The Apex Predator Redefined: Decoding Ferrari’s SF90 XX Stradale in 2025
The year is 2025, and the automotive landscape is a thrilling maelstrom of electrification, hyper-connectivity, and an unrelenting pursuit of performance. Yet, amidst this technological surge, one name consistently cuts through the noise: Ferrari. For decades, Maranello has honed an exclusive XX Program, a hallowed designation reserved for track-only titans, machines so potent they transcend mere road legality, serving as rolling laboratories for the Prancing Horse’s most radical innovations. From the Enzo-derived FXX to the formidable FXX-K, these ultra-limited creations pushed the boundaries of what was thought possible, their technological advancements frequently trickling down to the street-legal supercars that followed. But in a move that shook the very foundations of this revered tradition, Ferrari introduced a new breed of XX – one that dared to wear a license plate. The SF90 XX Stradale and its Spider counterpart didn’t just push limits; they obliterated them, redefining the very essence of a street-legal hypercar.
Having spent a decade immersed in the upper echelons of high-performance automotive engineering and track analysis, I can confidently assert that the SF90 XX represented a seismic shift. It was a bold declaration from Ferrari, acknowledging the evolving demands of its most discerning clientele in the luxury vehicle performance segment. This wasn’t merely an evolution; it was a revolution, blending the uncompromised aggression of a dedicated track weapon with the surprising usability of a road-going machine. For those who command the market’s most exclusive hypercar investments, the SF90 XX immediately stood out as a pivotal moment, a future-proof performance vehicle that offers both unparalleled driving thrills and a strategic position within a meticulously curated collection. Its 2024 unveiling and subsequent market impact through 2025 solidified its place not just as a record-breaker, but as a strategic masterpiece.
Historically, the XX models – typically produced in mere dozens – were untouchable for all but a select few. Lighter, more powerful, exponentially faster, and far more exclusive than their road-going brethren, they existed in a dimension distinct from FIA-homologated race cars. They were purely for dedicated track events, sans license plates, raw and unadulterated. The SF90 XX shattered this paradigm. By making it street-legal, Ferrari unlocked a new echelon of accessibility, albeit still within a highly exclusive sphere. The sheer volume speaks volumes: 799 SF90 XX Stradales and 599 XX Spiders. A total of 1,398 units, a staggering number compared to previous XX iterations, yet every single one was snapped up by Ferrari’s most loyal patrons – those whose garages already housed at least five Prancing Horses. The asking price, starting around €790,000 for the Stradale and €870,000 for the Spider (a hefty 40% premium over the standard SF90), further cemented its position as a pinnacle of exclusive Ferrari ownership. This strategic expansion not only catered to increased demand for such ultimate driving machines but also allowed more of Ferrari’s top clients to experience a taste of the previously unobtainable XX mystique.
Ferrari framed the SF90 XX as an “experiment” with the XX label, but the result was anything but tentative. Beyond the badge, these chosen buyers received a car fundamentally transformed. Only the doors and roof panels were interchangeable with the standard SF90. The XX model stretched nearly half a foot longer, reaching almost 191 inches – a critical dimension dictated by aerodynamic optimization. The extended rear primarily served one purpose: to position the colossal fixed rear wing as far back as possible, allowing for the cleanest, most undisturbed airflow to maximize downforce generation. This wasn’t just any wing; it marked Ferrari’s first fixed rear wing on a road car since the legendary F50 of 1995, a clear sign of the extreme intentions behind the SF90 XX.
The entire aerodynamic design package received a comprehensive overhaul, meticulously crafted through advanced computational fluid dynamics and rigorous wind tunnel testing. Slots atop the wheel arches, a completely redesigned front fascia bristling with new inlets and outlets – each element meticulously engineered to manage the intricate dance of cool and warm air, reduce drag, and enhance stability. The cumulative effect was astounding: the SF90 XX generates a staggering 1,168 pounds of downforce at 155 mph, effectively double that of the regular SF90. This dramatic increase in downforce isn’t just a number; it translates directly into superior grip, enhanced high-speed stability, and an almost magnetic connection to the road. Visually, the XX also shed its predecessor’s relative subtlety, adopting a far more aggressive, rugged, and overtly intimidating aesthetic, instantly communicating its pedigree as a track-focused beast that somehow found its way onto public roads. This aggressive stance is a critical aspect for supercar enthusiasts looking for a vehicle that truly stands out.
In the rarefied air of hypercar development, every gram matters. It might surprise some that the XX only shaves 10 kilograms, or roughly 22 pounds, off the standard SF90’s weight. On paper, this seems modest. However, delving into the engineering reveals a masterclass in compromise and optimization. Ferrari engineers initially carved out a substantial 66 pounds through thinner sheet metal, lighter interior panels, and bespoke lightweight seats. But these savings were strategically reinvested. Larger, more robust braking components were added, along with the substantial fixed rear wing and its necessary aluminum support legs. This nuanced approach highlights Ferrari’s commitment to balanced performance optimization, prioritizing structural integrity and functional aerodynamics over a simple pursuit of the lowest number. The overall weight reduction, combined with other enhancements, contributes significantly to the car’s agility and responsiveness, making it a true automotive engineering innovation.
The power bump, too, mirrors this philosophy of impactful refinement rather than brute-force escalation. Output rises by a “mere” 30 horsepower, bringing the total to a formidable 1,030 hp. The heart of the beast, the 4.0-liter twin-turbo V8, receives subtle but critical tweaks. Modified pistons yield a slightly higher compression ratio (9.54:1 versus 9.50:1), contributing an additional 17 hp and 3 lb-ft of torque. The remaining power increase comes from the advanced hybrid powertrain. While the architecture remains consistent – two 135 hp electric motors on the front axle and a 218 hp unit between the V8 and gearbox – their combined output surges by 13 hp to 233 hp. This improvement isn’t due to new motors, but rather to a more efficiently cooled 7.9-kWh battery, allowing it to consistently deliver more power under duress. The total system torque, an immense 663 lb-ft, remains unchanged, a testament to the eight-speed dual-clutch gearbox’s finely tuned limits. However, the transmission benefits immensely from the Daytona SP3’s advanced shifting software, delivering crisper, faster gear changes that enhance both performance and the visceral driving experience. Further aural enhancement is provided by a redesigned “hot tube” connecting the engine bay to the cabin, ensuring that the symphony of the V8 is a constant companion. Because, as any true enthusiast knows, speed without sensation is merely a number.
As an “XX” model, it was only fitting that Ferrari invited the press to experience the SF90 XX Stradale where it belonged: the hallowed tarmac of the Fiorano circuit. My first session was under damp conditions, a true test of any high-performance vehicle, especially one with over 1,000 hp.
Immediately, one striking difference became apparent: unlike its stark XX predecessors, the SF90 XX is far from a stripped-down racer. The cabin is still a sanctuary of luxury sports car comfort, featuring air conditioning, a sophisticated infotainment system, and exquisitely crafted carbon-fiber bucket seats with adjustable backrests – a significant ergonomic upgrade over the fixed units in the standard SF90. This blend of extreme performance with genuine comfort truly sets it apart, a testament to its dual purpose as both a track day hypercar and a formidable road machine.
The XX’s suspension geometry and tuning are significantly more aggressive. Roll stiffness has been increased by ten percent, and Ferrari has integrated the manually adjustable Multimatic dampers, previously an optional extra on the regular SF90’s Assetto Fiorano package. While the standard SF90’s magnetorheological dampers are an option on the XX, enabling the useful front axle lift system, the Multimatic setup speaks to the XX’s more focused intent. Even on the wet asphalt, the XX exhibited a noticeable nose dive under heavy braking, but its tail remained remarkably planted and stable during turn-in. Where the regular SF90 could feel like its front and rear axles were in a subtle tug-of-war, the XX’s axles work in harmonious concert, translating into a more composed, less demanding, and ultimately faster car. This precise chassis tuning is a critical component of its performance driving experience.
Further enhancing this composure is the latest iteration of Ferrari’s brilliant ABS Evo brake-by-wire system. On the slick, damp surface, I could push deeper into braking zones, carrying immense speed right to the apex, and the XX responded with unerring precision. The brake pedal offered a remarkably short stroke, yet its modulation was sublime – a revelation in control.
The steering system also provided an exceptional level of feedback. Its weight dynamically increased as the nose loaded up under braking, then lightened as throttle was reapplied on exit. Unlike the almost telepathically light, hyper-direct steering of models like the F8 or 488, the XX delivered a more balanced, substantial feel, promoting quick but highly measured reflexes. This nuanced steering feedback is crucial for driver confidence when exploring the limits of such a potent machine.
Exiting corners in Qualify mode introduced a fascinating dynamic: the XX provides 30 “power boosts.” Each boost unleashes the full 1,030 hp for up to five seconds, otherwise the car produces 1,017 hp. These boosts shave approximately 0.25 seconds off a Fiorano lap, with around seven deployed per circuit. The driver’s task is simple: floor the accelerator. As the boosts are expended, 30 yellow bars vanish from the digital instrument cluster. Crucially, these boosts can be regenerated through braking – a direct nod to Formula 1’s energy recovery systems, allowing for strategic deployment. This intelligent hybrid supercar technology adds a layer of tactical engagement to the driving experience.
Later in the day, with the track dried and the mechanics having swapped the Bridgestone Potenza run-flats for Michelin Pilot Sport Cup 2 tires, the real challenge began. After a few exploratory laps, a data engineer brought up the telemetry, overlaying my best lap with that of Ferrari’s legendary test driver, Raffaele de Simone.
The numbers don’t lie. Raffaele de Simone, at the wheel of the SF90 XX Stradale fitted with optional carbon-fiber wheels and even fiercer Cup 2R rubber, had set a new street car record at Fiorano: a blistering 1:17.3. This was a staggering 1.4 seconds faster than the SF90 Stradale Assetto Fiorano – an immense gap in the world of lap record benchmarks. Interestingly, he achieved this feat in CT-Off mode, where traction control is disabled, and stability control intervenes significantly later. ESC Off, he noted, is reserved purely for the art of drifting.
The data engineer guided me through my lap, highlighting where the time was won and lost. At the first heavy braking point, the XX’s nose plunged deeply, and the front end responded with razor-sharp precision to steering input. The rear felt incredibly agile, helping to pivot the nose into the corner, far less prone to the looseness of the regular SF90. My apex speed was only marginally slower than de Simone’s, but his technique was the key differentiator. While I tended to apply abrupt, full throttle, de Simone would coast momentarily, then gently build up to full power with a “velvet foot,” meticulously maintaining traction. On the telemetry, his throttle trace was a smooth, gradually descending line; mine was a stark, vertical surge that quickly overwhelmed the rear tires, evidenced by significant spikes in the throttle and steering graphs as I fought for grip, lifting and countersteering multiple times. He had already pulled away.
Traction out of slow and medium-speed corners, with such monumental power, proved incredibly tricky. However, on the faster stretches, the XX was a different beast entirely. De Simone’s speed line soared above mine, as he braked later and harder into the next turn, shortening his braking zone and carrying speed for longer. Every input on his graph—steering, throttle, brake—appeared flawlessly orchestrated, a testament to years of dedicated performance driving experience.
I continued to lose tenths. In the next fourth-gear combination, de Simone pulled even further ahead, accelerating for longer between corners where I would only manage short bursts. Our steering inputs were similar, but the gap in confidence and talent was undeniable.
Then came the hard acceleration into fifth gear towards the right turn onto the bridge. The eight-speed transmission, aided by the new shifting software, delivered incredibly ferocious, super-fast changes, accompanied by fierce shocks and the raw, pneumatic roar of a racing gearbox. Then, a brutal, deep brake and a two-gear drop into the apex. I hit the apex at 71 km/h (44 mph), de Simone at 68 km/h. This initially seemed promising, until the telemetry revealed the truth: I released the brake pedal too early, inducing understeer and forcing me to wait to get back on the gas. De Simone, having maintained perfect balance, was already accelerating away, his speed line soaring above mine once again.
Cresting the bridge, the car almost took flight, the V8’s revs spiking dramatically. On this short straight, the XX hit 180 km/h (112 mph) in fifth gear before a rapid downhill brake into a challenging right-hander. Our graphs showed similar undulations, but de Simone’s were consistently more refined, with higher peaks – a masterclass in precision driving.
Steering into the off-camber turn, the car rotated with a slight, manageable oversteer. Here, the XX felt calmer, more composed than the regular SF90, its rear end notably more stable. I countersteered into the apex, then used the full width of the track, powersliding to the outside curbstones. The key, the engineer reminded me, was to keep the slip angle minimal to avoid sacrificing forward momentum, and Ferrari’s Side Slip Control (SSC) electronics proved an invaluable aid, intervening so smoothly that their actions were almost imperceptible. Any passenger might have credited me with de Simone’s skill, such was the seamless nature of SSC. The only slight limitation, perhaps, is the lack of a multi-position traction control setting – it’s currently all on or all off.
After a short straight, a rapid two-gear drop into the hairpin, the slowest point of Fiorano, taken at barely 40 km/h (25 mph). Here, the electric motors on the front axle truly made their presence felt, subtly pulling the nose through the corner, with the outer wheel doing the most work. It was the only section where the all-wheel drive system was truly palpable. Midway through the hairpin, my telemetry graph showed erratic undulations. The engineer, with a raised eyebrow, inquired about my “showboating for the video” – inducing camera-friendly oversteer and wheel spin, hopelessly slower than the ideal line, but undeniably fun. “Less show, more go,” was his advice for a faster time.
Next, the fastest corner on the circuit, a high-speed right-hander taken in fourth gear. De Simone hit 192 km/h (119 mph) here; I peaked at 176 km/h (109 mph). He arrived faster, dared to get on the gas sooner. The XX entered this turn with remarkable composure and precision, carrying immense speed and poise as its immense downforce glued it to the tarmac. “Let the wing do its job and have confidence,” the engineer advised. “The rear end really stays put.”
Due to his superior exit speed, de Simone gained even more time on the short straight leading to the final corner, a long 180-degree bend taken in third gear. Once again, it was a battle against oversteer as the semi-slick Michelins reached their limit – a common bottleneck with modern hypercars, where the rubber is often the limiting factor. With two fat black stripes trailing me out of the turn, my intense XX experience concluded.
Fortunately for my ego, comparing my lap time directly with the record wasn’t possible; we had to cruise down the front straight to adhere to local noise limits. A convenient excuse, perhaps, but the revelation was profound: a dedicated amateur, even with some showboating, could reasonably follow Ferrari’s top test driver through several corners in this monstrous machine.
The Ferrari SF90 XX Stradale is, without question, a world-class performer and a benchmark in hypercar performance. A 1,030 hp poster child should be terrifying, but the XX manages to temper its ferocity with an astonishing level of control. It feels, remarkably, easier to control than the regular SF90, yet retains an impetuous, combative spirit. The electronic nannies, far from being intrusive, work brilliantly, allowing the driver to push beyond their perceived limits with an almost invisible safety net. With its tauter suspension and exceptional aerodynamics, it instills a level of confidence reminiscent of the magnificent 488 Pista – a car that elevates its driver to superhuman levels on the track.
The SF90 XX Stradale achieves that same magic, and crucially, unlike its predecessors, it doesn’t demand entry into the super-exclusive, track-day-only XX Program. While purists might argue that this street-legal iteration is “less extreme” and not a “proper” XX compared to its predecessors, its unparalleled capabilities and sheer presence make it an unquestionably “XXL” supercar. It’s a statement, a testament to Ferrari’s evolving vision for the future of supercars, where uncompromising performance meets a nuanced form of accessibility.
As the lines continue to blur between road and track, and the automotive industry propels forward into an electrifying future, vehicles like the SF90 XX Stradale offer a compelling glimpse into the pinnacle of internal combustion and hybrid integration. Don’t just read about this engineering marvel; immerse yourself in the dynamic world of luxury automotive innovation. Explore how these cutting-edge technologies are reshaping driving experiences and influencing the next generation of performance icons. Join the conversation and discover what it truly means to be at the forefront of automotive excellence.
