The Apex Predator: Driving Ferrari’s SF90 XX Stradale into 2025
For nearly two decades, the letters “XX” have held a mystical, almost sacred resonance within the hallowed halls of Maranello. This wasn’t just a badge; it was an invitation to an exclusive, uncompromising realm of track-only machines, distilled from Ferrari’s most potent road cars and pushed beyond the limits of conventional homologation. From the Enzo-derived FXX to the 599 XX and the formidable FXX-K, these weren’t mere race cars; they were rolling laboratories, designed for a select few to experience cutting-edge technologies on dedicated circuits under Ferrari’s watchful eye. They were lighter, more powerful, and faster, yet fundamentally off-limits to public roads, lacking a simple license plate.
But now, as we navigate the dynamic automotive landscape of 2025, Ferrari has shattered this long-standing tradition with a stroke of audacious brilliance. Enter the SF90 XX Stradale. This isn’t an experiment merely flirting with the XX designation; it’s a full-blooded declaration. For the first time, the unbridled ferocity of the XX program has been channeled into a road-legal machine, blurring the line between street and circuit performance with an unprecedented audacity. This move, while perhaps controversial among purists, is a shrewd strategic play, reflecting Ferrari’s evolving vision in an era of hyper-technological, highly exclusive, and increasingly electrified performance vehicles. It allows Ferrari to significantly expand the reach of the XX experience, bringing its extreme track pedigree to a broader (albeit still ultra-exclusive) client base, cementing its position at the pinnacle of luxury hybrid supercar investment.
The SF90 XX Stradale, alongside its Spider counterpart, represents more than just an iteration; it’s a redefinition. In a market where limited edition Ferrari models are highly coveted, the production run of 799 Stradales and 599 Spiders, totaling 1,398 units, sold out instantly to Ferrari’s most loyal patrons – those whose garages already house an impressive collection of Maranello’s finest. This exclusivity, combined with a starting price north of €790,000 for the Stradale, ensures its status as a significant acquisition in the supercar market trends 2025. This isn’t just about owning a car; it’s about holding a piece of evolving automotive history, a testament to Ferrari’s relentless pursuit of innovation and its masterful blend of heritage with future-forward engineering.
From an expert’s vantage point, with a decade deeply immersed in the nuances of high-performance automotive engineering, the SF90 XX’s transformation is nothing short of fascinating. While sharing its foundational architecture with the standard SF90, nearly every surface and component has been meticulously re-engineered to unlock a new echelon of performance. One of the most visually striking and functionally critical changes is the reintroduction of a fixed rear wing – a sight not seen on a road-going Ferrari since the iconic F50 of 1995. This isn’t merely a design flourish; it’s a pivotal element of an entirely revised aerodynamic package, meticulously sculpted to deliver unprecedented levels of downforce.
The XX’s extended rear, nearly half a foot longer than the standard SF90, serves a precise purpose: to position that upright wing optimally, allowing the airflow to hit it as undisturbed as possible for maximum efficiency. But the aero story doesn’t end there. The front fascia has been completely redesigned with a more aggressive stance, featuring larger inlets and outlets that strategically separate and direct cool and warm air, improving cooling efficiency for the hybrid powertrain and brakes. Slots atop the wheel arches, an S-duct in the hood, and a more pronounced diffuser all contribute to the car’s astonishing aero balance. The result? A staggering 1,168 pounds of downforce at 155 mph – double that of the regular SF90. This incredible aerodynamic grip isn’t just for straight-line stability; it fundamentally transforms the car’s cornering capabilities, making it stick to the asphalt with an almost magnetic force. In the realm of automotive aerodynamics explained, the SF90 XX sets a new benchmark for road cars.
Underneath its dramatically restyled skin, the SF90 XX retains the core of its predecessor’s revolutionary hybrid powertrain, but with significant enhancements. The heart of the beast remains Ferrari’s potent 4.0-liter twin-turbo V8, now boasting slightly higher compression (9.54:1 vs. 9.50:1) thanks to redesigned pistons, which alone add 17 hp and 3 lb-ft of torque. Coupled with three electric motors – two on the front axle and one nestled between the V8 and the eight-speed dual-clutch gearbox – the total system output climbs to an electrifying 1,030 hp. While the individual motor outputs remain consistent, the combined electric output sees a 13 hp boost to 233 hp. This increment is attributed to a better-cooled 7.9-kWh battery, allowing it to deliver power more consistently and efficiently. This sophisticated integration of combustion and electric power solidifies its status as a leading hybrid supercar technology platform.
Despite the power increase, the total torque output remains at 663 lb-ft, a testament to the engineering limits of the transmission. However, Ferrari has bestowed the XX with the Daytona SP3’s shifting software, delivering gear changes with a newfound ferocity and an auditory punch that transforms the driving experience. Further enhancing the visceral connection, a redesigned “hot tube” directly links the engine bay to the cabin, piping the raw, unfiltered symphony of the V8 directly to the driver’s ears. In 2025, where many performance cars soften their edges, the SF90 XX doubles down on sensory engagement, proving that more speed is truly nothing without a better experience.
One might expect an XX model to shed every ounce of unnecessary weight, but the reality is nuanced. The SF90 XX sheds a modest 22 pounds (10 kg) compared to the regular SF90. This seemingly small figure belies a significant engineering effort: Ferrari saved a commendable 66 pounds through thinner sheet metal, lighter interior panels, and bespoke lightweight seats. However, this saving was partially offset by the addition of larger, more potent brakes, the substantial fixed rear wing, and the robust aluminum supports required to anchor it securely. The pursuit of carbon fiber body panels and other lightweighting strategies remains central to such extreme machines, but structural integrity and downforce requirements add their own demands.
My opportunity to pilot the SF90 XX Stradale arrived on the hallowed asphalt of Fiorano, Ferrari’s private test track – a place where legends are born and records are shattered. The initial session was damp, providing an early taste of the car’s remarkable composure even in challenging conditions. Unlike its track-only XX predecessors, which often felt spartan and uncompromising, the SF90 XX Stradale surprises with a degree of civility. The cabin, while purpose-built, still coddles occupants with air conditioning, an infotainment system, and exquisitely crafted carbon-fiber bucket seats featuring adjustable backrests – a significant improvement in comfort over the standard SF90’s optional lightweight seats. This blend of comfort and extreme performance reflects the evolving expectations for supercar driving experience even in track-focused models.
The suspension setup is noticeably tighter, with roll stiffness increased by ten percent. Ferrari has equipped the XX with the manually adjustable Multimatic DSSV dampers, typically found in the optional Assetto Fiorano package on the regular SF90. These sophisticated dampers, critical for precise body control, allow for fine-tuning that truly sets the XX apart. Even on damp asphalt, the car’s front end exhibits a remarkable eagerness to dive under braking, yet the tail remains notably more planted and stable during turn-in. Where the standard SF90 could sometimes feel like its axles were subtly fighting each other during corner entry, the XX’s chassis feels harmoniously integrated, making it a far more composed and manageable machine on the limit.
The braking system, enhanced by the latest version of Ferrari’s brilliant ABS Evo brake-by-wire technology, is nothing short of sublime. Even with reduced grip on the damp track, I could brake aggressively deep into the apex, the XX responding precisely to steering inputs. The brake pedal, characterized by a short stroke, offers exceptional modulation – a critical attribute for extracting maximum performance and confidence, especially when equipped with powerful Brembo carbon ceramic brakes.
Steering feedback is exemplary, communicating precisely what the front wheels are doing. It gains a satisfying weight as the nose loads up under braking and lightens proportionally upon throttle application. This isn’t the hyper-direct, feather-light steering of an F8 or 488; instead, it offers a beautifully balanced feel, demanding quick but measured reflexes, making for a truly engaging and confidence-inspiring drive.
The SF90 XX introduces an intriguing innovation: 30 “power boosts” available in Qualify mode. These allow the powertrain to deliver its maximum 1,030 hp for up to five seconds at a time (without a boost, the car produces 1,017 hp). The driver simply floors the accelerator, and a series of yellow bars on the digital instrument cluster depletes one by one. This system, reminiscent of KERS in Formula 1, shaves approximately 0.25 seconds off a lap of Fiorano, with typically seven boosts deployed. The ability to “save” boosts through regeneration adds another layer of strategic depth, transforming pure acceleration into a tactical game, vital for competitive Fiorano lap record cars.
Later in the day, with the track dried out and Michelin Pilot Sport Cup 2 tires replacing the Bridgestone Potenza run-flats, the XX truly came alive. After a few hot laps, a data engineer pulled up the telemetry, overlaying my best effort with that of Ferrari test driver Raffaele de Simone. It was humbling and incredibly educational. De Simone, behind the wheel of the SF90 XX fitted with optional carbon-fiber wheels and even more aggressive Cup 2R rubber, had recently set a new street-car lap record at Fiorano: a blistering 1:17.3. This was a significant 1.4 seconds faster than an SF90 Stradale Assetto Fiorano, a testament to the XX’s profound enhancements. He achieved this in CT-Off mode, where traction control is disabled, and stability control intervenes much later – a setting for the truly committed, as ESC Off is reserved for controlled drifts.
The telemetry told a vivid story. At the first braking point, the XX’s nose dove decisively, and the front end responded with razor-sharp precision. My speed at the apex was surprisingly close to de Simone’s, but his finesse immediately became apparent. He would gently “coast” for a fraction of a second before applying the throttle with a velvet foot, gradually building to full power and maintaining flawless traction. My trace, a vertical line indicating an abrupt, all-or-nothing throttle application, revealed the raw truth: the rear tires couldn’t handle such sudden power, resulting in noticeable corrections on the graph as I lifted and countersteered. De Simone’s smoother, more disciplined approach allowed him to pull away decisively.
Traction out of slow and medium-speed corners is a delicate dance with so much power on tap, but on the fast stretches, the XX excels. De Simone’s speed line soared above mine; he consistently braked later and harder, carrying speed longer. Every input on his graph was flawlessly executed. The new shifting software, delivering super-fast shifts with fierce, racing gearbox-like shocks and sounds, amplified the sensation of raw power and speed as we rocketed towards the bridge.
In one particular off-camber turn, the XX displayed a remarkable composure, turning in with a light, manageable oversteer. Here, it felt calmer and more stable than the regular SF90. Ferrari’s Side Slip Control (SSC) system proved invaluable, allowing for exhilarating powerslides to the outside curbstones while maintaining a small slip angle to preserve forward momentum. The beauty of SSC is its seamlessness; its interventions are barely felt or heard, making even a well-meaning amateur feel like a driving god. The only minor critique for Ferrari’s otherwise wonderfully precise driving aids is the lack of a multi-position traction control setting; it’s currently either fully on or largely off.
The hairpin, Fiorano’s slowest point, provided a unique insight into the hybrid system’s utility. Tackled at just 25 mph (40 km/h), the electric motors on the front axle actively pull the nose through the corner, with the outer wheel contributing more – a rare instance where the all-wheel-drive system is distinctly felt. The engineer, observing my telemetry during one rather enthusiastic corner, questioned my undulating graph. “Showboating for the video,” I admitted honestly – inducing camera-friendly oversteer and wheelspin, hopelessly slower but undeniably fun. His advice was clear: “Less show and more go.”
Entering the circuit’s fastest corner, a high-speed, fourth-gear right-hander, de Simone hit 119 mph (192 km/h) to my 109 mph (176 km/h). He arrived faster, dared to get on the gas sooner, and carried astonishing speed and poise through the apex. The immense downforce from that fixed rear wing created an unwavering stability, allowing for earlier 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.”
My XX experience culminated in the final corner, a long, third-gear 180, fighting oversteer as the semi-slick Michelins reached their limit – a common bottleneck for modern supercars. Two fat black stripes tracing my exit marked the end of an extraordinary session.
Comparing my lap time with the official record wasn’t possible, as we had to cruise down the front straight to adhere to noise limits – a convenient excuse, perhaps. But the fact that a dedicated amateur can reasonably follow Ferrari’s top test driver through several corners in this monster of a machine is profoundly telling.
The SF90 XX Stradale is an undeniable world-class performer. A 1,030-hp poster child should be terrifying, yet it isn’t. Instead, it’s remarkably easier to control than the regular SF90, though still inherently impetuous and combative. Its sophisticated electronics work in superb harmony, allowing drivers to push confidently towards the limits while maintaining an invaluable safety net. With its tauter suspension, refined aerodynamics, and communicative chassis, it fosters a level of driver confidence reminiscent of the ego boost delivered by the magisterial 488 Pista – a car that genuinely makes its driver feel more skilled.
The SF90 XX Stradale pulls off this same trick, but with a crucial distinction: unlike its predecessors, it doesn’t require access to the ultra-exclusive XX Program track days. While some purists might argue this street-legal version dilutes the “purity” of the XX designation, making it less extreme than its track-only brethren, there’s no denying its profound impact. This isn’t just an evolution; it’s a revolution. The SF90 XX Stradale isn’t merely an “XX” Ferrari; it is, without question, an “XXL” supercar for the 2025 landscape – a stunning synthesis of uncompromising performance, cutting-edge technology, and exhilarating road legality that continues to redefine the boundaries of what a hypercar can be.
Explore the future of automotive excellence. Visit your nearest Ferrari dealership to discover the groundbreaking innovations and unparalleled driving experiences that define Maranello’s legacy in 2025.
