Ferrari SF90 XX Stradale: Unleashing the Apex Predator on Street and Circuit in 2025
For decades, the name Ferrari has evoked an unparalleled blend of passion, performance, and exclusivity. But within the hallowed halls of Maranello, a certain pair of letters holds an even deeper, almost mystical significance: XX. Since 2005, this designation has been reserved for a rare breed of track-only machines – automotive gladiators like the FXX, 599 XX, and FXX-K. These weren’t mere race cars; they were hyper-specialized, technology-laden test beds, pushing the absolute limits of performance and shaping the future of Ferrari’s road-going masterpieces. Produced in minuscule numbers, each XX model represented the zenith of track-day engineering, offering unprecedented power, lightness, and aerodynamic prowess to an elite circle of collectors.
Yet, as we navigate the rapidly evolving landscape of 2025, Maranello has once again defied expectations, shattering tradition with the audacious introduction of the SF90 XX Stradale. This isn’t just another limited-edition Ferrari; it’s a paradigm shift, a street-legal marvel that brazenly blurs the line between a race-bred circuit weapon and a road-certified hypercar. The SF90 XX doesn’t merely flirt with the edges of performance; it obliterates them, bringing the raw, unadulterated intensity of the XX program to public asphalt for the very first time.
The XX Legacy Reimagined: Street Legality Meets Unbridled Track Prowess
The original XX program was a fascinating experiment. Born from a desire to explore extreme performance beyond regulatory constraints, these machines were purebred track beasts, unburdened by license plates or FIA homologation. They were an exclusive playground for Ferrari’s most loyal clientele, designed for private, factory-supported events where engineers and drivers could push boundaries without compromise. The FXX, derived from the Enzo, set the precedent, followed by the 599 XX and the groundbreaking hybrid FXX-K. Each represented the cutting edge of automotive innovation, with “Evo” variants often appearing to introduce even more refined technologies that eventually trickled down to production models.
The SF90 XX Stradale, however, marks a dramatic departure. This is a road car, through and through, yet it carries the full weight and expectation of the XX badge. This strategic pivot serves multiple purposes. Firstly, it significantly expands the accessibility (relatively speaking, for a Ferrari hypercar) and usability of such an extreme machine. More importantly, it allows Ferrari to produce a larger, though still highly exclusive, batch. A total of 799 SF90 XX Stradales and 599 SF90 XX Spiders were slated for production, summing up to 1,398 units. Unsurprisingly, all were snapped up by Ferrari’s most cherished collectors – those with multiple Prancing Horses already gracing their garages – long before their official unveiling. The entry price, starting around $850,000 for the Stradale and $940,000 for the Spider (a significant premium over the standard SF90s), didn’t include access to those coveted VIP track days, a clear indication of the car’s inherent value and desirability as a standalone performance investment.
Ferrari might call the SF90 XX an “experiment” in extending the XX label, but the result is nothing short of revolutionary. This isn’t a mere cosmetic upgrade; it’s a comprehensive transformation. Only the doors and roof panels are shared with the standard SF90. The XX model stretches nearly half a foot longer, reaching an imposing 191 inches, with much of that added length dedicated to the rear. This strategic elongation serves a critical aerodynamic purpose: to position the colossal fixed rear wing as far back as possible, allowing for undisturbed airflow and maximum downforce generation. This isn’t just any wing; it’s Ferrari’s first fixed rear wing on a road car since the iconic F50 of 1995, a powerful visual statement of intent.
Engineering an Apex Predator: Design, Aerodynamics, and Weight Optimization
The visual aggression of the SF90 XX is immediate and undeniable. It looks ferociously purposeful, a muscular evolution of the already stunning SF90. The entire aerodynamic package has been meticulously reworked, almost completely unrecognizable from its donor car. We see prominent slots atop the wheel arches, designed to vent turbulent air, and a completely redesigned front fascia bristling with additional inlets and outlets. These aren’t just for show; they are precision-engineered channels for separating and directing cool and warm air, optimizing engine cooling and brake performance while reducing drag. The overall effect is a machine that appears sculpted by the wind, ready to devour the track.
The numbers speak volumes: the SF90 XX generates an astonishing 1,168 pounds of downforce at 155 mph – more than double that of the standard SF90. This incredible aerodynamic efficiency is key to its phenomenal track capabilities, gluing the car to the asphalt at blistering speeds. It’s a testament to Ferrari’s relentless pursuit of cutting-edge automotive design and aerodynamic engineering.
Despite its more aggressive styling and additional aero components, Ferrari’s engineers also focused on weight optimization. While the overall weight reduction might seem modest – only about 22 pounds lighter than the regular SF90 – the story behind it reveals meticulous attention to detail. Ferrari actually shaved approximately 66 pounds through the use of thinner sheet metal, lighter interior panels, and bespoke, lighter seats. However, some of that weight was inevitably added back. Larger, more robust braking components, the substantial fixed rear wing, and particularly the robust aluminum struts supporting that wing contributed to the final figure. This balancing act of adding performance-enhancing components while simultaneously stripping away mass is a hallmark of high-performance vehicle optimization.
Heart of the Beast: The Hybrid V8 Powertrain and Refined Dynamics
At the core of the SF90 XX Stradale lies a magnificent evolution of Ferrari’s already potent V8 twin-turbo hybrid powertrain. While the core 4.0-liter twin-turbo V8 engine remains, its output has been subtly yet effectively boosted by 30 horsepower, bringing the total to a mind-bending 1,030 hp. This gain isn’t just a simple ECU tweak. It’s achieved through a slightly higher compression ratio (9.54:1 versus 9.50:1) thanks to different pistons, contributing an extra 17 hp and 3 lb-ft of torque directly from the internal combustion engine.
The innovative hybrid system accounts for the remainder of the power increase. The architecture remains familiar: two powerful electric motors on the front axle, each capable of 135 hp, and a single electric motor nestled between the V8 and the gearbox, delivering 218 hp. While the individual motor outputs are unchanged, their combined contribution has risen by 13 hp to 233 hp. This is largely due to a more sophisticated, better-cooled 7.9-kWh battery, which can now deliver power more efficiently and consistently, a crucial advancement for sustained hybrid supercar performance.
Despite the horsepower bump, the powertrain’s total torque figure remains a staggering 663 lb-ft, a limit imposed by the eight-speed dual-clutch gearbox, which simply cannot handle more pulling power. The gear ratios themselves are identical to the standard SF90, but the transmission benefits from the advanced shifting software developed for the ultra-exclusive Daytona SP3. This software not only optimizes gear changes for maximum acceleration but also works in concert with a redesigned “hot tube” that channels engine sound directly into the cabin. This ensures that every gear change is met with a ferocious, emotionally resonant roar, an essential element of the Ferrari experience. After all, what is pure speed without an equally visceral and immersive auditory journey? This meticulous attention to sensory details underlines Ferrari’s holistic approach to performance driving experience.
On the Edge: The Fiorano Baptism – Initial Impressions
As an automotive journalist with a decade of experience chasing apexes and extracting insights from the world’s most exotic machinery, the invitation to drive the SF90 XX Stradale at Ferrari’s hallowed Fiorano circuit was a privilege. The initial session unfolded on damp asphalt, a challenging but revealing scenario for any hypercar.
My first impression was a pleasant surprise: unlike previous, spartan XX models, the SF90 XX is far from a stripped-down race car. Ferrari has retained a degree of civility. The cabin still offers air conditioning, a fully integrated infotainment system, and – thankfully – exquisitely crafted carbon-fiber bucket seats with adjustable backrests. These seats are a significant improvement over those in the regular SF90, providing both excellent support for aggressive driving and a surprising level of comfort for longer stints. This blend of luxury and raw performance capability cements its position as a true track-focused road car.
Dynamically, the XX’s changes are immediately apparent. The suspension is noticeably tauter, with roll stiffness increased by ten percent. Ferrari has equipped it with the manually adjustable Multimatic dampers, typically found in the optional Assetto Fiorano package of the standard SF90. (The magnetorheological dampers of the normal SF90 are an option on the XX, enabling Ferrari’s front axle lift system – a godsend for tackling steep driveways). Even on the slick, damp surface, the XX’s front end dives considerably under heavy braking, yet its tail remains remarkably planted, leading to a quieter, more stable rear end upon turn-in. Where the standard SF90 can sometimes feel as though its axles are fighting each other mid-corner, the XX’s axles work in harmonious concert, making the car significantly more cooperative and confidence-inspiring.
Crucially, the latest iteration of Ferrari’s brilliant ABS Evo brake-by-wire system is a revelation. Even with limited grip, I could brake deep into the apex, and the XX followed my steering inputs with surgical precision. The brake pedal itself boasts a short, firm stroke yet offers superb modulation, allowing for incredibly precise control – it’s truly sublime. The steering, too, delivers exceptional feedback, communicating exactly what the front tires are doing. Its weight builds reassuringly as the nose tucks in under load, then lightens as throttle is applied. Unlike the almost hyper-direct steering of models like the F8 or 488, the SF90 XX offers a more balanced, measured feel, allowing for quick but nuanced reflexes, perfectly suited for a high-performance braking system and precision handling.
Then there’s the addictive “power boost” feature, available in Qualify mode. This truly showcases the brilliance of its electric motor integration. The powertrain delivers its full 1,030 hp for up to five seconds, giving you 30 such boosts per track session. Without a boost, the XX produces a still formidable 1,017 hp. Deploying these strategically can shave a quarter-second off a Fiorano lap. The beauty is its simplicity: just floor the accelerator. The digital instrument cluster displays 30 yellow bars, which disappear one by one as boosts are consumed. You can even regenerate boosts through kinetic energy recovery, much like an F1 car prior to a flying lap. It’s a game-changer, adding an extra layer of strategic engagement to the performance driving experience.
Chasing the Ghost: Fiorano Lap Analysis with Raffaele de Simone
The true measure of any track-focused machine comes when the conditions are optimal. Later in the day, with the Fiorano track dried out and Michelin Pilot Sport Cup 2 tires replacing the morning’s Bridgestone Potenza run-flats, it was time to push harder. After a few hot laps, the data engineers brought up the telemetry, overlaying my best effort with that of Ferrari test driver Raffaele de Simone – the man who set the new street-car record at Fiorano.
De Simone’s record lap of 1:17.3 in the SF90 XX Stradale, achieved on carbon-fiber wheels and even more aggressive Cup 2R rubber, was 1.4 seconds faster than an SF90 Stradale Assetto Fiorano. While previous XX models typically delivered a more significant time advantage over their road-car counterparts, this is still a substantial gap, demonstrating the XX’s pure performance edge. Interestingly, he achieves 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 immense power and the nuanced electronic safety net of the SF90 XX.
The telemetry breakdown was an eye-opener, a masterclass in precision driving. At the first heavy braking zone, the XX’s nose truly dives, and the front end responds with razor-sharp intensity. The rear, while agile, still works to push the nose in, reducing initial looseness compared to the standard SF90. My apex speed was only marginally slower than de Simone’s, but his technique revealed the true difference. He would briefly coast, then apply throttle with a surgeon’s touch, gradually building to full power, meticulously maintaining traction. His throttle trace on the screen was a smooth, gracefully descending line. Mine, by contrast, was a stark vertical plunge, indicating an abrupt application of power that the rear tires simply couldn’t handle. The resulting spikes in my throttle and steering graphs showed me lifting and counter-steering multiple times, wrestling with oversteer, while de Simone pulled effortlessly ahead.
In slow and medium-speed corners, managing the sheer power output of the SF90 XX is a delicate dance. However, on the faster stretches, the car truly comes alive. De Simone’s speed line soared above mine; he braked later and harder, shortening his braking zones and carrying speed for longer durations. His every input, every movement of wheel and pedal, appeared flawless – a symphony of controlled aggression. I lost precious tenths as he accelerated longer between corner combinations where I would simply give a short burst. The difference wasn’t in steering input, but in sheer confidence and sublime talent.
Hard acceleration into fifth gear towards the bridge turn highlighted the ferocious nature of the eight-speed transmission. The new shifting software delivers incredibly fast, almost violent shifts, accompanied by the raw, guttural sound of a pneumatically operated racing gearbox. Braking hard and deep, dropping two gears for the apex, I arrived at around 44 mph, while de Simone entered at 42 mph. This initially sounded promising, but the telemetry exposed my error: I released the brake pedal too early, inducing understeer and forcing me to wait to get back on the gas. De Simone, with perfect trail-braking, was already accelerating away, his speed line surging past mine once again.
Over the crest of the bridge, the car felt incredibly light, almost taking flight, the V8’s revs spiking dramatically. On this short straight, the XX hit 112 mph in fifth gear before needing immediate, heavy braking downhill into a right-hander. Our graphs showed similar undulations, but de Simone’s peaks were consistently higher, his movements more refined.
Steering into the off-camber turn, the car tucked in with a hint of controlled oversteer. The SF90 XX felt remarkably calmer and more stable than the regular SF90 here, its rear end holding its line with unwavering composure. I counter-steered, powered through the apex, and used the full width of the track, drifting out to the curbstones. The key is to maintain a small slip angle to optimize forward momentum, and here, Ferrari’s sophisticated Side Slip Control (SSC) electronics proved invaluable. A passenger would attribute de Simone’s abilities to me, as SSC’s interventions are almost imperceptible – neither heard nor truly felt. The only minor critique for Ferrari’s otherwise brilliant driving aids is the lack of a multi-position traction control setting; it’s currently either fully on or fully off.
Dropping two gears for the hairpin, Fiorano’s slowest point, taken at a mere 25 mph, highlighted the all-wheel-drive system. The electric motors on the front axle visibly pulled the nose through the corner, with the outer wheel doing the heavy lifting. This was the only point on the track where the all-wheel drive truly made its presence felt. My telemetry graph in this section showed considerable undulations, prompting the engineer to ask about my “showboating for the video” – inducing camera-friendly oversteer and wheelspin, hopelessly slower but undeniably fun. “Less show, more go,” he advised with a knowing smile.
The fastest corner, a high-speed right-hander taken in fourth gear, truly showcased the XX’s aerodynamic downforce. De Simone hit 119 mph there, while I peaked at 109 mph. He carried more speed into the turn, dared to get on the gas sooner, and the XX entered and exited with incredible composure. “Let the wing do its job and have confidence,” the engineer urged. “The rear end really stays put.”
De Simone gained more time on the short straight leading to the final corner, a long 180-degree bend taken in third gear. Here, once again, the car battled oversteer as the semi-slick Michelins reached their limit – a common occurrence with modern hypercars, where the tires become the ultimate limiting factor. Leaving two fat black stripes as a signature, my SF90 XX experience drew to a close.
The Verdict: An XXL Hypercar for the Modern Era
Comparing my lap time to the record was, fortunately, impossible (we had to cruise down the front straight due to noise limits – a convenient excuse!). Yet, 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.
The Ferrari SF90 XX Stradale is a world-class performer, an absolute record-breaker. A car boasting 1,030 hp should, by all accounts, be terrifying. Yet, it doesn’t evoke that raw, primal fear. Instead, the XX is remarkably easier to control than the regular SF90, though still undeniably impetuous and combative. The electronic safety nets and driver aids work with such superb finesse, allowing you to push well over the limit with an invisible hand guiding you, ensuring a safety net that never intrudes. Its tighter suspension and revolutionary aerodynamics create a level of confidence that reminds me of the ego boost delivered by the magisterial 488 Pista – a car that elevates its driver to seemingly superhuman levels on the track.
The SF90 XX Stradale pulls off that same incredible trick. And unlike its predecessors, it doesn’t require exclusive access to a secretive XX Program track day. Yes, some purists might argue that this street-legal iteration compromises the “purity” of the original XX concept, making it “less extreme” than its track-only brethren. But let’s be clear: this isn’t just an SF90 with a few upgrades. This is a monumental leap in Ferrari’s lineage, a street-legal machine that embodies the relentless pursuit of performance and innovation that defines the XX badge. It is, without question, an XXL hypercar for 2025 and beyond.
Experience the Future of Performance
The Ferrari SF90 XX Stradale is more than just a car; it’s a statement. It’s Ferrari declaring that the future of hypercar performance isn’t confined to a single lane – it’s a dynamic interplay between road and track, luxury and raw power. This limited edition Ferrari is a testament to what’s possible when engineering prowess meets an unyielding vision.
If the thrill of automotive innovation and the allure of owning a piece of Ferrari history resonates with you, then this new breed of hypercar demands your attention. Explore the legacy, embrace the future, and discover how the SF90 XX Stradale redefines the very essence of driving. Don’t just read about this engineering marvel; immerse yourself in the journey. Join the conversation and share your thoughts on where this groundbreaking machine fits into the pantheon of exotic car ownership and the evolving luxury automotive market.
