lesson. De Simone, as the data engineer walked me through my lap, was demonstrably faster in crucial areas. At the first braking point, where the XX’s nose dove deep and the front end responded with razor-sharp precision, my apex speed was only marginally slower than his. But then came the crucial difference: de Simone’s “velvet foot.” He smoothly transitioned from coasting to full throttle, meticulously building power and maintaining traction. His throttle trace on the screen was a gracefully descending curve; mine, by contrast, was a stark, almost vertical line, indicating an abrupt, all-or-nothing approach. The ensuing abrupt acceleration overwhelmed the rear tires, manifesting as jagged spikes in the throttle and steering graphs as I fought to control the inevitable oversteer. De Simone was already pulling away.
While traction in slow and medium-speed corners with such immense power proved challenging, the XX truly shone on the faster stretches. De Simone’s speed line soared above mine, his braking points later and harder, his braking zones shorter, allowing him to carry speed longer. Every input on his graph was flawlessly executed, a testament to his innate talent and familiarity with the machine. I continued to lose precious tenths, and in the next fourth-gear combination, he extended his lead further, accelerating longer between corners where I would briefly lift. Our steering inputs were similar, highlighting that the difference lay squarely in confidence and talent.
Then came the hard acceleration into fifth gear towards the right turn onto the bridge. The eight-speed transmission, courtesy of its new shifting software, delivered bangs and reactions that were even more ferocious than expected – super-fast shifts accompanied by fierce shocks and the guttural roar of a pneumatically operated racing gearbox. Braking hard and deep, dropping two gears to reach the apex, I arrived at 44 mph (71 km/h) to de Simone’s 42 mph (68 km/h). Initially, this felt promising. But where I experienced understeer, releasing the brake pedal too early and having to wait to get back on the gas, he had already accelerated away, his speed line once again soaring above mine.
At the crest of the bridge, the car felt almost airborne, the V8’s revs spiking on the telemetry. On this brief straight, the XX hit 112 mph (180 km/h) just into fifth gear before a quick, downhill brake into a right-hander. Our graphs showed similar undulations, but de Simone’s were consistently more refined, peaking higher. Steering into the off-camber turn, the car rotated with a hint of light oversteer. The XX felt significantly calmer here than the regular SF90, its rear end more stable. I countersteered into the apex, power-sliding to the outside curbstones, utilizing every inch of the track. The key, as always, was to maintain a small slip angle to avoid losing forward momentum, and Ferrari’s highly sophisticated Side Slip Control (SSC) electronics proved to be an invaluable co-pilot, intervening imperceptibly.
Any passenger would have credited me with de Simone’s abilities, so seamless and undetectable were SSC’s interventions. Perhaps the only missing piece in Ferrari’s otherwise brilliantly precise driving aids is a multi-position traction control setting; currently, it’s an all-or-nothing proposition. Dropping down a short straight and then two gears for the hairpin, the slowest point of Fiorano at a mere 25 mph (40 km/h), I felt the front axle’s electric motors pulling the nose through, the outer wheel bearing more of the load. This was the sole point on the track where the all-wheel drive truly manifested itself. Halfway through the hairpin, my telemetry graph showed an inexplicable undulation. The engineer, with a puzzled frown, inquired about the anomaly. “Showboating for the video,” I replied honestly, admitting to inducing camera-friendly oversteer and wheel spin (hopelessly slower than the ideal line, but undeniably fun). His polite smile betrayed a lack of understanding. “Less show and more go,” he advised for a faster time.
Next came the fastest corner on the circuit, a high-speed, fourth-gear right-hander. De Simone hit an astounding 119 mph (192 km/h) through here, while I peaked at 109 mph (176 km/h). He arrived faster and dared to get on the gas sooner. The XX entered this turn with significantly greater composure and aggression than the regular SF90, carrying that speed and poise through the exit as the massive downforce worked its magic. This allowed me to get back on the throttle earlier, without the fear of the rear end becoming unsettled. “Let the wing do its job and have confidence,” the engineer urged. “The rear end really stays put.”
Due to his higher exit speed, de Simone gained even more time on the short straight leading to the final corner, a long, third-gear 180-degree sweep. Once again, cornering was a battle against oversteer as the semi-slick Michelins struggled with the immense power – a common limiting factor in modern hypercars. With two fat black stripes following me out of the turn, my intense XX experience drew to a close. It was time for the debriefing.
Directly comparing my lap time with the record was, fortunately for my ego, not possible due to local noise regulations requiring me to cruise down the front straight. A convenient excuse, perhaps, but the revelation remains: a well-meaning amateur can, in certain corners, reasonably follow Ferrari’s top test driver in this monstrous machine. This speaks volumes about the SF90 XX’s inherent accessibility, despite its world-class performance.
The SF90 XX Stradale is a record-breaker, a 1,030-hp poster child that, by all accounts, should be terrifying. Yet, it surprisingly doesn’t deliver that feeling. Instead, it feels more controllable and confidence-inspiring than the regular SF90, while still maintaining an impetuous and combative character. The electronic aids work with sublime effectiveness, allowing drivers to explore beyond their perceived limits with an invisible safety net. Its tighter suspension and revolutionary aerodynamics cultivate a level of confidence reminiscent of the ego boost delivered by the magisterial 488 Pista – a car that genuinely enables its driver to transcend their own abilities on the track. The SF90 XX Stradale achieves this same magic, and crucially, unlike its predecessors, it doesn’t necessitate exclusive access to the highly restricted XX Program track days. While purists might argue that, compared to its track-only forebears, this street-legal version is less “extreme” and therefore not a “proper” XX, there’s no denying its unequivocal status as an XXL supercar, redefining what’s possible for exclusive hypercars on public roads in 2025 and beyond.
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