The Ferrari Purosangue is Ferrari’s first four-door, four-seat car, powered by a naturally aspirated V12 and equipped with all-wheel drive, active suspension and a higher ride height. Ferrari rejects the SUV label; independent road testers often use SUV, super-SUV or raised sports estate. The most accurate description is a high-riding, four-seat Ferrari grand tourer with some SUV attributes but important limits: it cannot tow, is not a serious off-roader, has only four seats and is exceptionally wide.
That distinction matters because the Purosangue does not deliver the usual luxury-SUV formula. Instead of a turbocharged V8 and a conventional rear bench, you get a 6.5-litre V12, four individual seats, rear-hinged back doors and a chassis designed to preserve Ferrari-like body control. It is spectacularly quick and more usable than a two-seat supercar, but its fuel consumption, price, width, limited clearance and four-seat layout make it a specialized daily car rather than an all-purpose utility vehicle.
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Is the Ferrari Purosangue an SUV?
Ferrari says no. Its own description is a four-door, four-seat car with a higher ground clearance, not an SUV. Ferrari’s launch material described the design goal this way: “The idea was to create a very agile, very muscular, very dynamic body but with four doors and a higher ground clearance.” That wording emphasizes the sports-car brief rather than a utility-vehicle category.
Reviewers are less strict about the terminology. Top Gear and other independent outlets call the Purosangue an SUV or super-SUV because it has a raised body, four doors, all-wheel drive and a commanding driving position. Autocar has also treated it as a raised sports estate or grand tourer. These descriptions are not mutually exclusive: the shape and ride height place it in the same shopping conversation as high-performance luxury SUVs, while its seating, suspension tuning and lack of towing or serious off-road ability set it apart.
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The practical answer is to describe it as a high-riding Ferrari grand tourer with SUV characteristics. Calling it an SUV is understandable shorthand, but it can create false expectations about cargo flexibility, ground clearance, towing and rough-terrain capability.
Why Ferrari objects to the category
Ferrari has kept a distinction between the Purosangue and conventional utility models. Autocar reported editor-at-large Matt Prior quoting Ferrari’s stated policy that only 20% of its output would be allowed to be the Purosangue, so SUVs would not dominate its sales in the way they do for some rival manufacturers. That is an attributed report of Ferrari’s production policy, not an independently verified current production statistic, and it may change as availability develops.
The engineering also supports Ferrari’s argument. The car uses a front-mounted V12, a rear-mounted dual-clutch transmission layout, four-wheel drive and sophisticated active suspension rather than the heavy-duty towing hardware or low-range off-road systems associated with traditional SUVs.
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The defining feature is a naturally aspirated 6,496 cc V12 with a 65-degree cylinder-bank angle. Ferrari’s technical specification lists dry-sump lubrication and its 4RM-S evo all-wheel-drive system. The transmission is an eight-speed dual-clutch automatic on the 2026 US-market car described by Car and Driver.
| Figure | Source and qualification |
|---|---|
| 6496 cc, 65-degree V12 | Ferrari technical specification sheet; displacement and cylinder-bank angle |
| 0–100 km/h: 3.3 seconds | Ferrari launch-era official magazine figure from 2022 |
| 0–200 km/h: 10.6 seconds | Ferrari launch-era official magazine figure from 2022 |
| 715 hp, 528 lb-ft | Car and Driver description of the 2026 US-market model |
| 0–60 mph: 3.2 seconds | Car and Driver estimate for the US-market 2026 model, not a Ferrari universal claim |
| 0–62 mph: 3.3 seconds; 193 mph top speed | Top Gear UK review figures |
Power figures need careful handling because sources use different units and sometimes disagree. Ferrari and US-market review material commonly quote 715 hp or bhp. An Autocar India FAQ gives 725 hp and 716 Nm in one answer while listing 715 hp elsewhere on the same page. Those numbers should not be silently merged: they may reflect market-specific ratings, differing conventions or inconsistent page data. For a US buyer, the 715-hp Car and Driver figure is the clearest cited reference; for other markets, confirm the local technical sheet.
The V12’s character is central to the car’s identity. Unlike a turbocharged engine that delivers a large torque wave at low revs, a naturally aspirated Ferrari V12 builds its response with engine speed and throttle travel. The result is immediate, linear acceleration and a soundtrack that remains a major part of the experience. The trade-off is consumption: there is no way to make a large, high-revving V12 economical in a nearly 2-metre-wide, high-performance car.
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How the all-wheel-drive and active suspension systems work
Ferrari’s 4RM-S evo system combines all-wheel drive with rear-wheel steering and active chassis control. The technical sheet confirms Ferrari active suspension technology, while Car and Driver provides more detail on the hardware: an electric motor at each corner applies force to the dampers, resisting body roll without conventional anti-roll bars. During hard driving, the system can lower the car by 0.4 inches. That description comes from the publication’s technical explanation rather than a verbatim Ferrari specification.
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One free scan finds every outdated or missing driver and matches the right update for your exact hardware.Free scan · exact hardware matchActive control lets Ferrari pursue two goals that normally conflict. The suspension can allow enough wheel movement to absorb broken pavement, then apply rapid corrective force when the driver brakes, turns or accelerates. Removing conventional anti-roll bars also helps the wheels remain more independent over uneven surfaces. The system is complex and adds weight, but it is the reason the Purosangue can combine a raised body with unusually disciplined cornering.
Road testers generally praise the result. Autocar reports strong vertical body control, measured steering and effective bump absorption, describing the damping as mostly natural despite its complexity. Top Gear says the suspension is intended to combine Ferrari-like handling with grand-tourer comfort. Both are driving impressions rather than instrumented comparisons, and the car’s considerable mass still limits what the 48-volt active system can overcome.
What the suspension cannot do
Active suspension does not turn the Purosangue into a rock-crawling vehicle. Top Gear highlights limited ground clearance and off-road ability. Autocar says it is not an off-roader and cannot tow. The system is primarily there to control body motion on roads, not to provide low-speed traction management, underbody protection or the approach and departure angles expected from a dedicated 4×4.
How fast is it in the real world?
Ferrari quotes 0–100 km/h in 3.3 seconds and 0–200 km/h in 10.6 seconds. Top Gear’s UK review gives the same 3.3-second result for 0–62 mph and a 193 mph top speed. Car and Driver estimates 3.2 seconds to 60 mph for the 2026 US car. The small difference is explained by the measurement points and the fact that the US number is a publication estimate, not a universal Ferrari claim.
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Those figures make the Purosangue faster than almost every conventional grand tourer and firmly within supercar territory. However, Car and Driver notes that some rivals are quicker in outright acceleration. The Ferrari’s appeal is not simply winning a drag race; it is delivering that pace with four usable seats, a V12 power delivery and long-distance composure.
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Four seats, rear-hinged doors and passenger space
The Purosangue is a four-seater, not a five-seater. Each occupant gets an individual seat, with a center console separating the two rear passengers. The rear doors are hinged at the back, often called coach doors, so the opening works with the front door to create a wide entry. Ferrari uses the arrangement as a design feature as well as an access solution.
Autocar says four adults can travel comfortably. That makes the car materially more useful than a two-seat Ferrari for airport runs, weekend trips or carrying adult passengers. It does not provide the flexible middle position, three-abreast child-seat capacity or fold-and-flop convenience of a normal rear bench.
Where the cabin compromises appear
- Rear-seat capacity: two rear passengers is the maximum, regardless of the exterior size.
- Light: Top Gear and Autocar note that the rear cabin can feel dark, an effect of the high beltline and enclosed design.
- Width: Autocar describes the body as exceptionally wide. Narrow garages, older parking structures and tight urban lanes require planning.
- Access: The rear-hinged doors improve entry but need room beside the car to open safely.
The seating layout is therefore best viewed as a comfort-focused four-seat cabin rather than an SUV-style family interior. If you routinely need five places, a tall cargo box or three child seats across one row, the Purosangue is the wrong format.
Boot, dimensions and ground clearance
Autocar India lists a 473-litre luggage capacity, 4,973 mm length, 2,028 mm width, 1,589 mm height and 185 mm ground clearance. The same regional page lists an optional lift system that can raise clearance to 215 mm. The lift figure is optional, not standard, and these dimensions are regional publication data rather than a universal specification for every market.
| Specification | Autocar India figure | Qualification |
|---|---|---|
| Luggage capacity | 473 litres | Regional publication specification |
| Length | 4,973 mm | Regional publication specification |
| Width | 2,028 mm | Regional publication specification; exceptionally wide in road use |
| Height | 1,589 mm | Regional publication specification |
| Ground clearance | 185 mm | Regional publication specification |
| Raised clearance | Up to 215 mm | Optional lift listed by Autocar India |
A 473-litre boot is useful for luggage, but the number does not tell the whole story. The four-seat cabin and rear roofline limit the kind of bulky, awkward cargo you can carry compared with a boxier SUV. There is also no claim in the cited material that the rear seats fold in the manner of a conventional utility vehicle, so buyers should inspect the exact market specification before planning bikes, large cases or business equipment.
Ride, handling and everyday driving
The Purosangue’s strongest dynamic argument is that it feels like a Ferrari first and a high-riding car second. Steering is described by Autocar as measured rather than nervous, while the active dampers control vertical movement without making the ride brittle. Top Gear sees a suspension tuned to combine Ferrari handling with grand-tourer comfort.
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The car’s size and mass remain present. A 48-volt system can react quickly, but it cannot make a large V12 car feel as light as a smaller mid-engine sports car. You will notice the width in multi-storey car parks and narrow roads, and you must use the cameras and sensors carefully because the high body does not provide perfect visibility at every corner.
On a long trip, the combination of a quiet cruising gear, supportive individual seats and a compliant ride should make the Purosangue less tiring than a two-seat supercar. On a winding road, the all-wheel-drive system and active damping provide confidence without requiring the driver to manage a delicate rear-wheel-drive balance. That versatility is the car’s practical achievement, even if it cannot match the utility of a conventional SUV.
Fuel use, emissions and ownership costs
The running-cost penalty is substantial. Top Gear’s UK page lists 16.3 mpg combined and 393 g/km of CO2. Car and Driver’s US 2026 page gives EPA estimates of 11 mpg city, 15 mpg highway and 12 mpg combined. These figures come from different markets and test cycles; they should not be compared as though they were one standardized result.
Fuel is only the beginning. A naturally aspirated V12 requires specialist servicing, expensive consumables and careful attention to tires, brakes and suspension electronics. The active dampers and four-wheel-drive hardware add capability but also add components that must be maintained outside the warranty period. Insurance, taxes and local registration charges vary by country and engine rating, so a buyer should obtain a market-specific quote rather than extrapolate from another region.
Published prices are market-specific
Top Gear lists a UK base price of £313,360. Car and Driver lists a $432,986 MSRP for the 2026 US-market model. Neither figure should be converted directly into the other: taxes, options, exchange rates, delivery charges and local equipment differ. Ferrari availability is also limited and can vary by market, so confirm the exact model year, allocation status and specification with an authorized retailer.
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Ground clearance, winter use and off-road expectations
The Purosangue’s raised stance helps with steep driveways, speed humps and poor urban surfaces, but 185 mm of clearance is not evidence of serious off-road ability. Optional lift to 215 mm, as listed by Autocar India, provides additional margin in that market; it does not add underbody armor, a low-range gearbox or the suspension articulation of a dedicated off-roader.
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All-wheel drive can help on wet or snowy roads when fitted with appropriate tires. It does not make summer performance tires suitable for deep snow, nor does it remove the need to consider tire chains, local winter equipment rules and the risk of damaging expensive bodywork. If your use includes towing a trailer, Autocar’s assessment is decisive: the Purosangue cannot tow.
How it compares with a Lamborghini Urus, Aston Martin DBX and other performance SUVs
The comparison is legitimate because buyers cross-shop these vehicles, but the decision should not be reduced to a horsepower table. The Purosangue is a four-seat V12 grand tourer; many rivals are conventional performance SUVs with more upright cargo areas, broader seating flexibility and stronger towing or rough-road credentials.
| Decision factor | What to examine in the Purosangue | Why it matters against conventional performance SUVs |
|---|---|---|
| Powertrain character | Naturally aspirated 6.5-litre V12, eight-speed dual-clutch transmission and all-wheel drive | Some rivals use turbocharged engines that emphasize low-rev torque and may deliver different response and sound |
| Acceleration | Ferrari quotes 3.3 seconds to 100 km/h; Car and Driver estimates 3.2 seconds to 60 mph for the 2026 US car | Car and Driver notes that some rivals are quicker, so consider response and drivability rather than a single launch number |
| Passenger layout | Four individual seats with rear-hinged rear doors | A conventional SUV may offer a three-person rear bench or more flexible child-seat arrangements |
| Cargo use | 473 litres listed by Autocar India | A taller, boxier body can be easier for bulky cargo even when published volume is similar |
| Ride and body control | Active dampers, rear-wheel steering and 4RM-S evo | Evaluate ride comfort, steering feel and control on your roads; no cited source establishes a universal winner |
| Terrain and towing | 185 mm clearance listed regionally, optional lift to 215 mm; not a true off-roader and cannot tow according to Autocar | Choose a rival if towing, deep snow or regular unpaved travel is a primary requirement |
| Price and availability | £313,360 UK base price or $432,986 US MSRP in the cited pages | Use local, current quotations because taxes, options, allocation and equipment differ by market |
The Purosangue makes the most sense for someone who values the V12, Ferrari steering and four-adult comfort above maximum cargo volume or utility. A conventional performance SUV is the more rational choice when five seats, towing, frequent rough-road use or lower running costs matter more than engine character.
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What to check before ordering one
- Confirm the market specification. Verify power output, emissions certification, equipment, warranty terms and whether the quoted price includes local taxes and delivery.
- Measure your parking space. The 2,028 mm regional width figure excludes the extra clearance you need for mirrors, doors and neighboring vehicles.
- Test the rear seats with your passengers. Bring the adults, child seats or luggage you actually use; four individual seats are comfortable but not equivalent to a flexible bench.
- Check the boot with real luggage. Use your largest cases or equipment rather than relying only on the 473-litre published figure.
- Ask about the lift system. Autocar India lists up to 215 mm as optional. Confirm availability, operating limits and whether the option is offered in your market.
- Price the complete running package. Obtain insurance, service, tire, brake and fuel estimates for your annual mileage. The V12 and active chassis make consumables and repairs materially more expensive than those of an ordinary family car.
- Decide whether you need towing or serious off-road ability. The cited road tests say the Purosangue cannot tow and is not a true off-roader; do not buy it hoping software or ride height will change that.
Verdict: a Ferrari grand tourer wearing SUV clothing
The Ferrari Purosangue succeeds at a difficult brief: it gives four adults genuine space, rear-door access and long-distance comfort while retaining a naturally aspirated V12, rapid all-wheel-drive traction and Ferrari-grade body control. Its 3.3-second 0–100 km/h claim, 193 mph UK-reported top speed and sophisticated active suspension make it a serious performance car.
It is not an SUV in the practical, go-anywhere sense. The car has only four seats, limited clearance, no towing ability, a dark rear cabin, exceptional width and supercar-level fuel and purchase costs. Ferrari’s objection to the label is therefore understandable, even though the raised body and four-door layout place it in the same market conversation as performance SUVs.
Buy it for the V12, the distinctive four-seat cabin and the ability to cover distance at extraordinary speed. Choose something more conventional if your priorities are five passengers, maximum cargo flexibility, towing, frequent off-road use or predictable running costs.
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