The Ferrari SF90 XX Stradale: Rewriting the Hypercar Playbook for 2025
For over a decade, my life has revolved around the raw power, breathtaking design, and technological marvels that define the pinnacle of automotive engineering. I’ve witnessed the evolution of Maranello’s most extreme machines, from the track-only titans of the XX program to the road-going legends that captivate enthusiasts worldwide. In 2025, as the automotive landscape rapidly electrifies and performance metrics soar to dizzying heights, one vehicle stands as a defiant testament to Ferrari’s relentless pursuit of speed, emotion, and unparalleled driver engagement: the Ferrari SF90 XX Stradale. This isn’t just another limited-edition hypercar; it’s a paradigm shift, a road-legal beast that blurs the line between street and circuit in a way no Ferrari has before, setting new benchmarks for luxury hybrid hypercars in the modern era.
The XX Pedigree Reimagined: From Track-Only to Street-Legal Dominance
The letters “XX” have always held a sacred, almost mythical, significance within the Ferrari lexicon. Since 2005, this designation has been reserved for a clandestine cadre of track-day monsters – vehicles so extreme, so singularly focused on lap times and G-forces, that they eschewed license plates and the mundane constraints of public roads. We’ve seen the Enzo-derived FXX, the screaming 599 XX, and the brutal FXX-K based on the LaFerrari, each pushing the envelope of what’s possible, serving as rolling laboratories for automotive engineering innovations that would eventually trickle down to Maranello’s road cars. These machines were, by design, exclusive; a few dozen examples per model, lighter, more potent, and astronomically priced, accessible only to Ferrari’s most esteemed clientele for curated, private track events. They weren’t homologated for FIA competition, existing in a pure, unadulterated realm of speed.
Then came the SF90 XX. And with it, a seismic shift in tradition. The Ferrari SF90 XX Stradale (and its Spider sibling) is, unequivocally, a street-legal car. This single departure from the established XX ethos is revolutionary. It renders this hypercar not just a track weapon, but a weapon you can drive home. From a business perspective, it’s brilliant; enabling Ferrari to dramatically increase production numbers (799 Stradales, 599 Spiders) compared to its predecessors. All 1,398 units, with starting prices around €790,000 for the Stradale and €870,000 for the Spider (a hefty 40% premium over the standard SF90), were snapped up by loyal customers—those with a proven history of multiple Ferraris already in their collection. This isn’t merely a purchase; it’s an investment into an exclusive future, underscoring the strong demand for limited edition Ferrari models in 2025. Ferrari describes the SF90 XX as an “experiment” with the XX label, but for those fortunate owners, it’s nothing short of a bespoke masterpiece, redefining Ferrari ownership benefits and the very essence of the XX experience.
Engineering Marvel: A Masterclass in Aerodynamics and Hybrid Power
At first glance, the SF90 XX Stradale immediately conveys its aggressive intent. Only the doors and roof are shared with the standard SF90. The XX is nearly a half-foot longer, stretching to almost 191 inches, with much of that added length dedicated to the rear. This design choice is critical: it positions the Ferrari’s first fixed rear wing since the F50 of 1995 far back, ensuring it receives the cleanest, most undisturbed airflow possible. This is a testament to Ferrari’s unwavering commitment to advanced aerodynamics supercar design.
The entire aero package has been thoroughly reworked, a sophisticated symphony of air management. Slots atop the wheel arches reduce pressure buildup, while the entirely redesigned front end features a complex array of inlets and outlets to precisely separate and direct cool and warm air. The result? A staggering 1,168 pounds of downforce at 155 mph – twice that of the regular SF90. This isn’t just a number; it translates into an almost supernatural level of grip and stability, anchoring the car to the tarmac, especially at high speeds. The aesthetic is also transformed; the XX looks considerably more ferocious, rugged, and undeniably intimidating than its predecessor. This isn’t subtle elegance; it’s an unapologetic declaration of hypercar performance.
One might expect a track-focused variant to undergo a radical weight reduction program. Surprisingly, the XX only sheds about 22 pounds (10 kg) compared to the standard SF90. This seemingly modest figure becomes impressive when you consider the engineering tightrope walk involved. Ferrari’s engineers initially saved approximately 66 pounds through painstaking methods: thinner sheet metal, lighter interior panels, and bespoke lightweight seats. However, that saving was offset by the addition of larger, more potent brakes, the significant fixed rear wing, and particularly the robust aluminum supports required to anchor that colossal wing. It’s a net gain in efficiency, a prime example of Ferrari’s holistic approach to performance vehicle technology.
The power bump is equally deceptive in its modesty. The SF90 XX boasts 1,030 horsepower, a 30 hp increase over the regular SF90. This isn’t a simple ECU flash; it’s a detailed refinement of Ferrari’s already potent hybrid powertrain. The 4.0-liter twin-turbo V8 receives new pistons, boosting compression slightly from 9.50:1 to 9.54:1, which contributes an additional 17 hp and 3 lb-ft of torque. The remaining 13 hp gain comes from the hybrid system. While the two 135 hp electric motors on the front axle and the single 218 hp motor between the V8 and gearbox remain mechanically unchanged, their combined output rises to 233 hp. This improved performance is a direct result of enhanced cooling for the 7.9-kWh battery, allowing it to consistently deliver more power, showcasing the evolving sophistication of next-gen hybrid powertrains.
The total torque figure for the hybrid powertrain remains capped at 663 lb-ft, a limitation of the eight-speed dual-clutch gearbox, whose robust design, in 2025, still represents a pinnacle of dual-clutch transmission performance. Gear ratios are identical to the standard SF90, but the XX benefits from the Daytona SP3’s shifting software, which significantly improves the engine’s aural character. Further sonic enhancement comes from a redesigned “hot tube” connecting the engine bay directly to the cabin. Because in a Ferrari, more speed is never enough without a truly visceral, unforgettable unparalleled sensory experience.
The Driver’s Domain: Fiorano Unleashed
To truly comprehend the SF90 XX Stradale, one must experience it where it belongs: on the track. As an automotive journalist with a decade of track experience, I’ve had the privilege of pushing countless supercars to their limits. But even for me, the invitation to drive the SF90 XX Stradale on Ferrari’s hallowed Fiorano circuit was something special.
My initial session began on a damp track, a testament to the car’s remarkable composure under less-than-ideal conditions. What struck me first was a significant departure from previous XX models. This is far from a stripped-down race car. The cabin treats occupants to modern conveniences: air conditioning, a sophisticated infotainment system, and exquisitely crafted carbon-fiber bucket seats featuring adjustable backrests – a notable improvement over the standard SF90’s fixed-back units. For years, the XX badge meant sacrificing comfort entirely for ultimate lap times, but in 2025, that paradigm is shifting, blending extreme performance with a level of usability that defines the driver-focused cockpit design of the future.
The XX’s chassis and suspension setup are noticeably tighter. Roll stiffness has been increased by ten percent, and Ferrari has fitted the manually adjustable Multimatic dampers that are optional on the standard SF90’s Assetto Fiorano package. The difference is palpable. Even on the slick asphalt, the XX’s nose dives considerably under heavy braking, yet its tail rises less, contributing to a rear end that feels quieter and far more stable during steering inputs. Where the standard SF90 could feel like its front and rear axles were battling each other during turn-in, the XX achieves a harmonious collaboration, making the newer car significantly less of a handful.
Assisting this newfound composure is the latest iteration of Ferrari’s brilliant ABS Evo brake-by-wire system. This technology, now prevalent in performance vehicle technology across the industry, is sublime here. On the damp track, I could brake deep into the apex with incredible confidence, the XX faithfully tracking my steering inputs. The brake pedal itself offers a short, firm stroke yet allows for exquisite modulation – a crucial element for maintaining control at the limit.
The steering feel also stands out. Unlike the lighter, almost hyper-direct steering of models like the F8 or 488, the SF90 XX offers a more balanced, communicative feel. Its weight increases perceptibly as the nose loads up under braking, then lightens smoothly as throttle is applied. This feedback loop provides a profound sense of what the front wheels are doing, enabling quick yet measured reflexes, fostering immense driver confidence.
A truly unique aspect of the XX’s driving experience in Qualify mode is the provision of 30 “power boosts.” Each boost delivers the maximum 1,030 hp for up to five seconds, temporarily increasing output from the baseline 1,017 hp. This isn’t just a gimmick; it’s a strategic tool, akin to an F1 driver managing their ERS. During a typical lap of Fiorano, seven boosts can be deployed, shaving approximately 0.25 seconds off the lap time. The driver’s role is simple: floor the accelerator. The digital instrument cluster displays 30 yellow bars, which disappear one by one as boosts are consumed. Crucially, these boosts can be “saved” through regeneration, mirroring the tactical energy management seen in professional motorsport, adding a layer of sophisticated high-performance driving experience typically reserved for the pros.
Chasing the Ghost: A Fiorano Masterclass
Later in the day, as the track dried and the Bridgestone Potenza run-flats were swapped for grippier Michelin Pilot Sport Cup 2 tires, the true potential of the SF90 XX Stradale could be explored. After a few exploratory laps, I sat down with a data engineer, who overlaid my best lap with that of Ferrari’s seasoned test driver, Raffaele de Simone. It was humbling, illuminating, and incredibly instructive.
De Simone, in the SF90 XX Stradale fitted with carbon-fiber wheels and even fiercer Cup 2R rubber, had recently set a new street-car lap record at Fiorano: a blistering 1:17.3. This was 1.4 seconds faster than an SF90 Stradale Assetto Fiorano, a significant margin in the world of Ferrari Fiorano lap records. Interestingly, he achieved this feat in CT-Off mode, where traction control is disabled, and stability control intervenes much later. As de Simone himself noted, ESC Off mode is reserved purely for drifting – a testament to the car’s extreme capabilities and the need for precision.
The data engineer walked me through my lap, highlighting the subtle yet profound differences. At the first braking point, the XX’s nose dove deep, and the front end responded with razor-sharp precision to my steering inputs. The rear felt agile, pushing the nose in—though not entirely. The nose, while still a touch loose, was far more composed than in the regular SF90. My apex speed was only a few km/h slower than de Simone’s, which initially felt promising. But then the data revealed the masterclass: de Simone would coast for a fraction of a second before gently, almost imperceptibly, building up to full throttle with a “velvet foot,” maintaining perfect traction. On the telemetry, his throttle trace was a gradually descending, graceful line. Mine, by contrast, was a stark, vertical drop to the floor. This abrupt acceleration, while thrilling, was often more than the rear tires could handle, manifesting as hefty outliers in the throttle and steering graphs as I made small corrections to stay on track. De Simone, with his superior finesse, had already pulled ahead.
Traction in slow and medium-speed corners remained tricky with so much power on tap, but on the fast stretches, the XX was utterly unflappable. De Simone’s speed line soared well above mine. For the next turn, he braked later and harder, his braking zone shorter, carrying momentum deeper into the corner. Looking at the graph, every movement of his wheel and pedals appeared flawless, a symphony of precision. I continued to lose precious tenths. In the next fourth-gear combination, he pulled even further ahead. Where I would apply short bursts of gas between corners, de Simone maintained a longer, smoother acceleration. Our steering inputs were similar, underscoring that the difference lay in confidence, talent, and an intimate understanding of the car’s limits.
Then came the hard acceleration into fifth gear towards the right turn onto the bridge. The eight-speed transmission’s shifts, enhanced by the new software, were ferocious—super-fast, accompanied by fierce shocks and the raw, mechanical thrum of a pneumatically operated racing gearbox. Braking hard and deep, dropping two gears, I reached the apex at 71 km/h (44 mph). De Simone was at 68 km/h. This initially seemed encouraging, but the reality was stark: where I released the brake pedal too early, inducing slight understeer and having to wait to get back on the gas, he had already accelerated away, his speed line dipping below mine once again.
At the top of the bridge, the car felt light, almost taking 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 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, the car turning in with a hint of oversteer. Here, the XX felt calmer than the regular SF90, its rear end more stable. I countersteered into the apex, power-sliding subtly to the outside curbstones, using the full width of the track. The key, I knew, was to keep the slip angle small to avoid losing forward progress, and Ferrari’s Side Slip Control (SSC) electronics proved immensely helpful. Any passenger would have credited me with de Simone’s abilities, because the SSC’s interventions are neither heard nor barely felt. Perhaps the only thing Ferrari’s wonderfully precise driving aids lack is a multi-position traction control setting; currently, it’s all on or all off. In 2025, the debate isn’t about whether electronics assist, but how seamlessly and effectively they integrate, making these hypercars accessible yet challenging.
After a short straight, I dropped two gears for the hairpin, the slowest point of Fiorano, taken at barely 40 km/h (25 mph). Here, I truly felt the electric motors on the front axle pulling the nose through the corner, the outer wheel doing the bulk of the work. This was the only place on the track where the all-wheel drive truly manifested itself. Halfway through the hairpin, my telemetry graph undulated wildly. With a knowing smirk, the engineer asked what was happening. “Showboating for the video,” I replied honestly, admitting to inducing camera-friendly oversteer and wheelspin. It’s hopelessly slower than the ideal line, but undeniably fun. His smile quickly faded, and he offered a sage piece of advice: “Less show and more go,” for a faster time.
Next came the fastest corner on the circuit, a high-speed right-hander taken in fourth gear. The Ferrari man hit 192 km/h (119 mph) here, while I peaked at 176 km/h (109 mph). He arrived faster and dared to get on the gas sooner. The XX entered this turn significantly harder and more calmly than the regular SF90, carrying that speed and poise out again as the immense downforce did its job, allowing me to get back on the gas earlier without fear of the rear end getting light. “Let the wing do its job and have confidence,” the engineer advised me. “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, cornering was a battle against oversteer, as even the semi-slick Michelins struggled to handle the sheer forces. As is often the case with modern supercar market trends 2025, the rubber is the ultimate limiting factor. With two fat black stripes following me out of the turn, my exhilarating SF90 XX experience concluded, ready for debriefing.
The Verdict: An XXL Legacy
Comparing my lap time with de Simone’s record was, fortunately for me, not possible due to local noise regulations requiring a cruise down the front straight. A fine excuse, perhaps, but the fact that a well-meaning amateur can reasonably follow Ferrari’s top test driver in some corners in this monster of a machine is incredibly telling.
The Ferrari SF90 XX Stradale is a world-class performer. A 1,030-horsepower poster child should be almost terrifying, but the car doesn’t impart that feeling. Instead, the XX is remarkably easier to control than the regular SF90, yet it retains its impetuous and combative character. The electronics work superbly, allowing the driver to explore the very limits of adhesion while maintaining a crucial safety net. With its tighter suspension and superior aerodynamics, it instills a level of confidence that reminds me most of the ego boost delivered by the magisterial 488 Pista – a car that genuinely enables its driver to rise far above their perceived capabilities on the track.
The SF90 XX Stradale pulls off that same trick, and, unlike its predecessors, it doesn’t require exclusive access to a super-secret XX Program track day. Of course, one could argue about the “purity” of this SF90; compared to its track-only forebears, this street version is undeniably less extreme, perhaps not a “proper” XX in the purist sense. However, it is, without question, an XXL supercar. It redefines the boundaries of road-legal performance in 2025, offering an uncompromised experience for those who demand the absolute best of both worlds.
Experience the cutting edge of automotive innovation and delve deeper into the future of hypercar performance. Visit your authorized Ferrari dealer to learn more about this groundbreaking machine, or subscribe to our newsletter for exclusive insights into the world of high-performance vehicles and market trends in 2025.
