The SF90 XX Stradale: Rewriting the Rulebook for 2025’s Ultimate Road-Legal Track Weapon
For nearly two decades, the “XX” designation at Ferrari has been synonymous with an uncompromising, track-only purity, a clandestine society of machines engineered to redefine the very limits of performance far beyond road legality. From the foundational FXX derived from the Enzo, through the agile 599 XX, to the groundbreaking FXX-K, these were exclusive, invitation-only programs, producing a mere handful of examples for Ferrari’s most esteemed clientele. These incredible vehicles pushed the boundaries of automotive engineering innovation, serving as Maranello’s living laboratories, their radical technologies eventually trickling down to the brand’s road-going masterpieces. They were lighter, more potent, significantly faster, and often astronomically more expensive than their street counterparts—but crucially, they were never street legal.
Then came the SF90 XX Stradale, a seismic shift that, as of 2025, continues to reverberate through the hypercar world. When it debuted, it wasn’t just a new model; it was a reinterpretation of Ferrari’s most sacred performance credo. The SF90 XX Stradale and its Spider sibling broke tradition, offering the visceral thrill of an XX-badged machine, yet with a license plate. This audacious move didn’t merely expand the XX program’s accessibility; it redefined the very concept of a track-day special, cementing its place as an undisputed collector’s item Ferrari and a benchmark in the limited production hypercar segment. All 1,398 units (799 Stradales, 599 Spiders) were immediately snapped up by Ferrari’s most loyal patrons, a testament to the insatiable demand for these extraordinary machines, even at an initial price point roughly 40% higher than the already formidable standard SF90s. As we move into 2025, the SF90 XX remains a pivotal offering in the luxury automotive investment landscape, its legend only growing.
Having spent a decade immersed in the evolution of high-performance automobiles, I can confidently state that the SF90 XX Stradale isn’t just an “experiment” with the XX label, as Ferrari initially suggested. It’s a fully realized vision of extreme performance integrated with everyday usability—a duality almost unheard of in this echelon. The differences between a standard SF90 and its XX variant are profound, extending far beyond superficial aesthetics. Only the doors and roof panels remain interchangeable, underscoring the depth of the engineering overhaul. The XX’s silhouette stretches almost half a foot longer, bringing its total length to an imposing 191 inches. This extended rear section is no mere stylistic flourish; it’s a critical component of the car’s aerodynamic optimization, providing the necessary real estate to position the now-fixed rear wing as far back as possible. This ensures the airflow reaches the wing undisturbed, maximizing its downforce generation – a strategic move marking Ferrari’s return to a static rear wing on a road car since the legendary F50 of 1995.
The SF90 XX’s aero package is a masterclass in functional aggression. Slots above the wheel arches, an entirely redesigned front fascia, and a plethora of new inlets and outlets meticulously manage airflow, separating and directing cool and warm air with surgical precision. The result is astonishing: the SF90 XX generates a staggering 1,168 pounds of downforce at 155 mph, effectively doubling that of the standard SF90. This isn’t just a number; it translates into unparalleled stability and grip at speed, transforming the car’s aesthetic from merely beautiful to ferociously purposeful. It looks more rugged, more intimidating, and undeniably more potent than its progenitor, a visual promise of the performance within.
One might expect a substantial weight reduction in an XX model, given their historical focus on shedding every gram. However, the SF90 XX’s weight savings are more nuanced. It’s only about 22 pounds lighter than the standard SF90. This seemingly modest reduction belies a meticulous effort: Ferrari shaved some 66 pounds through thinner sheet metal, lighter interior panels, and bespoke bucket seats. Yet, this gain was partially offset by the addition of larger braking components, the substantial new fixed rear wing, and the robust aluminum supports required to anchor it securely at extreme velocities. This strategic weight management underscores a philosophy of targeted improvement rather than outright minimalism, balancing performance gains with structural integrity and the creature comforts expected of a road-legal machine.
The powertrain enhancements, while significant, are similarly refined rather than revolutionary. The 4.0-liter twin-turbo V8 engine receives a modest bump of 17 hp and 3 lb-ft of torque, primarily due to new pistons that slightly increase the compression ratio (from 9.50:1 to 9.54:1). The real magic, however, lies in the hybrid powertrain efficiency. While the fundamental layout of the SF90’s electric motors—two on the front axle (135 hp each) and one between the V8 and gearbox (218 hp)—remains unchanged, their combined output has risen by 13 hp to 233 hp. This is largely attributable to an improved cooling system for the 7.9-kWh battery, allowing it to consistently deliver more power without thermal constraints. The total system output climbs to an incredible 1,030 hp, a formidable figure that solidifies the SF90 XX’s standing as a dominant hybrid supercar technology showcase. Despite the power increase, the total torque figure holds steady at 663 lb-ft, a practical limitation imposed by the maximum pulling power the eight-speed dual-clutch gearbox can safely handle. However, Ferrari has not neglected the visceral experience. The gearbox receives the Daytona SP3’s acclaimed shifting software, enhancing both speed and aural drama. Further acoustic refinement comes from a redesigned “hot tube” connecting the engine bay to the cabin, ensuring that the symphony of the V8 is not lost amidst the wind and tire noise. After all, what is immense speed without an equally captivating soundtrack?
As a privileged few of us experienced at the iconic Fiorano circuit, the SF90 XX Stradale drives unlike any XX model before it. The initial session, conducted on a damp track, immediately highlighted its distinctive character. Far from a stripped-down racer, the cabin, for instance, offers a degree of refinement that would surprise purists. Air conditioning, a comprehensive infotainment system, and exquisitely crafted carbon-fiber bucket seats with adjustable backrests—a significant improvement over the standard SF90’s optional fixed units—speak to its road-legal intentions. This isn’t a bare-bones torture chamber; it’s a supremely capable machine designed for enthusiastic driving, whether on track or street.
The suspension setup is markedly tighter. Roll stiffness has been increased by 10%, and the XX comes standard with the manually adjustable Multimatic dampers typically found in the standard SF90’s optional Assetto Fiorano package. (The magnetically controlled dampers of the regular SF90 are an option, allowing for the front axle lift system—a pragmatic nod to street usability.) Even on a wet track, the XX’s composure is remarkable. While the nose still exhibits a degree of dive under heavy braking, the tail remains far more settled, making for a quieter and more predictable rear end through aggressive steering inputs. Where the standard SF90 sometimes felt like its front and rear axles were in a subtle tug-of-war during turn-in, the XX achieves a harmonious collaboration, making it significantly less of a handful and inspiring greater driver confidence.
The latest iteration of Ferrari’s brilliant ABS Evo brake-by-wire system also plays a crucial role. On the slippery Fiorano asphalt, I could brake deep into corners, the XX faithfully tracking the steering input. The brake pedal, characterized by a short stroke, offered exquisite modulation, a sublime piece of engineering that allows for precise control at the very limit of adhesion. The steering, too, provided a rich tapestry of feedback from the front wheels. Its weight intelligently varies, firming up under braking as the nose dives, then lightening as throttle is applied. Unlike the almost hyper-direct, light steering of earlier models like the F8 or 488, the XX offers a more balanced, communicative feel, encouraging quick yet measured reflexes—a preference I’ve developed over years of testing.
One of the most intriguing features, especially when engaging Qualify mode, is the provision of 30 “power boosts.” Each boost, lasting up to five seconds, unleashes the powertrain’s full 1,030 hp (without a boost, output is 1,017 hp). This translates to a quantifiable advantage on track, shaving approximately 0.25 seconds off a Fiorano lap, with around seven boosts typically deployed. The genius lies in its simplicity for the driver: simply floor the accelerator. The digital instrument cluster displays 30 yellow bars, which vanish one by one as boosts are consumed. And, in a nod to Formula 1 technology, boosts can be “saved” through regeneration, much like an F1 driver conserving energy before a flying lap—a fascinating integration of top-tier racing strategy into a road-legal machine.
Later in the day, with the track dried out and Michelin Pilot Sport Cup 2 tires replacing the morning’s Bridgestone Potenza run-flats, the SF90 XX truly revealed its potential. After a few laps, a data engineer superimposed my best lap with that of Ferrari test driver Raffaele de Simone, who had set a new street car record at Fiorano in the SF90 XX: an astounding 1:17.3. This was achieved on carbon-fiber wheels fitted with even more aggressive Cup 2R rubber, making it 1.4 seconds faster than an SF90 Stradale Assetto Fiorano. While previous XX models were often several seconds faster than their road-going counterparts, this 1.4-second delta between road-legal SF90s is a monumental achievement in a segment where tenths matter. Interestingly, de Simone’s record was set in CT-Off mode, where traction control is disabled and stability control intervenes only much later—a testament to the car’s inherent balance. ESC Off, he noted, is reserved purely for drifting, highlighting the car’s finely tuned electronic safety net.
The data engineer’s walk-through of my lap against de Simone’s was an illuminating experience. At the first braking point, the XX’s nose dove deeply, and the front end responded with razor-sharp precision to the steering. The rear remained agile, pushing the nose in—though still a touch looser than de Simone’s flawless line. My apex speed was only marginally slower, but the critical difference emerged on exit. De Simone demonstrated a velvet-footed patience, gently building to full throttle and maintaining traction. His throttle trace was a smooth, gradually descending line. Mine, by contrast, resembled a vertical drop, signifying an abrupt acceleration that overwhelmed the rear tires, manifesting as hefty outliers in the throttle and steering graphs as I made multiple lift-offs and counter-steer corrections. De Simone, predictably, had already pulled ahead.
Traction in slow and medium-speed corners is undoubtedly tricky with such immense power, but on the fast straights, the XX comes alive. De Simone’s speed line soared above mine, and his later, harder braking into the next turn meant a shorter braking zone and longer sustained speed. Every input on his graph—wheel, pedals—appeared flawless, a testament to years of dedicated performance driving dynamics mastery. I lost more tenths. In the next fourth-gear combination, he pulled further ahead. Where I applied short bursts of gas between corners, he maintained acceleration longer. Our steering inputs were similar, underscoring that the primary differentiator was confidence and sheer talent.
The ferocious acceleration into fifth gear towards the right turn onto the bridge was exhilarating. The new shifting software intensified the eight-speed transmission’s responses; shifts were lightning-fast, accompanied by fierce shocks and the raw, unrefined sound reminiscent of a pneumatically operated racing gearbox. Then, it was time for hard, deep braking, dropping two gears to clip the apex. I arrived at 44 mph, de Simone at 42 mph. Initially hopeful, the data quickly revealed my flaw: releasing the brake pedal too early resulted in understeer, forcing me to wait to get back on the gas. De Simone, already accelerating away, saw his speed line diverge sharply from mine once more.
At the crest of the bridge, the car felt light, almost lifting, the V8’s revs spiking on the telemetry. On this short stretch, the XX hit 112 mph just into fifth gear before the downhill rush demanded quick, hard braking into a tight right-hander. Our graphs showed similar undulations, but de Simone’s were consistently more refined, peaking higher—a clear indicator of superior control and higher limits.
Steering into the off-camber turn, the car rotated with a touch of light oversteer. Here, the XX felt calmer than the regular SF90, its rear end notably more stable. I counter-steered into the apex, then expertly powerslid to the outside curbstones, utilizing the full width of the track. The key, as always, is to maintain a small slip angle to avoid losing forward momentum, and Ferrari’s Side Slip Control (SSC) electronics proved phenomenally effective. Any passenger would have credited me with de Simone’s abilities, as SSC’s interventions are neither heard nor barely felt. 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 an all-on or all-off affair, lacking the nuanced intermediate steps offered by some competitors.
Dropping down a short straight, I downshifted twice for the hairpin—Fiorano’s slowest point, tackled at a mere 25 mph. Here, the electric motors on the front axle were palpable, pulling the nose through the corner, the outer wheel doing noticeably more work. This was the sole segment of the track where I truly felt the all-wheel drive system actively contributing to cornering stability and exit speed. Halfway through the hairpin, my telemetry graph showed a distinct undulation. The engineer, with a raised eyebrow, inquired about the anomaly. “Showboating for the video,” I admitted, sheepishly, having intentionally induced camera-friendly oversteer and wheel spin—hopelessly slower, but undeniably fun. His smile reflected a seasoned professional’s lack of understanding for amateur theatrics: “Less show, more go,” he advised for a faster time.
Next, the fastest corner on the circuit: a high-speed, fourth-gear right-hander. De Simone hit 119 mph, while I peaked at 109 mph; he carried more speed into the entry and dared to get on the gas sooner. The XX entered this turn with significantly greater composure than the regular SF90, carrying its speed and poise through the exit as the immense downforce worked its magic. This allowed me to get back on the throttle earlier, without the trepidation of the rear end getting light. “Let the wing do its job and have confidence,” the engineer emphasized. “The rear end really stays put.”
Because of 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, the semi-slick Michelins ultimately proving to be the limiting factor. As is often the case with modern supercars, the sheer force generated by the engine overwhelms the available grip. With two fat black stripes following me out of the turn, my SF90 XX experience concluded, ushering in the debriefing.
Comparing my lap time directly with de Simone’s record was, fortunately for me, not possible; noise limits necessitated cruising down the front straight. A convenient excuse, perhaps, but the revelation remained: a well-meaning amateur could, in certain corners, reasonably follow Ferrari’s top test driver in this monster of a machine. This speaks volumes about the SF90 XX’s inherent balance and approachability despite its extreme performance.
The SF90 XX Stradale, even in 2025, remains a world-class performer. A 1,030-hp poster child should be terrifying, yet this car doesn’t impart that feeling. Instead, the XX is remarkably easier to control than the standard SF90, though it retains an impetuous and combative spirit. The electronics are superb, allowing drivers to explore the limits undisturbed while maintaining a crucial safety net. Its tighter suspension and superior aerodynamic efficiency cultivate a level of confidence that is reminiscent of the magisterial 488 Pista, a car that allowed its driver to transcend their own abilities on the track. The SF90 XX Stradale pulls off that same trick, and, unlike its predecessors, it doesn’t demand access to an ultra-exclusive XX Program track day. While purists might debate its “purity” compared to its track-only brethren, its status as a road-legal XX model makes it an undeniably XXL supercar—a definitive statement in Maranello engineering prowess.
As the automotive landscape continues its rapid evolution, the SF90 XX Stradale stands as a testament to what’s possible when tradition is challenged with audacious vision. For those who seek to experience the pinnacle of road-legal track performance, the question isn’t if you’ll encounter a vehicle that blurs these lines, but when. We invite you to explore the future of hypercars, where every drive is an event, and every moment is a record waiting to be broken.
