The Apex Predator: Driving Ferrari’s SF90 XX Stradale in 2025
For nearly two decades, the letters “XX” have held a mystical, almost sacred resonance within the hallowed halls of Ferrari. They’ve signified a lineage of no-compromise, track-exclusive machines – automotive gladiators like the FXX, 599 XX, and FXX-K, each a radical evolution of their road-going counterparts, pushing the boundaries of what’s possible on a circuit. These were not merely cars; they were hyper-exclusive, engineering showcases, offered only to Maranello’s most revered clientele, devoid of license plates and bound strictly to Ferrari-curated track events. They epitomized raw, unbridled performance, a playground for the world’s most discerning drivers to experience technologies that would, in time, trickle down to Ferrari’s production models.
Then, in a move that sent seismic waves through the luxury performance vehicle segment, Ferrari unveiled the SF90 XX Stradale. In 2025, this machine stands as a defiant rupture from that cherished tradition. It is, unequivocally, a street-legal vehicle. This paradigm shift isn’t just a technicality; it’s a profound statement, transforming a track-day hero into the ultimate road-legal hypercar. Having observed the evolution of hybrid supercar technology for over a decade, I can confidently say the SF90 XX Stradale redefines the very essence of extreme performance in a package that can still navigate your local boulevards.
The implications of this move are significant. While the original XX program produced only a few dozen examples per model, the SF90 XX Stradale’s production run is a more substantial 799 Coupes and 599 Spiders – 1,398 units in total. Despite this relative increase in availability for an XX car, the exclusivity remains absolute; every single unit was spoken for by Ferrari’s most loyal customers, those with extensive collections already gracing their garages, long before the first production model rolled off the line. With prices starting around €790,000 for the Stradale and €870,000 for the Spider (a hefty premium over the standard SF90), these aren’t just cars; they are exotic car investments, a testament to their unparalleled desirability and future supercar value appreciation.
Aerodynamic Mastery: Sculpting Air for Supremacy
Walking around the SF90 XX Stradale in 2025, its aggressive stance immediately signals its intent. This isn’t just an SF90 with a few bolt-ons; it’s a comprehensively re-engineered machine. Only the doors and roof panels are shared with the standard SF90. The most visually striking alteration, and indeed one of the most significant, is the fixed rear wing – a design cue not seen on a street-legal Ferrari since the legendary F50 of 1995. This isn’t a nostalgic nod; it’s a meticulously engineered component. The XX is nearly half a foot longer than its progenitor, with much of that additional length dedicated to pushing the upright wing further rearward. This strategic placement ensures the air reaching it is as undisturbed as possible, maximizing its efficacy in generating crucial downforce.
The entire aero package has undergone a radical transformation. New slots atop the wheel arches, a completely redesigned front fascia, and an array of strategically placed inlets and outlets work in concert to manage and direct airflow with surgical precision. Cool air is channeled to vital components, while hot air is swiftly evacuated. The result is staggering: the SF90 XX Stradale generates an astonishing 1,168 pounds of downforce at 155 mph – more than double that of the standard SF90. This level of automotive engineering translates directly into phenomenal stability and grip at high speeds, blurring the line between a road car and a pure track-focused road car. The visual transformation mirrors the functional one; the XX looks considerably more ferocious, rugged, and intimidating than its base model.
One might expect such extreme aero and track performance to come with a significant weight reduction. Surprisingly, the XX sheds only about 22 pounds (10 kg) compared to the regular SF90. This seemingly modest figure belies a deeper story. Ferrari’s engineers painstakingly shaved approximately 66 pounds through thinner sheet metal, lighter interior panels, and bespoke lightweight seats. However, that weight savings was then reinvested into performance-enhancing components: larger, more robust brakes, the complex rear wing structure, and the sturdy aluminum uprights supporting it. This isn’t about simply going lighter; it’s about optimizing the distribution of mass for unparalleled driving dynamics and overall SF90 XX performance.
The Heart of the Beast: Hybrid Power Refined
At the core of the SF90 XX Stradale lies a refined iteration of Ferrari’s hybrid powertrain. The iconic 4.0-liter twin-turbo V8, already a masterpiece, receives a modest but impactful 30 hp bump, bringing the total system output to a mind-bending 1,030 hp. This increase is primarily achieved through a slightly higher compression ratio (9.54:1 vs. 9.50:1) thanks to redesigned pistons, contributing 17 hp and a touch more torque from the internal combustion engine.
The sophisticated hybrid system accounts for the remainder of the power gain. While the configuration of the three electric motors remains unchanged – two on the front axle (each capable of 135 hp) and one nestled between the V8 and the gearbox (218 hp) – their combined output has risen by 13 hp to 233 hp. This enhancement is a testament to Ferrari’s continuous innovation in hybrid supercar technology, specifically improved cooling for the 7.9-kWh battery. A cooler battery can sustain higher power delivery for longer durations, directly impacting overall performance and the car’s capability during sustained high-performance driving.
Total system torque, at 663 lb-ft, remains unchanged, a deliberate choice dictated by the impressive yet finite capacity of the eight-speed dual-clutch gearbox. However, the transmission benefits immensely from the integration of the Daytona SP3’s shifting software. This isn’t just about faster shifts; it’s about a more visceral, almost brutal engagement that enhances the raw, mechanical feel of the car. Further intensifying the driving experience is a redesigned “hot tube” connecting the engine bay to the cabin, amplifying the glorious, unadulterated symphony of the V8 and its exhaust. In a car of this caliber, speed is only one dimension; the emotional connection, the aural feedback, is equally paramount.
Beyond the Numbers: On-Track Dominance
My opportunity to pilot the Ferrari SF90 XX Stradale at Fiorano was an experience etched into my memory. Unlike the spartan, almost utilitarian nature of previous XX models, the SF90 XX welcomes its occupants with a surprising degree of civility. Air conditioning, an infotainment system, and exquisitely sculpted carbon-fiber bucket seats with adjustable backrests – a significant upgrade from the standard SF90’s fixed units – ensure that even during intensive track sessions, comfort isn’t entirely sacrificed. This blend of uncompromising track performance with a semblance of road-car usability further solidifies its “XXL supercar” designation.
The XX’s suspension setup is notably tighter, reflecting its aggressive intent. Roll stiffness has been increased by a substantial ten percent. Ferrari has fitted the same manually adjustable Multimatic dampers found in the regular SF90’s optional Assetto Fiorano package as standard. While the magnetorheological dampers from the normal SF90 are an option, sacrificing the front axle lift system, the Multimatic units provide a dedicated, uncompromising focus on handling. Even on a damp track, the car’s nose dives predictably under braking, but the tail remains remarkably planted, offering far greater stability and confidence during turn-in. Where the standard SF90 could sometimes feel like its axles were subtly fighting each other during corner entry, the XX’s setup fosters a symbiotic relationship, making it a less demanding, yet ultimately faster, machine to drive at the limit.
Assisting in this phenomenal stability is the latest iteration of Ferrari’s brilliant ABS Evo brake-by-wire system. On the slick asphalt, I could brake impossibly deep into the apex, and the XX would respond with unwavering obedience to my steering inputs. The brake pedal, though boasting a short stroke, offered exquisite modulation – a sublime interface that inspires immense driver confidence.
The steering itself is a masterclass in feedback. It’s not the hyper-light, hyper-direct setup of an F8 or 488, which can sometimes feel almost telepathic but occasionally mask nuance. Instead, the XX offers a beautifully balanced feel, with weight increasing perceptibly as the nose is loaded under braking and lightening subtly with throttle application. This nuanced feedback translates to quick yet measured reflexes, allowing for precise control at ferocious speeds.
A truly unique feature of the SF90 XX Stradale, particularly relevant in 2025 hybrid supercar design, is the “power boost” system. In Qualify mode, the car offers 30 discrete boosts. Each boost delivers the powertrain’s maximum 1,030 hp for up to five seconds (without a boost, output is 1,017 hp). Engaging these boosts is intuitive – simply floor the throttle. The digital instrument cluster displays 30 yellow bars, which disappear one by one as boosts are consumed. Crucially, these boosts aren’t finite; they can be “saved” through regeneration, much like an F1 car preparing for a flying lap. This strategic deployment of bursts of maximum power shaved approximately 0.25 seconds off a Fiorano lap during the tests, where seven boosts were typically utilized. It’s a game-changer, adding an extra layer of strategic depth to track driving.
Chasing the Ghost: Fiorano’s New Benchmark
The true measure of the SF90 XX Stradale’s prowess came later in the day, after the track dried and the mechanics swapped the Bridgestone Potenza run-flats for sticky Michelin Pilot Sport Cup 2 tires. Ferrari test driver Raffaele de Simone had already set a new street-car lap record at Fiorano with the SF90 XX Stradale: a blistering 1:17.3, achieved on carbon-fiber wheels shod with even more aggressive Cup 2R rubber. This was a full 1.4 seconds faster than an SF90 Stradale Assetto Fiorano – a significant delta in the pursuit of ultimate Ferrari performance.
Comparing my telemetry data with de Simone’s provided invaluable insight into the sheer talent required to extract the absolute maximum from this machine. At the first braking point, the XX’s nose dives deep, and the front end snaps into the turn with razor-sharp precision. The rear axle, agile and eager, assists in pushing the nose in, though a hint of looseness is still present, albeit far less than in the standard SF90. My apex speed was only marginally slower than de Simone’s, but his technique revealed the subtle artistry of high-performance traction management. Where he would delicately coast before applying throttle with a velvety foot, gradually building to full power, I’d often go for the “vertical line” – an abrupt, full throttle application that overwhelmed the rear tires, leading to precious milliseconds lost in corrections. His throttle trace was a smooth, gradually descending line; mine, a jagged peak reflecting the struggle for grip.
In slow and medium-speed corners, managing 1,030 hp with such immediacy is a delicate dance, often limited by the rubber’s ability to transmit power. Yet, on the fast stretches, the XX was in its element. De Simone’s speed lines soared above mine, as he dared to brake later, harder, and carry more velocity through the apex. Every input on his telemetry graph – steering, throttle, brake – appeared flawless, a symphony of precision.
The infamous bridge section at Fiorano, where the car momentarily lightens before diving downhill, highlighted the potency of the new shifting software. The eight-speed transmission delivered ferocious, almost violent bangs as gears engaged, reminiscent of a pneumatically operated racing gearbox. Into the tight hairpin, the slowest point on the circuit, taken at barely 25 mph, the electric motors on the front axle truly shone. I could distinctly feel them pulling the nose through the corner, the outer wheel shouldering more of the workload. This was the one place where the all-wheel drive system’s contribution felt most pronounced.
Exiting the off-camber turns, the SF90 XX would rotate with a light, controllable oversteer. Here, the XX was notably calmer than the regular SF90, its rear end more stable, encouraging me to countersteer and powerslide to the track limits. Ferrari’s Side Slip Control (SSC) electronics deserve immense praise; their interventions are so seamless, so imperceptible, that a passenger would likely credit me with de Simone’s abilities. The only minor critique, having driven countless high-performance machines, is the lack of a multi-position traction control setting – it’s either fully on or fully off, offering less granularity than some rivals.
The final fast right-hander, taken high in fourth gear, was another testament to the car’s aerodynamic design. De Simone hit 119 mph; I peaked at 109 mph. He arrived faster, dared to get on the gas sooner, and carried that speed and poise through and out of the corner as the monumental downforce did its work. “Let the wing do its job and have confidence,” the data engineer advised, “the rear end really stays put.”
My XX experience concluded with two fat black stripes exiting the final 180-degree bend – a testament to the raw power overcoming the semi-slick Michelins, reminding me that even in ultimate Ferrari machines, the tires often remain the limiting factor.
The Verdict: A New Breed of Ferrari Hypercar
The Ferrari SF90 XX Stradale, as it stands in 2025, is more than just a speed machine; it’s a profound statement. It shatters the very definition of Ferrari’s storied XX program, bringing unprecedented track performance into a street-legal, yet still incredibly exclusive, package. A 1,030 hp hypercar could, and perhaps should, be terrifying. Yet, the SF90 XX manages to be remarkably approachable at the limit. It is, paradoxically, easier to control than the regular SF90, while still maintaining an impetuous, combative spirit. The seamlessly integrated electronics are superb, allowing an experienced driver to push well beyond perceived limits with a reassuring safety net.
With its tighter suspension and radical aerodynamics, it instills a level of driver confidence that reminds me of the legendary 488 Pista – a car that genuinely makes its driver feel more capable than they might be. The SF90 XX Stradale pulls off this same trick, but unlike its predecessors, it doesn’t confine you to super-exclusive track days. While some purists might argue it’s “less extreme” than a true XX, it is, without question, an XXL supercar, pushing the boundaries of what a road-legal hypercar can be.
Ready to explore the pinnacle of Maranello innovation and experience the future of luxury performance vehicles? Dive deeper into the world of Ferrari SF90 XX Stradale and discover how this ultimate Ferrari is reshaping the hypercar landscape in 2025.
