Ferrari SF90 XX Stradale: The Unrivaled Road-Legal Hypercar Redefining Extreme Performance in 2025
In the rarefied air of elite automotive engineering, few names resonate with the same mystique as Ferrari’s XX Program. For decades, the ‘XX’ designation has been synonymous with Maranello’s most extreme, track-exclusive machines – raw, untamed beasts designed purely for exhilarating, no-holds-barred circuit performance under the watchful eye of Ferrari’s engineers. But then, something shifted. As we stand in 2025, reflecting on a pivotal moment in Ferrari’s history, the SF90 XX Stradale emerges not just as another chapter, but as a complete re-evaluation of what a performance hypercar can be. It’s a groundbreaking vehicle that has fundamentally blurred the line between the racetrack and public roads, cementing its legacy as one of the most significant releases in recent memory.
Having spent over a decade immersed in the world of luxury sports cars and cutting-edge automotive technology, I can confidently say that the SF90 XX Stradale is more than just an evolution; it’s a revolution. It’s Ferrari’s boldest experiment to date, taking the visceral thrill of its track-only XX program and, for the first time, delivering it in a fully road-legal package. This isn’t merely an upgrade; it’s a philosophical leap that has redefined the very essence of extreme Ferrari ownership, proving that unparalleled track capability and everyday usability aren’t mutually exclusive.
The XX Legacy Reimagined: A Paradigm Shift for Ferrari
To truly appreciate the SF90 XX Stradale, one must understand the hallowed ground from which the XX nomenclature sprung. Since 2005, the XX Program has offered a select cadre of Ferrari’s most loyal and discerning clients access to a level of performance typically reserved for professional racing drivers. Cars like the Enzo-based FXX, the 599 XX, and the monumental LaFerrari-derived FXX-K were never intended for public roads. They were rolling laboratories, technological showcases, and ultimate track-day weapons, unburdened by homologation rules or license plate requirements. Each was lighter, more powerful, and significantly faster than its road-going counterpart, representing the absolute pinnacle of Ferrari’s engineering prowess applied without compromise.
These machines were, and remain, highly exclusive. Production numbers hovered in the low dozens, and ownership came with access to a meticulously curated schedule of Ferrari-run track events where owners could unleash their beasts in a safe, controlled environment. The appeal was the unadulterated purity of the track-day experience, a direct connection to Maranello’s racing heritage, unbound by the constraints of street legality.
The SF90 XX Stradale shatters this tradition with a resounding roar. For the first time, an XX-badged Ferrari is not only street-legal but also designed with a degree of usability that distinguishes it from its ancestors. This decision, undoubtedly driven by a combination of market demand for the ultimate road-legal track car and Ferrari’s confidence in its hybrid supercar technology, has allowed for a significantly larger production run: 799 SF90 XX Stradales and 599 XX Spiders. Despite the higher volume, the exclusivity remains intact; all 1,398 units were pre-sold almost instantly to Ferrari’s most valued customers, those whose garages already house a minimum of five Prancing Horses. Starting at approximately €790,000 for the Stradale and €870,000 for the Spider—a roughly 40% premium over the standard SF90s—these vehicles represent a substantial automotive investment, a testament to their immediate collector status and undeniable allure in the exotic car market of 2025. This move not only broadens the reach of the XX experience but also solidifies the SF90 XX’s position as a landmark achievement, bridging two previously distinct worlds.
Engineering a Street-Legal Sensation: The Technical Mastery
The SF90 XX isn’t merely a standard SF90 with a few bolt-ons; it’s a comprehensive re-engineering effort. Ferrari claims that only the doors and roof are truly interchangeable, underscoring the depth of transformation. The car’s length has increased by nearly half a foot, stretching to 191 inches. This seemingly minor extension plays a critical role, primarily accommodating the repositioning of the colossal, fixed rear wing. A functional masterpiece, this is Ferrari’s first fixed wing on a road car since the iconic F50 of 1995, and its placement ensures the airflow reaches it as undisturbed as possible, maximizing its effectiveness.
The entire downforce aerodynamics package has been aggressively optimized. Visually, the SF90 XX is a much more ferocious and intimidating machine. From the additional slots atop the wheel arches that manage turbulent air to the completely redesigned front fascia bristling with more inlets and outlets for efficient air separation and direction, every element serves a purpose. The result is staggering: the SF90 XX generates an incredible 1,168 pounds of downforce at 155 mph, double that of the standard SF90. This incredible aerodynamic grip is fundamental to its track prowess, allowing it to corner with an otherworldly tenacity.
In the pursuit of performance, weight is always a critical factor. You might be surprised to learn the XX only sheds a modest 10 kilograms (22 pounds) compared to the regular SF90. This initially seems minimal, but the context reveals a masterclass in compromise and optimization. Ferrari meticulously saved around 66 pounds through thinner sheet metal, revised interior panels, and lighter, yet still comfortable, carbon-fiber bucket seats. However, larger, more powerful brakes, the substantial new rear wing, and the robust aluminum support structures for that wing added back a significant portion of that weight. The net reduction, therefore, is a testament to Ferrari’s precise engineering, focusing on strategic lightweighting while reinforcing critical areas for extreme performance and ensuring structural integrity, balancing the need for agility with the demands of high-performance driving.
The powertrain, already a marvel in the standard SF90, receives nuanced but impactful enhancements. The 4.0-liter twin-turbo V8, at the heart of this hybrid hypercar, sees its output rise by 13 hp, contributing to a total increase of 30 hp, culminating in a colossal 1,030 hp. This gain isn’t just a simple tune. The V8 benefits from a slightly higher compression ratio (9.54:1 versus 9.50:1) thanks to redesigned pistons, netting 17 hp and 3 lb-ft of torque. The remaining power boost comes from the sophisticated hybrid system. While the architecture of the two electric motors on the front axle (135 hp each) and the single motor between the V8 and gearbox (218 hp) remains unchanged, their combined output climbs by 13 hp to 233 hp. This is achieved through enhanced cooling for the 7.9-kWh battery, allowing it to deliver more sustained power under extreme demands.
The total torque figure of the Ferrari V8 hybrid powertrain remains at an immense 663 lb-ft, a limit imposed by the robust eight-speed dual-clutch gearbox’s maximum pulling power capacity. While the gear ratios are identical to the regular SF90, the XX benefits significantly from the adoption of the Daytona SP3’s advanced shifting software. This software not only optimizes gear changes for maximum acceleration but also profoundly enhances the engine’s soundtrack, creating a more dramatic and engaging experience. Further auditory experience enhancement is provided by a redesigned “hot tube” that channels the glorious sounds of the engine bay directly into the cabin, ensuring that every shift, every blip of the throttle, is a symphonic crescendo of power and precision.
Taming the Beast: The On-Track Experience
My first experience behind the wheel of the SF90 XX Stradale at Fiorano was under challenging conditions – a damp track. Yet, even then, the car’s unique character began to emerge. Unlike its stripped-down XX predecessors, this is no bare-bones race car. The cabin still offers the creature comforts expected in a modern luxury sports car: air conditioning, a comprehensive infotainment system, and those exquisitely sculpted carbon-fiber bucket seats. Crucially, these seats feature an adjustable backrest, a significant ergonomic improvement over the fixed units in the standard SF90, making longer sessions much more comfortable.
The chassis and suspension represent a dramatic shift. Roll stiffness has been increased by a substantial ten percent, and Ferrari has equipped the XX with the manually adjustable Multimatic dampers found in the regular SF90’s optional Assetto Fiorano package. This setup provides a much tighter, more focused feel. Even on slick asphalt, the XX’s nose dives quite noticeably under heavy braking – an intentional characteristic providing crucial front-end grip – yet its tail remains remarkably composed, making the rear end quieter and more stable during steering inputs. Where the standard SF90 could sometimes feel as though its front and rear axles were in a subtle tug-of-war during turn-in, the XX’s axles work in harmonious concert, making the newer car a far more confidence-inspiring and less demanding high-performance driving machine.
Complementing this enhanced chassis is the latest iteration of Ferrari’s brilliant ABS Evo brake-by-wire system. On the damp surface, I could still brake incredibly deep into corners, and the XX responded with unerring precision to every steering input. The brake pedal, characterized by its short stroke, offers sublime modulation, allowing for minute adjustments to braking force with exceptional feel. The steering itself provides excellent feedback, its weight increasing naturally as the front end loads up under braking, then lightening again with throttle application. This isn’t the hyper-light, ultra-direct steering of models like the F8 or 488; instead, it offers a beautifully balanced feel, calibrated for quick yet measured reflexes, fostering a deeper connection between driver and road.
Perhaps the most intriguing innovation, directly from Ferrari’s F1 knowledge, is the SF90 XX’s “power boosts” in Qualify mode. The driver has access to 30 such boosts, each delivering the powertrain’s maximum 1,030 hp for up to five seconds (without a boost, the car produces 1,017 hp). These bursts are automatically deployed when the throttle is floored, indicated by 30 yellow bars disappearing from the digital instrument cluster. This system is genuinely remarkable, shaving roughly 0.25 seconds off a Fiorano lap, with around seven boosts typically deployed. What’s even more fascinating is the ability to “save” boosts through regenerative braking, akin to managing ERS in Formula 1 before a flying lap, adding another layer of strategic depth to the track-day experience.
Later, with the track dried and the mechanics having swapped the Bridgestone Potenza run-flats for Michelin Pilot Sport Cup 2 tires, it was time for a telemetry session with Ferrari’s test driver, Raffaele de Simone. De Simone, in the SF90 XX fitted with 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 full 1.4 seconds faster than an SF90 Stradale Assetto Fiorano, a significant gap demonstrating the XX’s prowess. Interestingly, he achieved this in CT-Off mode, with traction control disabled but stability control still intervening late, reserving full ESC Off for serious drifting.
Walking through my lap overlaid with de Simone’s telemetry was a humbling masterclass in supercar on the limit driving. At the first braking point, where the XX’s nose dives sharply, my entry speed was only marginally slower than the master’s. But then came the crucial difference: de Simone’s velvet-footed throttle application, a gradual build-up to full power, meticulously maintaining traction. My trace was a stark vertical line, an abrupt surge of power that overloaded the rear tires, prompting a series of frantic lifts and counter-steers. This highlighted the immense power in slow and medium-speed corners.
On the fast stretches, the downforce aerodynamics allowed the XX to truly shine. De Simone’s speed trace soared above mine, his braking points later and harder, his braking zones shorter. Every input – steering, throttle, brake – appeared flawless on the graph. Into the fourth-gear combinations, he pulled further ahead, accelerating longer between corners where I gave short, tentative bursts. It was a stark lesson in confidence and talent, fully utilizing the mechanical grip and aero downforce.
Approaching the right turn onto the bridge, the new shifting software in the eight-speed transmission delivered ferocious, pneumatically-operated racing gearbox-like bangs. Hard, deep braking into the apex, dropping two gears. I arrived at 44 mph, de Simone at 42 mph. Initially hopeful, but then the crucial difference again: I released the brake too early, inviting understeer and forcing me to wait for the car to settle before getting on the gas. He was already accelerating away.
Over the crest of the bridge, where the car almost takes flight, the V8’s revs spiked. The XX hits 112 mph just into fifth gear on this short straight before another rapid descent into a right-hander. While our graphs showed similar trends, de Simone’s were consistently more refined and peaked higher. In the off-camber turn, the XX displayed a calm yet light oversteer, its rear end far more stable than the regular SF90. Countersteering into the apex, power-sliding to the curb, using the full width of the track – this is where Ferrari’s brilliant Side Slip Control (SSC) electronics worked their magic. The interventions are imperceptible, heard only as a slight reduction in wheelspin, felt barely as a nudge. It allows a skilled amateur to truly push the limits, blurring the lines of what feels possible without a safety net, although as a seasoned expert, I still yearned for a multi-position traction control setting beyond the current all-on or all-off options.
The slowest point of Fiorano, the hairpin, taken at barely 25 mph, showcased the all-wheel drive system. Here, the electric motors on the front axle actively pulled the nose through the corner, the outer wheel doing more work – the only point on the track where I truly felt the AWD. My telemetry here, marked by undulations, prompted a wry smile from the engineer. My honest admission of “showboating for the video” (steering with the throttle for camera-friendly oversteer) was met with his advice: “Less show and more go.”
The fastest corner, a high-speed fourth-gear right-hander, separated the men from the boys. De Simone hit 119 mph; I peaked at 109 mph. His bravery and earlier throttle application, coupled with absolute confidence in the fixed wing’s immense downforce, allowed the XX to enter and exit this turn with greater speed and poise. “Let the wing do its job and have confidence,” the engineer advised, “The rear end really stays put.”
His higher exit speed translated into precious tenths gained on the short straight to the final corner, a long third-gear 180. Here, battling oversteer, the semi-slick Michelins finally reached their limit. Like so many modern supercar technology marvels, the rubber often becomes the limiting factor. With two fat black stripes marking my exit, my XX experience came to a thrilling close.
Beyond the Lap Time: The XX’s Enduring Appeal
Comparing my lap time to the record was, fortunately, not possible due to noise regulations on the front straight. However, the fact that a relatively well-meaning amateur could reasonably follow Ferrari’s top test driver through several corners in this monster of a machine is incredibly telling. The SF90 XX Stradale, despite its 1,030 hp, isn’t a terrifying car. Instead, it’s remarkably easier to control than the standard SF90, yet remains impetuous and combative when provoked. The electronics are superb, allowing drivers to operate at and even slightly beyond the limit with a reassuring safety net. Its tighter suspension and refined aerodynamics instill a level of confidence reminiscent of the magnificent 488 Pista, a car that somehow empowers its driver to exceed their own perceived capabilities on the track.
The SF90 XX Stradale achieves that same ego-boosting trick, but unlike its predecessors, it doesn’t demand entry into the exclusive, track-only XX Program. While some purists might argue its road-legal status makes it “less extreme” than a traditional XX, and therefore not a “proper” XX, there’s no denying its essence. In 2025, the SF90 XX Stradale stands as an unquestionable “XXL supercar,” a masterful blend of road usability and unparalleled track performance. Its impact on the exotic car market and the future direction of Ferrari’s hybrid powertrains cannot be overstated. From a collector’s perspective, its unique position as the first road-legal XX ensures its enduring desirability and status as a prized automotive investment. The discussion around Ferrari ownership cost for such a bespoke machine often fades when confronted with its sheer prowess and the unparalleled experience it offers.
Whether you’re an aspiring owner, a seasoned collector, or simply captivated by the pinnacle of automotive engineering, the SF90 XX Stradale stands as a testament to what’s possible when passion meets precision. Experience the future of luxury sports cars yourself, or delve deeper into the technological marvels shaping tomorrow’s roads – this is a journey worth taking.
