The Apex Predator Redefined: Navigating 2025 with Ferrari’s SF90 XX Stradale
For nearly two decades, the letters “XX” have represented the pinnacle of Ferrari’s extreme track-only machines, a sacred designation reserved for a select few hypercars built solely for the circuit. Since the unveiling of the Enzo-derived FXX in 2005, followed by the 599 XX and the formidable LaFerrari-based FXX-K, these vehicles have consistently pushed the boundaries of automotive performance. Each generation, often refined further into “Evo” variants, introduced groundbreaking technologies that would eventually trickle down into Maranello’s road-going masterpieces. Produced in impossibly limited numbers – mere dozens globally – these machines were lighter, more potent, significantly faster, and invariably commanded a higher premium than their street-legal counterparts. They were not race cars in the traditional sense, lacking FIA homologation, but rather unparalleled instruments for track exploration, exclusively at Ferrari’s meticulously organized events, devoid of license plates and street legality.
Then came the SF90 XX Stradale, a seismic shift in this revered tradition, sending ripples through the ultra-luxury automotive market in 2025. This isn’t just another limited-run Ferrari; it’s a testament to Maranello’s audacious vision, a street-legal hypercar that shatters the established mold of the XX program. The SF90 XX Stradale, alongside its Spider sibling, emerged as a phenomenon, enabling a broader, albeit still incredibly exclusive, ownership experience. With 799 Stradale and 599 Spider units meticulously allocated – all presold to Ferrari’s most loyal clientele (those with at least five Prancing Horses already gracing their garages) – its impact on the high-performance vehicle segment was immediate and profound. Commanding a starting price significantly above the standard SF90, it offered not just an extraordinary machine, but entry into an elite tier of exclusive vehicle ownership, blurring the line between a collector’s item and a daily-drivable track weapon.
Ferrari itself cautiously termed the SF90 XX as an “experiment” with the hallowed XX badge, but anyone fortunate enough to experience it recognizes it as far more: a definitive statement of intent, a benchmark in hybrid supercar technology. The transformation from the standard SF90 is profound, extending far beyond superficial aesthetics. Only the doors and roof panels remain interchangeable; the XX variant stretches nearly half a foot longer, reaching a commanding 191 inches. This extended length isn’t merely for show; it’s a critical aerodynamic decision, primarily in the rear, designed to position the prominent, fixed rear wing further back. This strategic placement ensures the airflow reaches the wing as undisturbed as possible, maximizing its efficacy. For a car bearing the Prancing Horse, this fixed wing is a monumental callback, the first since the iconic F50 of 1995, signifying a renewed focus on pure, unadulterated downforce generation.
The entire aerodynamic package of the SF90 XX is a masterclass in functional design. Aggressive slots carved atop the wheel arches, coupled with a completely redesigned front fascia featuring a symphony of new inlets and outlets, meticulously manage airflow. These channels precisely separate and direct cool air to critical components while expelling warm air, optimizing engine and brake cooling. The cumulative effect of these enhancements is staggering: the SF90 XX generates an astounding 1,168 pounds of downforce at 155 mph – a truly remarkable figure, doubling that of the already potent standard SF90. This isn’t just a technical specification; it translates directly into unparalleled stability and grip at extreme speeds, making the XX a true apex predator on any circuit. Visually, the result is a car that looks much more ferocious, rugged, and intimidating than its predecessor, a clear signal of its elevated performance intent.
Remarkably, despite its intensified appearance and performance, the SF90 XX tips the scales just 10 kilograms (approximately 22 pounds) lighter than the regular SF90. This seemingly modest reduction belies the ingenious engineering at play. Ferrari engineers painstakingly shaved around 66 pounds through a meticulous regimen of thinner sheet metal, revised interior panels, and lighter, performance-oriented seats. However, this gain was partially offset by the addition of larger, more potent brakes, the substantial new fixed rear wing, and critically, the robust aluminum uprights supporting that aerodynamic marvel. This careful balancing act underscores Ferrari’s commitment to optimizing every gram for performance, ensuring that every component contributes to the car’s ultimate objective: relentless speed and precision.
The heart of the SF90 XX’s power increase is similarly nuanced, a testament to subtle refinements yielding significant results. Its potent 4.0-liter twin-turbo V8 engine, an engineering marvel in itself, gains 30 horsepower, bringing the total output to a breathtaking 1,030 hp. This increment is achieved through a slight but impactful increase in compression ratio (9.54:1 versus 9.50:1) thanks to redesigned pistons, contributing 17 hp and 3 lb-ft of torque. The remaining power surge comes from the meticulously optimized hybrid system. While the architecture of the three electric motors – two on the front axle (each delivering 135 hp) and a single unit nestled between the V8 and gearbox (218 hp) – remains unchanged, their combined output has risen by 13 hp to 233 hp. This is largely due to enhanced cooling for the 7.9-kWh battery, allowing it to sustain peak power delivery more effectively, demonstrating the continuous evolution in hybrid powertrain innovation.
The total torque figure of the hybrid powertrain remains at a colossal 663 lb-ft, a testament to the maximum pulling power the eight-speed dual-clutch gearbox can reliably manage without compromise. While the gear ratios are identical to the standard SF90, a crucial upgrade comes in the form of shifting software borrowed from the Daytona SP3. This sophisticated software refines the gearbox’s operation, delivering sharper, more visceral shifts that not only improve performance but also enhance the engine’s already symphonic acoustic signature. Further enriching the driving purity and sensory experience, a redesigned “hot tube” directly connects the engine bay to the cabin, amplifying the V8’s intoxicating growl and ensuring that the driver is fully immersed in the mechanical orchestra. Because as any seasoned enthusiast knows, more speed without a more profound, emotional experience is simply incomplete.
As befits a car wearing the revered XX moniker, Ferrari’s exclusive press launch provided a rare opportunity to pilot the SF90 XX Stradale on the hallowed asphalt of the Fiorano circuit. My initial session unfolded under damp, challenging conditions, yet it provided a wealth of insights into this extraordinary machine’s character. Unlike its spartan, uncompromising XX predecessors, the SF90 XX is far from a stripped-down track-day weapon. Stepping inside, one is greeted by a cabin that, while performance-focused, retains a surprising degree of comfort and refinement. Air conditioning, a modern infotainment system, and beautifully crafted carbon-fiber bucket seats with adjustable backrests – a significant improvement over the standard SF90’s fixed units – ensure that the occupants are not merely passengers but are treated to a premium experience, even at the limits of adhesion. This duality of extreme performance and unexpected usability is one of its defining characteristics in the 2025 landscape of ultra-luxury automotive offerings.
The XX’s suspension system is noticeably tighter, meticulously tuned for supercar dynamics. Roll stiffness has been increased by ten percent, endowing the car with even greater composure during aggressive cornering. Ferrari has equipped it with the manually adjustable Multimatic dampers, typically found in the standard SF90’s optional Assetto Fiorano package, offering precise control over the chassis’s behavior. (For those seeking even greater adaptability, the magnetorheological dampers from the normal SF90 are an option, enabling Ferrari’s invaluable front axle lift system). Even on the slick, damp asphalt, the XX’s nose exhibits a controlled dive during heavy braking, while its tail remains remarkably planted, leading to a quieter, more stable rear end upon turn-in. Where the standard SF90 could occasionally feel like its axles were subtly at odds during initial steering input, the XX’s revised kinematics ensure a more harmonious relationship, making the newer car significantly less of a handful and inspiring immense precision handling.
Further bolstering confidence is the latest iteration of Ferrari’s brilliant ABS Evo brake-by-wire system. On the moist track, I could brake astonishingly deep into corners, the XX dutifully responding to every steering input. The brake pedal itself offers a short, firm stroke yet allows for exquisite modulation, providing a sublime connection between driver and the prodigious carbon ceramic brakes. The steering, too, delivers exceptional feedback, communicating precisely what the front wheels are doing. Its weighting subtly increases under braking as the nose pitches down, then lightens as throttle is applied, providing intuitive cues. Crucially, the XX eschews the hyper-light, ultra-direct steering of models like the F8 or 488, opting instead for a beautifully balanced feel that encourages quick yet measured reflexes, fostering a deeper sense of connection with the road.
Exiting a turn, my right foot becomes more than just an accelerator; it becomes a conductor for the XX’s truly unique “power boost” system. When operating in Qualify mode, the powertrain unlocks 30 finite bursts of maximum output – the full 1,030 hp – for up to five seconds each. (Without a boost, the car still produces a formidable 1,017 hp.) Strategically deployed, these boosts can shave approximately 0.25 seconds off a lap of Fiorano, with seven typically utilized per lap. The genius lies in its simplicity for the driver: simply floor the gas pedal, and the system intelligently deploys. On the digital instrument cluster, 30 yellow bars visually track the remaining boosts. What’s more, these precious boosts can be “saved” or replenished through regenerative braking, a direct technological echo of Formula 1 strategies used before a flying lap, adding another layer of strategic depth to the ultimate track experience.
Later in the day, as the Fiorano tarmac dried and the mechanics swapped the morning’s Bridgestone Potenza run-flats for the tenacious Michelin Pilot Sport Cup 2 tires, the true potential of the SF90 XX could be unleashed. After three exploratory laps, a data engineer pulled up the telemetry, overlaying my best effort with that of Ferrari’s esteemed test driver, Raffaele de Simone. It was a humbling, yet profoundly educational, comparison.
It was with the SF90 XX Stradale that de Simone established a new street car record at Fiorano: a blistering 1:17.3, achieved on carbon-fiber wheels shod with the even more extreme Cup 2R rubber. This was a stunning 1.4 seconds faster than an SF90 Stradale with the Assetto Fiorano package – a monumental gap in the world of road car performance, even if earlier XX models typically outpaced their street siblings by greater margins. Intriguingly, de Simone accomplished this feat in CT-Off mode, where traction control is disengaged and stability control intervenes significantly later. His advice: ESC Off mode is strictly for those moments when you consciously seek to induce controlled drifts, reinforcing the car’s dual personality as both a surgical instrument and a playful beast.
The data engineer then guided me through my lap, corner by corner, to illuminate precisely where de Simone’s genius lay. At the initial braking point, the XX’s nose, aided by its advanced aerodynamics, dove deep, and the front end responded with razor-sharp precision to steering input. The rear remained agile, eagerly pushing the nose into the corner, albeit with a slight, manageable looseness – less pronounced than in the regular SF90. My apex speed was only marginally slower than the Fiorano master. But then came the crucial difference: de Simone’s “velvet foot” – a delicate, progressive application of throttle after a brief coast, gently building to full power while meticulously maintaining traction. On the telemetry, his throttle trace was a smooth, gradually descending line.
My trace, in stark contrast, was a near-vertical plummet to full throttle. The abrupt, almost violent, acceleration that followed was often more than the rear Michelin tires could manage, manifesting as significant outliers in the throttle and steering graphs as I instinctively lifted and countersteered multiple times to keep the high-performance hybrid on the racing line. In those precious milliseconds, de Simone had already surged ahead, his supercar dynamics already optimized for the next phase of the corner.
Traction management in slower and medium-speed corners is undoubtedly tricky with such prodigious power, but on the fast straights and sweeping bends, the XX found its rhythm. De Simone’s speed trace soared above mine, and for the subsequent turn, he braked later and harder, shortening his braking zone and carrying speed longer. Every input on his graph – steering, throttle, brake – appeared flawless, a testament to years of dedicated automotive engineering breakthroughs and human skill combined. I shed several tenths in quick succession, and in the next fourth-gear combination, he extended his lead further. Where I’d apply a short burst of gas between corners, de Simone maintained a longer, more fluid acceleration. Our steering inputs were surprisingly similar, highlighting that the primary difference lay in sheer confidence and innate talent.
Then came the hard acceleration into fifth gear towards the right-hand turn onto the bridge. The eight-speed transmission’s shifts, thanks to the new software, were even more ferocious – super-fast, accompanied by fierce shocks and the raw, mechanical sound reminiscent of a pneumatically operated racing gearbox. It was a symphony of brute force and refined execution. Then, it was time to brake hard and deep, dropping two gears to clip the apex. I arrived at 71 km/h (44 mph), while de Simone was slightly slower at 68 km/h. This initially felt promising, but the numbers proved deceptive. Where I experienced understeer, releasing the brake pedal too early and forced to wait for grip before getting back on the gas, he had already accelerated away. Consequently, my speed line dipped below his once again.
At the crest of the bridge, the car felt incredibly light, almost taking flight, and the telemetry showed the V8’s revs spiking briefly. On this short stretch, the XX effortlessly hit 180 km/h (112 mph) just into fifth gear before requiring rapid, downhill braking into a sharp right-hander. Our graphs showed similar waves, but de Simone’s were consistently more refined, his peaks higher, his troughs shallower. I steered into the challenging off-camber turn, and the car rotated with a light, controllable oversteer. Here, the XX felt notably calmer than the regular SF90, its rear end imbued with greater stability. I instinctively countersteered towards the apex, then expertly powerslided towards the outside curbstones, utilizing the full width of the track. The key, as always, is to maintain a small slip angle to avoid scrubbing off precious forward momentum, and Ferrari’s Side Slip Control (SSC) electronics proved an invaluable ally, offering seamless, almost imperceptible interventions.
Any passenger would mistakenly credit me with de Simone’s prowess, so subtle and effective are SSC’s interventions – they are neither heard nor barely felt. Perhaps the only missing element in Ferrari’s wonderfully precise driving aids is a multi-position traction control setting; currently, it’s an all-or-nothing proposition. After a short straight, I dropped two gears for the hairpin, the slowest point of Fiorano, tackled at barely 40 km/h (25 mph). Here, the presence of the electric motors on the front axle became truly tangible, subtly pulling the nose through the corner, with the outer wheel doing the lion’s share of the work. Indeed, this was the singular point on the circuit where the full benefit of all-wheel drive was unequivocally felt.
Midway through the hairpin, my telemetry graph showed a perplexing oscillation. With a frown, the engineer inquired about the anomaly. “Showboating for the video,” I replied honestly, admitting to steering with the throttle to induce camera-friendly oversteer and wheelspin. (A hopelessly slower, yet immensely fun, indulgence.) His smile reflected a gentle lack of understanding, a universal sentiment from those whose sole focus is lap times: “Less show and more go,” he advised, a timeless adage for achieving a faster time.
Next came the fastest corner on the circuit, a sweeping right-hander taken high in fourth gear. The Ferrari legend hit 192 km/h (119 mph) there, while I peaked at 176 km/h (109 mph). He arrived faster, and crucially, dared to get on the gas sooner, leveraging the immense downforce optimization. The XX entered this turn significantly harder and with greater composure than the regular SF90, then carried that speed and poise effortlessly out, the colossal downforce truly doing its job, allowing me to get back on the throttle earlier without any apprehension of the rear end becoming unstable. “Let the wing do its job and have confidence,” the engineer emphasized. “The rear end truly stays put.”
Because of his superior exit speed, de Simone gained invaluable time on the short straight leading to the final corner, a long, sweeping third-gear 180-degree bend. Once again, cornering involved subtly fighting oversteer, as even the semi-slick Michelins eventually found their limit. As is so often the case with modern luxury sports cars and extreme performance machines, the rubber is frequently the ultimate limiting factor. With two fat black stripes tracing my exit from the turn, my intense SF90 XX experience concluded, signaling time for a thorough debriefing.
Comparing my lap time directly with the record was (fortunately for my ego) not possible. To avoid exceeding local noise limits, we had to cruise down the front straight – a convenient excuse. However, the profound takeaway was this: the fact that a well-meaning amateur could, in certain corners, reasonably follow Ferrari’s top test driver in this absolute monster of a machine is incredibly telling. This is a world-class performer, a testament to how advanced driver assistance systems (specifically the performance-oriented ones) can democratize access to automotive exhilaration.
A 1,030-horsepower poster child should, by all rights, be terrifying. Yet, the SF90 XX Stradale doesn’t inspire that primal fear. Instead, it’s paradoxically easier to control than the regular SF90, while remaining utterly impetuous and combative when pushed. The electronics work with breathtaking synergy, allowing drivers to operate confidently over the limit, always maintaining a sophisticated safety net. With its meticulously tightened suspension, optimized advanced aerodynamics, and perfectly integrated electronic stability systems, it fosters a level of confidence that evokes memories of the masterful 488 Pista – a car renowned for making its driver feel far more capable than they might truly be on the track. The SF90 XX Stradale pulls off that same astonishing trick, and, unlike its predecessors, it doesn’t demand access to a super-exclusive XX Program track day to be fully appreciated. While purists might debate its “XX” lineage, arguing it’s less extreme than its track-only ancestors, there’s no question that in 2025, the SF90 XX Stradale stands as an undisputed XXL supercar, a new benchmark for what a street-legal Ferrari can truly achieve.
Ready to explore the ultimate fusion of track prowess and road-going exhilaration? Discover how Ferrari continues to redefine the future of high-performance vehicles and hybrid hypercars. Visit your authorized Ferrari dealer to learn more about Maranello’s latest masterpieces and begin your journey into unparalleled automotive performance.
