Ferrari Purosangue: Ferrari Launches The Real Supercar with 4 Comfortable Seat In 2024

The suspension group is the primary architect of the Purosangue driving experience, so I want to highlight it right after the engine because it is an engineering marvel. Before making its road and track debut, Ferrari had to overcome one final barrier: the fate of being a high wheel. This problem came after working on the chassis, weight distribution, and weight reduction with the body and chassis components.

The answer came in their typical style, building something fresh jointly with the best partners. Independent suspensions were created in this way, each with a remarkably small electric motor.

There are very strong muscles on the four doors and four seats, the first in Ferrari history, that actively manage how the passenger compartment responds while driving and, at the same time, how the chassis handles the road. These suspensions should not be confused with electronically controlled shock absorbers, which are “passive” and only alter the response to a specific condition. The results are twofold.

A force is actively produced in the direction of the shock absorber stroke when an electric motor is present (a recirculating ball screw connected to the rod transmits it). The idea shifts from passive shock absorbers of the passive type, such as the conventional ones or the electronically controlled hydraulic ones, which respond to events, to active shock absorbers controlled by Ferrari’s control logic that anticipate road conditions and vehicle manoeuvres, changing the way the car behaves in the process.

Driving results are impressive because there is no body roll, the car is balanced, and you can travel quickly without the back passengers feeling (too) uncomfortable.

When it comes to Ferrari it is impossible to find something wrong, just as it is difficult to put into words the feeling of driving such automobiles. The major idea I want to get over with Purosangue is that the mechanics and engineers have created a sports car that some people would mistake for an SUV but that has nothing to do with SUVs, not even with the more dynamically exciting ones that the mass market delivers.

Even the costs let us realise that we are on a different planet and that the galaxy we are discussing is distinct. The seamless coordination of all mechanical and electronic components is what gives Ferrari its magic. Electronics are required because there are so many sensors, including the six-axis inertial platform and those that continuously control the suspension, wheels, and vehicle. The entire electronic component is hidden and flawlessly integrated with the mechanical component.

Instead, there are sophisticated algorithms designed for the purpose of enhancing driving pleasure that appear to read the driver’s mind based on his inputs (steering, steering wheel), and which appear to be able to anticipate the road we are on. It is not a question of patching the performance of a car that is not balanced in its chassis because it must deal with mechanics that are limited by physics. They don’t embarrass the pilot, but rather they praise his goals. 

As a result, we have a high-wheeled vehicle that is both sporty and comfortable. It steers into bends with steering precision that is comparable to that of a sedan, while on the road, torque vectoring and active suspension keep us moving quickly. All of the power that the road conditions enable us to employ, including the most difficult ones like a low-grip surface, is released to the ground by the all-wheel drive. 

Then it emerges with a strong thrust, a torque that is evenly distributed by the work of this V12 in conjunction with a gearbox that is perfectly calibrated to be aggressive, precise, and track-level.

The gear changes in the transmission are short, quick ratios that enter one after the other in automatic mode or using paddles on the steering wheel, giving the impression of driving a racing kart. We quickly reach speeds that are beyond comprehension, with the only breaks coming from the shifting kicks in the rear. Therefore, it is also extremely manageable in the city thanks to the inclusion of the four steering wheels.

The Purosangue removes the comfort restrictions that a super sports vehicle invariably carries with it when used outside of its natural setting, the track, proving that the goal of creating a real Ferrari that could be used every day was successful. It’s neither rigid or challenging, but if you want it to be, just use the handle. 

She is not hostile towards passengers, and she has ADAS and active safety features. However, in this situation, the acoustic comfort enables her to change into a motorway traveller, cradling us with the necessary softness in absorption and providing each of the four adult occupants with an experience similar to that of a lounge.

Of sure, certain concessions or maybe decisions need to be made. First, there are only four chairs, and there is no conversation. The second is that of the instrumentation logic, which may be customised but lacks a navigation system; instead, directions are provided by Android Auto and Apple CarPlay maps.

Although it takes some getting accustomed to, the climate control system has a modern “wow” factor. However, choosing between individual climate zones (one for each passenger) may be a little distracting. However, Ferrari has offered a means to overlook the problem by delegating this work to the passenger because everything can also be done from the touchscreen devoted to people sitting in the front right seat (and those behind have their own controls).

All of this is then topped off by a flawless job of making it opulent and pleasant to look at and touch: every covering is of a high standard, the assembly does not let you down, the materials are sophisticated (and with the optionals, you can fly in hyperuranium), and it is obvious that this is a car that does not think with German logic where you have to choose the “x” package to get something extra.

Everything is standard; the only aesthetic modifications are available. For 7 years, Ferrari will pay for the regular maintenance of the vehicle once a year, every 20,000 kilometres, with no maximum mileage restrictions. A price list that starts at €390,000 could not have reasonably been expected to be otherwise…