Ferrari SF90 XX Stradale: Unchained Performance – The 2025 Benchmark
The letters ‘XX’ have always held an almost mythical resonance within the hallowed halls of Maranello. For nearly two decades, this hallowed designation has been reserved for Ferrari’s most extreme, track-exclusive machines – vehicles so potent, so singularly focused, they defied conventional classification. They were not race cars in the traditional sense, lacking FIA homologation, yet they weren’t road cars either, devoid of license plates and bound to exclusive, factory-run track events. These were purebred experimental beasts, engineering showcases designed to push the boundaries of performance and technology, often foreshadowing innovations that would later trickle down to Ferrari’s street-legal lineup. From the Enzo-derived FXX to the fearsome FXX-K, each iteration epitomized the pinnacle of automotive engineering applied without compromise for the circuit.
But as we stand in 2025, the automotive landscape is shifting, and Ferrari, ever the pioneer, has once again redefined its own legacy. The SF90 XX Stradale, along with its Spider counterpart, represents a profound departure from this sacred tradition. This is an XX model unburdened by the track-only shackles, a proper street-legal supercar that, remarkably, pushes performance envelopes further than any road-going Ferrari before it. This audacious move not only democratizes a slice of the coveted XX experience but also dramatically expands its reach, with a planned production of 799 Stradales and 599 Spiders – all 1,398 units snapped up by Ferrari’s most loyal and discerning clientele, often those with a storied history of Maranello ownership. Having navigated the complex world of high-performance automotive investments and engineering for a decade, I can attest that this strategic pivot by Ferrari is nothing short of brilliant, setting a new luxury hybrid supercar benchmark for both performance and exclusivity in the 2025 market.
Ferrari itself acknowledges the SF90 XX as an “experiment” with the XX label, but for those fortunate enough to secure one, it’s an unequivocal triumph. Distinguishing the XX from its standard SF90 sibling reveals a meticulous re-engineering effort far beyond a mere cosmetic refresh. Only the doors and roof are shared, a testament to the comprehensive redesign. The XX extends nearly half a foot longer, stretching to almost 191 inches. This added length is predominantly at the rear, a deliberate choice to optimally position the massive, fixed rear wing – a visually striking and aerodynamically critical component, marking Ferrari’s return to a permanent rear wing design since the iconic F50 of 1995.
This isn’t merely a stylistic flourish; it’s a statement of aerodynamic intent. The entire aero package has been dramatically overhauled. Sculpted slots atop the wheel arches, a completely re-imagined front fascia bristling with new inlets and outlets to precisely manage airflow for cooling and downforce, and a thoroughly optimized underbody combine to deliver astounding figures. At 155 mph, the SF90 XX generates an incredible 1,168 pounds of downforce – double that of the already formidable standard SF90. This massive increase in grip, combined with its more aggressive, rugged, and intimidating aesthetic, firmly establishes the XX as a visually and functionally distinct entity. From an advanced automotive aerodynamics perspective, this vehicle is a masterclass in how to sculpt air for ultimate speed and stability.
One might expect such a performance focus to result in a dramatic weight reduction, a hallmark of previous XX models. Surprisingly, the XX shaves a relatively modest 22 pounds (10 kg) compared to the regular SF90. However, this figure belies the diligent automotive performance engineering efforts beneath the surface. Ferrari actually shed around 66 pounds through the use of thinner sheet metal, lighter interior panels, and bespoke lightweight seats. But, as often happens in the relentless pursuit of speed, pounds were added back: larger, more robust brakes, the intricate structure supporting the new rear wing, and the very substantial aluminum legs on which that wing firmly rests. This intricate balance of weight saving and strategic additions is a fine art, one that Ferrari engineers have clearly perfected.
The powertrain, too, sees targeted enhancements. The 4.0-liter twin-turbo V8, already a marvel of internal combustion, gains 17 hp and 3 lb-ft of torque thanks to new pistons that boost compression slightly from 9.50:1 to 9.54:1. The hybrid system, comprising two 135-hp electric motors on the front axle and a 218-hp motor between the V8 and gearbox, remains mechanically unchanged. Yet, its combined output rises by 13 hp to 233 hp. This seemingly modest increase is a testament to Ferrari’s relentless optimization: the car’s 7.9-kWh battery now benefits from superior cooling, allowing it to deliver more sustained power. The total system output climbs to a staggering 1,030 hp, a 30-hp bump over the standard SF90.
While the hybrid powertrain’s total torque figure remains at a colossal 663 lb-ft – the maximum the eight-speed dual-clutch gearbox can safely handle – the driving experience is fundamentally transformed. The gear ratios are identical to the regular SF90, but the XX benefits from the Daytona SP3’s shifting software, delivering crisper, more aggressive shifts that amplify the engine’s symphony. Further aural enhancement comes courtesy of a redesigned “hot tube” connecting the engine bay directly to the cabin. In a supercar of this caliber, raw speed is only one dimension; the visceral, multi-sensory experience is equally crucial, and the SF90 XX delivers an unparalleled auditory assault. This seamless integration of internal combustion prowess and hybrid supercar technology makes it a truly formidable machine.
As an expert with firsthand experience across Maranello’s most exclusive offerings, the invitation to drive the SF90 XX Stradale at Fiorano was an anticipated highlight. The initial session, conducted on a damp track, immediately revealed the XX’s dual nature. Unlike its stripped-down XX predecessors, the SF90 XX is far from a spartan race car. The cabin still offers a surprising degree of comfort: air conditioning, a sophisticated infotainment system, and exquisitely sculpted carbon-fiber bucket seats featuring an adjustable backrest – a significant improvement over the fixed units often found in performance-oriented models. This commitment to driver comfort, even in such an extreme machine, speaks volumes about its road-legal intent and broader appeal.
The chassis dynamics, however, are unmistakably XX. Roll stiffness has been ratcheted up by ten percent, and Ferrari has equipped the car with the manually adjustable Multimatic dampers, a component previously found in the regular SF90’s optional Assetto Fiorano package. (For those seeking ultimate adaptability, the normal SF90’s magnetorheological dampers are an XX option, enabling Ferrari’s front axle lift system.) Even on the slick asphalt, the XX’s front end dives considerably under heavy braking, yet its tail remains remarkably composed, rising less than expected and contributing to a far more stable and predictable rear when initiating steering input. Where the standard SF90 could feel like its front and rear axles were engaged in a subtle tug-of-war during turn-in, the XX’s axles work in harmonious concert, making the newer car significantly less of a handful and far more confidence-inspiring. This high-performance vehicle dynamics tuning is palpable from the first corner.
Crucially, the latest iteration of Ferrari’s brilliant ABS Evo brake-by-wire system plays a pivotal role. On the damp circuit, I could brake deeply, right to the apex, and the XX would dutifully follow the steering wheel’s command. The brake pedal, characterized by a short stroke, still allowed for exquisite modulation – a truly sublime experience that empowers the driver to exploit every ounce of stopping power with precision. The steering, too, provides excellent feedback, its weight increasing naturally as the front end loads up under braking, then lightening again as throttle is applied. Unlike the almost hyper-direct, feather-light steering of an F8 or 488, the XX offers a more balanced feel, promoting quick but measured reflexes – an ideal characteristic for a car capable of such immense speeds.
A unique feature of the XX, activated in Qualify mode, is its provision of 30 “power boosts.” During each boost, the powertrain delivers its full 1,030 hp for up to five seconds (without boost, the XX produces 1,017 hp). This strategically deployed burst can shave approximately 0.25 seconds off a Fiorano lap, with around seven boosts typically utilized per circuit. The genius lies in its simplicity: the driver merely floors the accelerator, and the digital instrument cluster shows 30 yellow bars disappearing one by one. These boosts can also be “saved” through regeneration, much like in Formula 1 before a flying lap. This innovative driver engagement hypercar feature offers a new layer of strategic interaction, pushing the boundaries of what’s possible on the track.
Later in the day, as the track dried and the Bridgestone Potenza run-flats were swapped for Michelin Pilot Sport Cup 2 tires, the true potential of the SF90 XX was unveiled. After a few exploratory laps, telemetry data revealed the stark reality of raw talent versus experienced precision. Ferrari test driver Raffaele de Simone had already set a new street-car record at Fiorano in the SF90 XX: 1:17.3, achieved with optional carbon-fiber wheels and the even fiercer Cup 2R rubber. This time was a staggering 1.4 seconds faster than an SF90 Stradale Assetto Fiorano – a monumental gap in the realm of road cars. De Simone achieved this in CT-Off mode, where traction control is disabled but stability control intervenes later, noting that ESC Off is reserved purely for drifting.
Analyzing the telemetry with the data engineer was an exercise in humility and enlightenment. At the first braking point, the XX’s nose plunged deeply, and the front end responded with razor-sharp precision. The rear remained agile, helping to pivot the nose into the corner, albeit with a touch of looseness, though markedly less than the standard SF90. My apex speed was only marginally slower than De Simone’s. But then, the masterclass began. Where I would coast before abruptly applying full throttle, De Simone would feather the accelerator with a velvet foot, gradually building to full power, meticulously maintaining traction. His throttle trace on the screen was a gracefully descending curve; mine, an abrupt vertical line, often resulting in hefty outliers in the graphs as the rear tires protested, necessitating corrections and counter-steering to stay on track. He was already pulling away.
Traction out of slow and medium-speed corners, with so much power on tap, proved challenging. But on the fast sections, the XX was in its element. De Simone’s speed line soared above mine; he braked later and harder into the next turn, shortening his braking zone and carrying speed longer. Every input on his graph was flawless, a testament to years of honed skill and an intimate understanding of the machine. I lost precious tenths; in the next fourth-gear combination, he extended his lead further. Where I’d apply short bursts of gas, he would accelerate longer, leveraging the XX’s phenomenal grip. The difference lay in confidence and talent, qualities that define truly elite drivers.
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 bangs and reactions that were even more ferocious than expected – super-fast shifts accompanied by fierce shocks and the raw, guttural sound of a pneumatically operated racing gearbox. A deep, hard brake and two swift downshifts brought me to the apex. My speed was 71 km/h (44 mph); De Simone’s, 68 km/h. Seemingly hopeful, but deceiving. Where I understeered, releasing the brake too early and waiting to get back on the gas, he was already accelerating away, his speed line once again dipping below mine.
At the crest of the bridge, the car felt almost airborne, the V8’s revs spiking on telemetry. On this short stretch, the XX hit 180 km/h (112 mph) just into fifth gear before a rapid downhill brake into a right-hander. Our graphs showed similar patterns, but De Simone’s were consistently more refined, his peaks higher, his control absolute. Steer into the off-camber turn, and the car rotated with a gentle oversteer. The XX felt calmer here than the regular SF90, its rear end notably more stable. A delicate counter-steer to the apex, then a controlled powerslide to the outside curbstones, using every inch of the track. The key, as the Side Slip Control (SSC) electronics subtly assisted, was maintaining a small slip angle to preserve forward momentum.
The brilliance of Ferrari’s driving aids, particularly SSC, is their unobtrusive nature. A passenger would credit me with De Simone’s abilities, so seamless are the interventions – barely heard, almost imperceptible. Perhaps the only missing piece of the puzzle is a multi-position traction control setting; currently, it’s either fully on or fully off. Dropping down a short straight and two gears for the hairpin, the slowest point of Fiorano at barely 40 km/h (25 mph), I could distinctly feel the electric motors on the front axle pulling the nose through, the outer wheel doing more work. This was the only place on the track where the all-wheel drive system truly manifested its presence. My “showboating” for the camera in this corner, inducing camera-friendly oversteer, garnered a polite but firm “Less show and more go” from the engineer – a timeless piece of advice for any aspiring fast driver.
Next, the fastest corner: a high-speed, fourth-gear right-hander. De Simone hit 192 km/h (119 mph) here; I peaked at 176 km/h (109 mph). He arrived faster, dared to apply the throttle sooner. The XX entered this turn with significantly more composure than the regular SF90, carrying its speed and poise out as the downforce worked its magic, allowing earlier, fearless throttle application. “Let the wing do its job and have confidence,” the engineer urged. “The rear end really stays put.” This trust in advanced automotive aerodynamics is what separates a good driver from a great one.
Due to his higher exit speed, De Simone gained more time on the short straight to the final corner, a long, third-gear 180. Cornering here, I wrestled with oversteer; the semi-slick Michelins eventually found their limit. As is often the case with modern supercars, the rubber becomes the limiting factor. With two fat black stripes marking my exit, my XX experience concluded, leading to the debriefing.
Comparing my lap time to the record wasn’t feasible due to noise restrictions on the front straight. A convenient excuse, perhaps, but the revelation that a dedicated amateur could, in certain corners, reasonably follow Ferrari’s top test driver in this monster of a machine is profoundly telling. This is a world-class performer, a 1,030-hp poster child that, despite its terrifying power, doesn’t feel terrifying to drive. Instead, the SF90 XX is surprisingly more manageable than the regular SF90, yet still imbued with an impetuous, combative spirit. The electronics are superb, allowing you to dance on the limit, undisturbed, 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 transcend their own abilities on the track.
The SF90 XX Stradale pulls off this same trick, and unlike its predecessors, it doesn’t demand access to a super-exclusive XX Program track day. Some purists might argue that, compared to its track-only forebears, this road-legal iteration is “less extreme,” not a “proper” XX. And they wouldn’t be entirely wrong in that narrow context. However, to view it as anything less than an XXL supercar, a defining moment in Ferrari track day experience evolution, and a profound statement on the future of luxury performance cars, would be to miss its true genius.
Ready to explore the pinnacle of road-legal performance and the future of supercar ownership benefits? Dive deeper into the world of the SF90 XX Stradale and discover how Ferrari continues to redefine automotive excellence.
