The Ferrari SF90 XX Stradale: Rewriting the Hypercar Rulebook for 2025
For decades, the designation “XX” at Ferrari has conjured images of the purest, most uncompromising track machines imaginable. Born from an elite program, these non-homologated titans — like the legendary FXX, 599 XX, and FXX-K — were never intended for public roads, serving instead as ultimate laboratory platforms and the exclusive playthings of Maranello’s most revered clientele on private circuits. They were raw, savage, and unequivocally race cars in spirit, if not in official FIA classification.
But as we accelerate into 2025, the automotive landscape is shifting, and Ferrari, ever the innovator, has once again redefined what’s possible. The introduction of the SF90 XX Stradale and its Spider sibling has not merely pushed the boundaries of road-car performance; it has spectacularly shattered the very tradition that defined the XX lineage. This isn’t just an evolution; it’s a revolution, delivering track-day ferocity with street-legal practicality, an automotive marvel that demands recognition as a truly unique luxury performance vehicle.
From my vantage point, having navigated the intricate world of high-performance automobiles for over a decade, this move by Ferrari is nothing short of brilliant. It acknowledges a burgeoning market for exotic car investments that offer both unparalleled track capability and the freedom of public road enjoyment. While purists might initially balk at a street-legal XX, the market has unequivocally spoken: all 1,398 examples (799 Stradales, 599 Spiders), priced from approximately €790,000 and €870,000 respectively – a significant premium over the standard SF90 – were snapped up by Ferrari’s most loyal patrons even before their public debut. This wasn’t merely a transaction; it was an exclusive invitation to own a piece of cutting-edge automotive technology and an early glimpse into Ferrari’s future direction.
Engineering Beyond Convention: Aerodynamics Reimagined
The moment the SF90 XX Stradale rolls into view, its departure from the standard SF90’s elegant lines is stark and aggressive. This is not a subtle reinterpretation; it’s a declaration. Ferrari’s design philosophy here is unapologetically functional, sculpted by the relentless pursuit of ultimate downforce and aerodynamic efficiency. As an expert in aerodynamic efficiency, I can attest that the changes are profound and purposeful.
The most visually striking element, and arguably the most significant break from recent Ferrari tradition, is the colossal fixed rear wing – the first on a road-legal Ferrari since the iconic F50 of 1995. This isn’t just for show; it’s the anchor of an entirely revised aerodynamic package. The XX is almost half a foot longer than the standard SF90, pushing its total length to nearly 191 inches. This extended rear deck serves a critical purpose: positioning the upright wing far back, allowing the airflow to reach it as undisturbed as possible, maximizing its effect.
But the aero story extends far beyond the rear wing. The entire front fascia is a masterclass in airflow management, featuring a completely re-engineered bumper with larger inlets and outlets designed to meticulously separate and direct cool and warm air streams, feeding critical components and managing boundary layers. The addition of subtle yet effective louvers atop the wheel arches, a design cue often seen in dedicated GT racing machinery, further enhances front-axle downforce and reduces turbulent air pressure within the wheel wells.
The result of this comprehensive aerodynamic overhaul is staggering: the SF90 XX Stradale generates an incredible 1,168 pounds of downforce at 155 mph. This is literally double the downforce produced by the already potent standard SF90. For drivers seeking the ultimate driving experience on track, this means unparalleled stability at high speeds, more tenacious grip through high-speed corners, and a tangible sense of the car being glued to the asphalt – a confidence-inspiring attribute that translates directly into faster lap times and greater driver engagement. This level of downforce, usually reserved for dedicated racing vehicles, makes the SF90 XX Stradale a true track-focused hypercar.
The Weight Equation: More Than Just Less
In the relentless pursuit of performance, weight savings are paramount. Yet, the SF90 XX surprisingly sheds only 22 pounds (10 kg) compared to its road-going counterpart. At first glance, this might seem modest for an XX model. However, a deeper dive reveals the sophisticated engineering at play. Ferrari engineers initially carved out a significant 66 pounds through meticulous weight-saving measures: thinner sheet metal, lightweight interior panels, and aggressively sculpted carbon-fiber bucket seats.
The apparent paradox is resolved when considering the additions: larger, more potent braking systems necessary for handling the XX’s increased track punishment, and crucially, the robust aluminum legs required to support that monumental fixed rear wing and manage its immense downforce loads. This isn’t a simple subtraction; it’s a strategic re-allocation of mass, reinforcing critical areas for performance while trimming excess where possible. The net gain is a car that, despite its slight overall weight reduction, boasts superior rigidity, enhanced braking endurance, and the robust structural integrity to harness its extreme aerodynamic forces. This nuanced approach underscores Ferrari’s focus on delivering a balanced, durable high-performance vehicle rather than chasing an absolute lowest weight figure at all costs.
The Heart of the Beast: A Hybrid Symphony of Power
At the core of the SF90 XX Stradale lies a powertrain that epitomizes hybrid powertrain innovation in the hypercar segment. The familiar 4.0-liter twin-turbo V8, already a marvel of internal combustion engineering, receives a subtle yet significant bump in output. Thanks to new pistons raising the compression ratio slightly (from 9.50:1 to 9.54:1), the V8 contributes an additional 17 horsepower and 3 lb-ft of torque.
The real magic, however, lies in the enhanced electrification. While the SF90 XX retains the same hybrid architecture – two 135-hp electric motors on the front axle and a single 218-hp motor nestled between the V8 and the gearbox – their combined output sees a crucial 13-hp increase, bringing the electric total to 233 hp. This gain isn’t from hardware changes alone, but from sophisticated software management and a more efficiently cooled 7.9-kWh battery. Better thermal management means the battery can consistently deliver more power under duress, crucial for sustained track performance.
The total system output climbs to a staggering 1,030 horsepower. The overall torque figure remains at 663 lb-ft, a constraint of the magnificent eight-speed dual-clutch gearbox, which, despite its robustness, has its limits. Yet, even without an increase in maximum torque, the shifting experience is transformed. The SF90 XX inherits the Daytona SP3’s shifting software, a piece of code that redefines the interaction between engine and transmission. Shifts are not just faster; they are more aggressive, more visceral, accompanied by the kind of satisfying mechanical thumps and brutal engagement typically associated with a pneumatically operated racing gearbox.
And then there’s the sound. Ferrari understands that the ultimate driving experience is a multisensory affair. A redesigned “hot tube” connects the engine bay directly to the cabin, ensuring that the glorious, unadulterated symphony of the V8 at full song – its turbos whistling, exhaust barking, and valves singing – floods the cockpit. In 2025, with increasing electrification, preserving this auditory drama is more important than ever for a Ferrari, reminding us that even with advanced electric motor performance, the soul of the combustion engine still beats strong.
Fiorano Under My Wheels: An Expert’s Perspective
Ferrari chose the hallowed tarmac of Fiorano, their private test track, for the press launch of the SF90 XX Stradale – a fitting arena for such a formidable machine. As someone who has spent a decade honing my skills on various circuits, including this iconic Maranello proving ground, I approached the experience with a blend of professional curiosity and profound anticipation.
Initial Wet Laps: Unveiling the Confidence
My first session commenced on a damp circuit, an ideal scenario for revealing the true character and underlying stability of a powerful machine. Unlike the previous XX models, which often felt like bare-bones racers, the SF90 XX Stradale immediately impressed with its surprising creature comforts. Air conditioning, a functional infotainment system, and those exquisitely crafted carbon-fiber bucket seats with adjustable backrests (a significant upgrade over the standard SF90’s fixed units) made the cabin a far more accommodating place. This isn’t a stripped-down track toy; it’s a supremely capable road-legal supercar designed for exhilarating journeys both on and off the circuit.
The suspension, however, tells a different story. Roll stiffness has been increased by a substantial ten percent, and Ferrari has equipped the XX with the manually adjustable Multimatic dampers typically found in the optional Assetto Fiorano package of the regular SF90. (The standard SF90’s magnetorheological dampers are an option, allowing for the front axle lift system). Even on the slippery asphalt, the XX’s nose exhibits a predictable dive under braking, but the rear remains remarkably composed, translating into a quieter, more stable chassis when initiating turns. Where the standard SF90 sometimes feels like its front and rear axles are in a slight tug-of-war during turn-in, the XX achieves a harmonious symphony, its axles working in concert, making the car less of a handful and significantly more confidence-inspiring.
The latest evolution of Ferrari’s brilliant ABS Evo brake-by-wire system is nothing short of sublime. Even on a damp track, I could brake ferociously deep into the apex, the XX faithfully tracking my steering inputs. The brake pedal, with its short stroke, provides exceptional modulation – a critical attribute for delicate control in marginal conditions. The steering, too, delivers a wealth of information, its weight subtly increasing as the nose loads under braking, then lightening as throttle is applied. This isn’t the hyper-direct, almost twitchy steering of an F8 or 488; it’s a more measured, balanced feel, encouraging quick yet precise reflexes, perfectly suited to the car’s immense power and downforce.
The Power Boosts: A Strategic Advantage
Exiting a turn in Qualify mode introduces a thrilling new dimension: 30 strategically available “power boosts.” Each boost delivers the powertrain’s maximum 1,030 horsepower for up to five seconds (without a boost, the car produces 1,017 hp). This translates to a quantifiable performance advantage, shaving approximately 0.25 seconds off a Fiorano lap, during which a skilled driver might deploy seven such boosts. The beauty of this system is its seamless integration; simply floor the gas pedal, and the system intelligently deploys. As an expert, I appreciate the strategic depth this adds, allowing drivers to “save” boosts through regeneration, much like an F1 driver managing their ERS system – a true nod to advanced automotive engineering.
Dry Laps and the Masterclass with De Simone
Later in the day, with the track dried and Michelin Pilot Sport Cup 2 tires replacing the morning’s Bridgestone Potenza run-flats, the SF90 XX Stradale transformed into an entirely different beast. This was the moment to truly experience its record-breaking potential. Ferrari test driver Raffaele de Simone had set a new street-car lap record at Fiorano – an astounding 1:17.3, 1.4 seconds faster than an SF90 Stradale Assetto Fiorano, achieved in CT-Off mode (traction control off, stability control delayed). My telemetry overlay with de Simone’s lap was a humbling yet invaluable learning experience.
Braking into Turn 1: The XX’s nose dove deep, the front end responding with razor-sharp precision to steering inputs. The rear, while agile, helped push the nose in. My apex speed was only marginally slower than de Simone’s, yet his masterful throttle application was the critical difference. While I, like many enthusiasts, might apply gas abruptly (a “vertical line” on the telemetry), de Simone’s throttle trace was a gradually descending line – a “velvet foot” gently building to full throttle, meticulously maintaining traction. This subtle difference, repeated across a lap, creates massive time gaps.
Slow & Medium Corners: Traction is always a delicate dance with over 1,000 horsepower. On these slower sections, de Simone’s ability to minimize wheelspin and maximize forward momentum was evident. On the faster stretches, however, the XX’s immense downforce allowed it to shine. De Simone consistently carried more speed into braking zones, braked later and harder, and thus maintained higher average speeds. Every input on his graph was flawlessly refined, a testament to years of dedicated craft.
Bridge Section: Accelerating hard into fifth gear towards the bridge, the new shifting software truly made its presence felt. The aggressive bangs and immediate reactions of the transmission delivered a raw, mechanical thrill. Dropping two gears for the apex, I arrived at 44 mph (71 km/h), while de Simone was slightly slower at 42 mph (68 km/h). This initially felt promising, but it quickly became clear why his line was superior. My premature release of the brake pedal induced understeer, forcing me to wait to get back on the gas. De Simone, however, had already accelerated away, his speed line soaring.
Off-Camber Turn & Side Slip Control: On the downhill, off-camber right-hander, the XX exhibited a composed, light oversteer on turn-in, far calmer than the standard SF90. Ferrari’s Side Slip Control (SSC) electronics are truly a marvel. They allow for precise control of the slip angle, letting you dance on the edge of adhesion without losing precious forward momentum. From the driver’s seat, the interventions are imperceptible, an incredible feat of software engineering that boosts driver confidence significantly. As a driver, I crave precise control; while the SSC is brilliant, a multi-position traction control setting could offer even finer granularity for advanced users.
Hairpin & AWD: The slowest point of Fiorano, the hairpin, is where the all-wheel drive truly makes its presence felt. The electric motors on the front axle audibly pull the nose through, the outer wheel doing heroic work. My engineer, reviewing telemetry, raised an eyebrow at my undulating graph. My honest admission: “Showboating for the video” – intentionally inducing camera-friendly oversteer – was met with a polite, “Less show and more go,” a friendly reminder of the pursuit of pure speed.
Fastest Corner & Final Corner: The circuit’s fastest corner, a high-speed fourth-gear right-hander, showcased the XX’s downforce capabilities. De Simone hit 119 mph (192 km/h) where I peaked at 109 mph (176 km/h). His bravery and trust in the aerodynamics allowed him to carry significantly more speed. The engineer’s advice resonated: “Let the wing do its job and have confidence. The rear end really stays put.” The final corner, a long third-gear 180, highlighted the limiting factor common to many modern supercar investments: the tires. The semi-slick Michelins, while incredible, eventually succumb to the immense power, leaving two fat black stripes as a signature of the XX’s potency.
The XXL Supercar: A New Definition of Excellence
While a direct lap time comparison was tactfully avoided (a convenient noise limit excuse helped), the fact that a “well-meaning amateur” could reasonably keep pace with Ferrari’s top test driver in several corners speaks volumes about the SF90 XX Stradale’s remarkable accessibility and user-friendliness, despite its terrifying capabilities. This is a testament to the seamless integration of its sophisticated electronics and refined chassis tuning.
The SF90 XX Stradale truly earns the moniker of a world-class performer. With 1,030 horsepower, it should be an intimidating beast, yet it never feels overtly terrifying. Instead, it offers an impetuous yet communicative driving experience that is, remarkably, easier to control than the standard SF90. The electronics operate with such surgical precision, allowing the driver to confidently explore the car’s limits while maintaining an imperceptible safety net. The tighter suspension and superior aerodynamics forge a level of confidence that, in my extensive experience, reminds me most of the magisterial 488 Pista – a car that genuinely elevates its driver’s capabilities on the track.
The SF90 XX Stradale successfully pulls off that same trick, but with a crucial difference: it doesn’t demand entry into Ferrari’s ultra-exclusive XX Program track days. This street-legal marvel allows its privileged owners to experience an unprecedented blend of track domination and road legality. While some purists might argue that it dilutes the traditional “XX” purity by being less extreme than its predecessors, there’s no denying its status as an XXL supercar – a hyper-performance machine that redefines the segment. In 2025, the SF90 XX Stradale isn’t just a record-breaker; it’s a genre-bender, setting a new benchmark for automotive exclusivity and high-performance driving.
As the automotive world continues its relentless evolution, the SF90 XX Stradale stands as a beacon of Ferrari’s unwavering commitment to pushing the envelope. If you’re passionate about the future of luxury performance vehicles and the thrill of cutting-edge automotive technology, we invite you to explore the legacy and innovation that continue to define Ferrari’s unparalleled journey. Discover how this new breed of hypercar is not just about raw speed, but about a holistic, immersive driving experience that captivates and inspires.
