The Unchained Beast: Ferrari SF90 XX Stradale Redefines Hypercar Performance for 2025
For nearly two decades, the “XX” designation at Ferrari has held an almost mythical status, a whispered secret among Maranello’s most loyal and elite clientele. These weren’t mere road cars; they were bespoke, track-only weapons, technological testbeds engineered to push the boundaries of what was conceivable on four wheels. From the Enzo-derived FXX to the fearsome FXX-K, each iteration served as a crucible for cutting-edge innovation, a living laboratory where future road-car technologies were born, honed, and unleashed. Yet, for all their groundbreaking prowess, these machines remained confined to the hallowed asphalt of private track days, unburdened by license plates or the demands of public roads. They were pure, unadulterated performance, an exclusive indulgence for the fortunate few.
Now, as we navigate the dynamic automotive landscape of 2025, Ferrari has shattered this long-standing tradition with a stroke of audacious genius: the SF90 XX Stradale. This isn’t just another high-performance model; it’s a radical reinterpretation of the XX ethos, an unchained beast engineered for both circuit dominance and road-legal exhilaration. It represents not just an evolution, but a revolution, blurring the lines between street and circuit in a way no Ferrari has before, and in doing so, setting a new benchmark for luxury hypercar investment and elite supercar ownership.
The XX Ethos Evolved: A New Era of Exclusivity
To truly appreciate the SF90 XX Stradale, one must first understand its lineage. The original XX program, initiated in 2005, wasn’t about competitive racing; it was about extreme R&D disguised as ultimate driver experiences. Owners became de facto test drivers, providing invaluable feedback that often found its way into Maranello’s next-generation road cars. These machines—the FXX, 599 XX, and FXX-K, along with their even more potent Evo variants—were lighter, more powerful, and astronomically more expensive than their road-going siblings. Their sole purpose was track mastery, devoid of the compromises necessary for street legality.
The SF90 XX, however, stands as a stark departure. It’s a completely street-legal machine, a proper road car imbued with the raw, untamed spirit of its track-only predecessors. This strategic pivot not only dramatically expands its usability but also allows Ferrari to cater to an unprecedented demand for a track-focused weapon that can still be driven home. The sheer market hunger for such a vehicle in 2025 is evident: all 799 SF90 XX Stradales and 599 XX Spiders—a staggering 1,398 units in total—were presold to Ferrari’s most esteemed clients, typically those with at least five Prancing Horses already gracing their garages. This isn’t just about acquiring a car; it’s about securing a piece of limited production Ferrari history, a tangible asset in the escalating world of exclusive supercar investment. The price of admission, starting around €790,000 for the Stradale and €870,000 for the Spider (a roughly 40% premium over the standard SF90), underscores its position at the absolute pinnacle of premium sports car market trends 2025.
Ferrari may call the SF90 XX an “experiment” with the XX label, but the outcome is undeniable: an unparalleled blend of uncompromising performance and unexpected accessibility, wrapped in a package that screams automotive innovation.
Aero Dominance: Sculpted for the Stratosphere
One glance at the SF90 XX Stradale, and its intent becomes unequivocally clear. This is a car sculpted by the wind, an aerodynamic marvel designed to cleave the air with maximum efficiency and minimum resistance. The most striking visual cue, and a monumental functional statement, is the fixed rear wing—the first on a Ferrari street car since the iconic F50 of 1995. This isn’t a mere stylistic flourish; it’s a meticulously engineered component, pushed as far back as possible to ensure the airflow reaching it is undisturbed, maximizing its downforce generating potential. This element alone signals Ferrari’s commitment to aerodynamic optimization supercar design.
But the fixed wing is just the tip of the iceberg. The entire aero package has been re-imagined. The front end is a symphony of aggressive inlets and outlets, meticulously designed to separate and direct cool and warm air, managing thermal loads while simultaneously enhancing frontal downforce. Slots atop the wheel arches, reminiscent of full-blown race cars, relieve pressure within the wheel wells, further refining airflow and reducing lift. Underneath, a sophisticated network of diffusers and underbody channels works in concert to suck the car to the tarmac. The result is astonishing: the SF90 XX delivers a monumental 1,168 pounds of downforce at 155 mph—twice that of the standard SF90. This incredible figure translates directly into unparalleled stability and grip, allowing drivers to exploit the car’s prodigious power with newfound confidence, pushing the boundaries of high-performance vehicle dynamics.
Aesthetically, the SF90 XX is a beast unleashed. Where the standard SF90 exhibits a sleek, elegant aggression, the XX iteration adopts a more ferocious, rugged, and intimidating demeanor. It’s longer by nearly half a foot, reaching almost 191 inches, with the added length primarily in the rear to accommodate that audacious wing. Every revised panel, every new vent, every sharpened edge communicates a singular message: this car means business, a bold declaration of Ferrari’s cutting-edge automotive technology and design philosophy for the modern hypercar era.
Engineering Prowess: Power, Precision, and Purity
Underneath that aerodynamically optimized skin lies a powertrain that epitomizes Ferrari’s relentless pursuit of performance. The SF90 XX retains the core of its predecessor’s hybrid system but elevates it to new heights. The heart of the beast is a formidable 4.0-liter twin-turbo V8 engine, now breathing with slightly higher compression (9.54:1 versus 9.50:1) thanks to redesigned pistons, contributing an extra 17 hp and 3 lb-ft of torque. This meticulous attention to internal combustion refinement is a testament to Ferrari’s dual-pronged approach to next-generation hybrid performance vehicle development.
The electric component, while using the same two motors on the front axle (each capable of 135 hp) and a single unit between the V8 and gearbox (218 hp), also sees a significant boost. The key improvement lies in enhanced cooling for the 7.9-kWh battery, allowing it to sustain peak power delivery more effectively. This results in a combined electric output increase of 13 hp, bringing the total electric grunt to 233 hp. When the V8 and electric motors synchronize, the SF90 XX Stradale unleashes a mind-boggling 1,030 horsepower. The total torque figure remains unchanged at a robust 663 lb-ft, a testament to the fact that the eight-speed dual-clutch gearbox is already operating at its formidable limits. The gear ratios are identical to the regular SF90, but the transmission benefits from the Daytona SP3’s acclaimed shifting software, delivering shifts that are not just lightning-fast but also imbued with a visceral, almost savage character.
Despite the added aerodynamic hardware and enhanced components, Ferrari’s engineers managed to keep the weight increase minimal. The XX is only about 22 pounds lighter than the standard SF90, a seemingly modest figure that belies the extensive effort involved. Ferrari achieved significant weight savings (around 66 pounds) through thinner sheet metal, lighter interior panels, and bespoke seats. However, larger brakes, the new rear wing, and the robust aluminum supports for that wing inevitably added mass back into the equation. This holistic approach to weight management underscores the meticulous balance required to craft such an extreme machine.
And then, there’s the sound. No Ferrari experience is complete without an intoxicating symphony from the engine bay. The SF90 XX ensures this through a redesigned “hot tube” that directly connects the engine bay to the cabin, amplifying the V8’s ferocious growl and mechanical harmonics. The result is an aural assault that perfectly complements the car’s visual and kinetic intensity, enhancing the exclusive driving experiences for which Ferrari is renowned.
Behind the Wheel: Fiorano Unveiled
My journey with the SF90 XX Stradale began, appropriately, at Ferrari’s legendary Fiorano circuit. The initial session was under damp conditions, a true test of the car’s composure and the sophistication of its electronic safeguards.
Immediately, a surprising truth emerged: unlike its stark XX predecessors, the SF90 XX is far from a stripped-down racer. Air conditioning, an infotainment system, and exquisitely crafted carbon-fiber bucket seats with adjustable backrests (a significant upgrade over the regular SF90’s fixed units) all contribute to a cabin that, while focused, retains a remarkable degree of comfort and usability. This duality is central to its track-focused street car identity.
The chassis and suspension represent a pivotal area of improvement. Roll stiffness has been increased by a noticeable ten percent, and Ferrari has equipped the car with the manually adjustable Multimatic dampers typically found in the regular SF90’s optional Assetto Fiorano package. Even on slick asphalt, the XX’s nose dives considerably during hard braking, but the rear end feels significantly more composed and stable upon turn-in. Where the regular SF90 could sometimes feel like its front and rear axles were in a subtle tug-of-war, the XX exhibits a harmonious synergy, making the car less of a handful and inspiring greater confidence.
Braking is handled by the latest iteration of Ferrari’s brilliant ABS Evo brake-by-wire system. On the wet track, I could brake astonishingly deep into the apex, the XX faithfully carving the path dictated by the steering wheel. The brake pedal, with its short stroke, offers sublime modulation, a testament to the system’s precision and responsiveness.
The steering provides excellent feedback, communicating exactly what the front wheels are doing. Its weight builds predictably under load, then lightens as throttle is applied. Crucially, it avoids the hyper-light, ultra-direct feel of models like the F8 or 488. Instead, the XX offers a balanced, measured steering feel, perfectly suited for quick yet precise inputs, essential for pushing the limits in high-performance driving.
A unique feature of the XX is its “power boost” system. In Qualify mode, the car offers 30 discrete boosts, each delivering the maximum 1,030 hp for up to five seconds. Without a boost, output stands at 1,017 hp. These boosts shave approximately 0.25 seconds off a lap of Fiorano, with typically seven deployed. The driver’s task is simple: floor the gas pedal. A digital display indicates the remaining boosts, and, fascinatingly, they can be “saved” via regeneration, much like in Formula 1 before a flying lap. It’s a clever system that adds an engaging, tactical layer to the driving experience.
Later in the day, with the track dried and the Bridgestone Potenza run-flats swapped for aggressive Michelin Pilot Sport Cup 2 tires, the true potential of the SF90 XX began to reveal itself. After a few exploratory 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, at the wheel of the SF90 XX with optional carbon-fiber wheels and even fiercer Cup 2R rubber, had set a new street car lap record at Fiorano: a blistering 1:17.3. This was 1.4 seconds faster than an SF90 Stradale with the Assetto Fiorano package – a significant margin in road car terms, though previous XX models had been several seconds quicker than their standard counterparts. Interestingly, de Simone achieved this in CT-Off mode, where traction control is disabled and stability control intervenes much later, noting that ESC Off is reserved purely for drifting.
The Masterclass: De Simone vs. The Expert
Reliving my lap through the data with the engineer was a masterclass in driving, highlighting the nuances between a capable driver and a true professional.
At the first major braking point, the XX’s nose dove deeply, and the front end responded with razor-sharp precision to my steering inputs. The rear was agile, helping to push the nose in, though a touch of looseness remained—less than the regular SF90, but present. My apex speed was only a few km/h slower than de Simone’s, which initially felt encouraging. But then, the data illuminated the crucial difference: de Simone would ever-so-slightly coast, then apply the throttle with a “velvet foot,” gradually building to full power while maintaining perfect traction. His throttle trace was a smooth, descending line. Mine, by contrast, was an abrupt vertical plunge to the floor. The resulting instantaneous acceleration was often more than the rear tires could handle, manifesting as hefty outliers in the throttle and steering graphs as I lifted and countersteered to stay on track. De Simone had already pulled away.
Traction in slow and medium-speed corners with such immense power is always a delicate dance, but on the fast stretches, the XX truly shone. Here, de Simone’s speed line surged well above mine. For the subsequent turn, he braked later and harder, his braking zone compressed, carrying speed for longer. Looking at the graph, his every input—wheel, pedals—appeared flawlessly executed. I lost another few tenths, and through the next fourth-gear combination, he extended his lead. Where I’d apply short bursts of gas between corners, de Simone would accelerate for longer, his confidence in the car’s automotive stability unwavering. Our steering inputs were similar, illustrating that the difference wasn’t about lines, but about pure confidence and supreme talent.
Then came the hard acceleration into fifth gear towards the right turn onto the bridge. The eight-speed transmission, with its new shifting software, delivered ferocious bangs and reactions. Shifts were super-fast, accompanied by fierce shocks and the raw, guttural sound of a pneumatically operated racing gearbox. It was glorious. Then, it was time to brake hard and deep, dropping two gears for the apex. I arrived at 71 km/h (44 mph); de Simone at 68 km/h. This initially seemed hopeful until I realized my understeer after releasing the brake too early forced me to wait to get back on the gas. He, meanwhile, had already begun accelerating, his speed line dipping below mine once again.
At the top of the bridge, the car felt almost airborne, the V8’s revs spiking on the telemetry. On this short stretch, the XX hit 180 km/h (112 mph) in fifth gear before I had to brake quickly downhill into a right-hander. Our graphs showed similar waves, but de Simone’s were consistently more refined and peaked higher. I steered into the off-camber turn, and the car rotated with a delightful hint of light oversteer. Here, the XX felt calmer, its rear end more stable than the regular SF90. I countersteered into the apex, then powerslided to the outside curbstones, using the full width of the track. The key, as always, is to maintain a small slip angle to avoid losing forward progress, and Ferrari’s Side Slip Control (SSC) electronics proved nothing short of miraculous, subtly intervening to aid without disrupting the flow. Any passenger would have credited me with de Simone’s abilities, because SSC’s interventions were seamless, barely audible, and almost imperceptible. Perhaps the only missing element in Ferrari’s otherwise wonderfully precise driving aids is a multi-position traction control setting; currently, it’s all on or all off.
After dropping down a short straight, I downshifted two gears for the hairpin. The slowest point of Fiorano, taken at barely 40 km/h (25 mph), was where I genuinely felt the all-wheel drive, the electric motors on the front axle actively pulling the nose through the corner, the outer wheel doing more work. Halfway through, my telemetry graph showed some wild undulations. The engineer, with furrowed brows, asked what transpired. “Showboating for the video,” I replied honestly, admitting to inducing camera-friendly oversteer and wheelspin—hopelessly slower, but undeniably fun. His smile reflected a lack of understanding for such theatrics: “Less show and more go,” he advised dryly for a faster time.
Next came the fastest corner, a high-speed, fourth-gear right-hander. De Simone hit 192 km/h (119 mph) there, while I peaked at 176 km/h (109 mph). He arrived faster and dared to get on the gas sooner, his absolute faith in the aerodynamics unwavering. The XX entered this turn significantly harder and more calmly than the regular SF90, carrying that speed and poise out as the immense downforce worked its magic, allowing me to get back on the gas earlier without fear of the rear end stepping out. “Let the wing do its job and have confidence,” the engineer reiterated. “The rear end really stays put.”
Because of his higher exit speed, de Simone gained even more time on the short straight to the final corner, a long, third-gear 180. Once again, it was a battle against oversteer as the semi-slick Michelins eventually succumbed to the sheer power and lateral forces. As is often the case with modern supercars, the tires are the limiting factor. With two fat black stripes tracing my exit, my XX experience came to a thrilling close.
Beyond a Record Breaker
Comparing my lap time directly with de Simone’s record wasn’t possible—fortunately, for my ego—as we had to cruise down the front straight to adhere to local noise limits. A convenient excuse, perhaps, but the revelation that a well-meaning amateur could, in certain corners, reasonably follow Ferrari’s top test driver in this monster of a machine is incredibly telling.
The Ferrari SF90 XX Stradale is, unequivocally, a world-class performer. A 1,030-horsepower poster child should be terrifying, yet the car doesn’t impart that feeling. Instead, it’s remarkably easier to control than the regular SF90, while still remaining impetuous and combative when pushed. The electronics work with breathtaking sophistication, allowing the driver to flirt with, and even exceed, the limits, all while maintaining an imperceptible safety net. With its tighter suspension and superior aerodynamics, it cultivates a level of confidence that reminds me most of the ego boost delivered by the magisterial 488 Pista – a car that genuinely makes its driver feel more capable, elevating their performance on the track.
The SF90 XX Stradale pulls off that same extraordinary trick, and crucially, unlike its predecessors, it doesn’t demand exclusive access to the highly secretive XX Program track days. It’s easy to critique the “purity” of this SF90, arguing that, compared to its track-only ancestors, this street version is inherently less extreme, perhaps not a “proper” XX. But such arguments miss the point. This is unquestionably an XXL supercar, a bold statement about Ferrari XX program evolution and a monumental achievement in automotive engineering marvel. It is a bridge between the digital and the analog, between raw power and refined control, and between the track and the open road. In 2025, the SF90 XX Stradale isn’t just breaking records; it’s rewriting the rules of what a road-legal hypercar can truly be.
As the automotive landscape continues its rapid evolution, the SF90 XX Stradale stands as a beacon of what’s possible when uncompromising vision meets unparalleled engineering. We invite you to explore this pinnacle of Ferrari’s legacy and discover how such groundbreaking machines are shaping the future of high-performance driving. What are your thoughts on this incredible machine, and where do you see the hypercar segment headed in the next five years? Join the conversation and share your insights into the future of exclusive automotive experiences.
