Thoroughbred by name, is Ferrari’s stubborn defiance against labelling its most versatile product yet as an SUV justified? Ian McLaren shares some of his thoughts below.
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Ferrari Purosangue Fast Facts
- Price POA
- Engine 6.5-litre, naturally-aspirated V12
- Power 533 kW @ 7 750 r/min
- Torque 716 N.m @ 6 250 r/min
- Transmission 8-speed dual clutch + 2-speed transmission on front axle
- 0-100 km/h 3.3 seconds
- 0-200 km/h 10.6 seconds
- Top speed +310 km/h
- Rivals: Aston Martin DBX; Lamborghini Urus
Of the many remarkable facts and figures that stand out within the official press material for Ferrari’s first-ever four-door passenger vehicle that happens to feature a raised ride height, the line stating that this landmark model is only earmarked to account for up to 20% of the Italian marque’s annual production volume is especially noteworthy.
As famous for its signature exterior paint colour as it is for remaining true to its proven formula for performance motoring, the decision by Ferrari to create an altogether more practical and versatile package to rival competition from the likes of Porsche, Lamborghini and Aston Martin may have seemed inevitable, yet the insistence that the Purosangue is neither an SUV nor a necessity in terms of this Maranello-based marque remaining profitable speaks volumes for the brand’s mindset.
Viewed in the metal under the crisp lighting of Ferrari South Africa’s Cape Town showroom, the defiance against this car being labelled an SUV does feel justified. With a modest 185 mm worth of ground clearance, at 1 589 mm tall the Purosangue is only marginally taller than a Volkswagen T-Cross. Draw closer to note the intricacies of this crossover’s exterior packaging and you begin to appreciate the detail that has gone into making a vehicle with an otherwise large footprint (4 973 mm long and 2 028 mm wide) and broad mandate in terms of practicality appear nevertheless sleek and powerful.
From the novelty of the hidden headlamp design, and the beautifully crafted aero ducts that stretch above the LED daytime running lights to aft of the front wheels, to the moulded tailgate glass that relies on air passing over the roofline to compensate for the absence of a wiper blade, my trepidation that this may be a vehicle that needs to be ordered in Rossa Corsa paintwork to stand out as a Ferrari was unwarranted. My favourite design element is the floating wheel arches, which I’m sure I’ve seen on one of my son’s Hot Wheels creations. Finished in carbon fibre, these elements make it look as though the body has been placed on top of running gear, awaiting one final “clip” into place.
The showpiece of the Purosangue packaging is its integrated rear passenger doors, mounted above the rear wheel arch to open (electrically) rearwards. Ferrari calls them ‘welcome doors’, while Rolls-Royce prefers ‘coach doors’. Either way, they offer a novel – and suitably theatrical – solution for access to the two dedicated rear passenger seats. Plans to do without a B-pillar altogether were quickly scuppered as this would have severely compromised the car’s overall torsional rigidity.
It’s a more natural action than you might imagine, and I easily sat my 186 mm frame behind my driving position. Slightly limited visibility aside, considering the mandate that clearly still favours drivability, Ferrari has done an outstanding job of making these rear quarters comfortable for more than just occasional use. The claimed 473 litres of luggage space encourages the use a bespoke bike/ski rack that mounts to the tailgate, rather than disrupting the flow over the car’s carbon fibre roofline.
Other non-negotiables in the planning stages for Ferrari’s first four-door were the fitment of a V12 powertrain and the adoption of an all-wheel drive system that complements rather than detracts from this model’s grand tourer credentials. Inherited from the GTC4Lusso, the innovative – and weight-saving – solution to directing torque to the Purosangue’s front wheels when required involves a dedicated two-speed transmission mounted to the front of the motor’s crankshaft. Unavailable once the rear-mounted (main) eight-speed dual-clutch transmission shifts above fourth gear, this 4RM-S setup, together with the front-mid mounting of the 6.5-litre V12 engine, allows for a 49:51 weight distribution, front to rear.
Negotiating early-morning CBD congestion for my rendezvous point with our photography team, this slow-yet-steady exercise afforded me time to re-familiarise myself with Ferrari’s modern interior layout. This included its newest comprehensive digital instrumentation, the deliberate absence of switchgear stalks (the indicator switches are mounted within the design of the steering wheel) and the brand’s excellent column-mounted transmission paddles. A neat-looking new rotary climate control switch with touchscreen functionality rises from the centre of the facia and this car featured an optional dedicated infotainment display sited towards the front passenger.
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Long before any opportunity to “release the reins” presented itself, I was acutely aware of how nimble this 2 033 kg prancing horse feels. From a vantage point that successfully bridges the gap between comfort – including good visibility – and sportiness, the Purosangue’s innovative suspension setup is arguably the most impressive piece of engineering present here. Operating independently, each electrically controlled damper “reads the road” and can make up to 30 adjustments per second within a 20 mm range to ensure optimal lateral control at each wheel. Managed via a dedicated cooling system, this setup also adjusts for three pre-set levels of firmness depending on the chosen position of the car’s manettino (driving modes) switch.
Altogether more familiar, another element of the character of the Purosangue that’s impossible to ignore is its soundtrack. From relatively subdued to positively spine-tingling, the sense of occasion delivered by the naturally aspirated V12 engine is something to savour. Capable of delivering up to 80 per cent of its 716 N.m of torque from just 2 100 r/min, even without an obligatory tug of the left paddle to call upon a whip-crack downshift, this effortlessly refined powertrain always feels poised, whether on a boulevard cruise or heading to the hills to trouble its 8 250 r/min redline.
Aided by a rear-wheel steering system that’s able to turn each wheel independently, with the manettino switch dialled to Sport, that earlier sense of poise despite its presence, together with Maranello-familiar precise steering, showcases in a crossover package that seems to savour its dual personality. Indeed, assured via massive stopping power, the ‘family-friendly’ Ferrari’s impressive sense of balance in all scenarios – aided by the suspension’s ability to manage the movement of weight around the car’s centre point – inspired a level of confidence that I hadn’t previously experienced from one of the Scuderia’s creations. Whether it was cruising to the photo location or scampering to collect a cappuccino an unnecessarily long distance from the shoot, it just felt special.
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I’m in awe of how much development work has gone into this car; from its bespoke suspension and considered handling characteristics, to the incorporation of its soulful – and pure – V12 powertrain, and the design and engineering intricacies involved in accommodating those form-meets-function rear doors.
I’m sure that there are products within Ferrari’s portfolio that are faster, more efficient and arguably more focused, but what impressed me most about the Purosangue is that the marque has established a pretty compelling compromise between added versatility and room for the whole family without forsaking the qualities that continue to place Maranello products at the top of most enthusiasts wish lists, both young and old.
Find the full Purosangue feature in the August issue of CAR Magazine.
