Ferrari Purosangue: The Most Fun SUV Ever
Don’t be fooled by its shape. The Purosangue sounds and handles like no other four-door on sale. For half a million, it better.
The Purosangue is Ferrari’s first SUV. That means it has to play the part of a useful all-rounder and competent daily driver better than any other Ferrari before it. With a roomy four-seat cabin, four doors, a real trunk, and reasonable ground clearance, things look promising.
What better way to test the world’s most practical Ferrari than a road trip, three days of relaxed cruising and back road carving through New England? Starting on the pothole-riddled streets of New York City, we chucked our bags into the hatch and pointed the car’s long, shapely nose north.
Quick Specs: 025 Ferrari Purosangue
Engine: 6.5-Liter V-12
Output: 715 Horsepower / 528 Pound-Feet
Transmission: Eight-Speed Dual-Clutch / Two-Speed Automatic
0-60 MPH: 3.2 Seconds (est.)
Price / As Tested: $423,686 / $506,305
New York City’s streets offered ample opportunity to test the upper limits of the Purosangue’s trick suspension. Designed by Multimatic, the True Active Spool Valve (TASV) dampers use electric motors to control stroke and ride height. They work independently of each other, meaning there are no sway bars connecting the suspension’s left and right sides.
That means there's a huge delta between soft and hard suspension modes. In its softest setting the Purosangue remains taut and composed, not cushy. Bumps are communicated into the cabin, with bigger imperfections delivering audible impacts to the chassis. While the physical forces making it to my seat weren’t jarring, the relative lack of suspension travel and sound-deadening compared to other performance SUVs is a clear signifier: Ferrari still wants the Purosangue to feel like a sports car.
Here’s further proof: The Italian SUV comes standard on staggered wheels measuring 22 inches up front and 23 inches in the rear, with a 315-millimeter wide tire out back. This sort of equipment dismisses any notion the Purosangue could be used for off-pavement excursions. While there is a hill descent control feature, we suspect it’s meant to be paired with the "Ice" drive mode (there are no sand or rock modes on the steering wheel-mounted Manettino switch).
The Purosangue feels like a real Ferrari in many ways. Idling through city traffic offered an opportunity to fiddle with the four-door’s interior space. The infotainment is largely unchanged from the 296 GTB sports car, operated mostly via the digital gauge cluster screen and a touch-capacitive D-pad on the steering wheel. While there have been some small changes to the controls compared to the 296, the setup remains infuriating to use. Touch-capacitive buttons like these shouldn’t have a place in cars; They’re inconsistent and often need a delicate touch to function properly—tough to achieve when you’re also moving down a road.
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