Lajatico, 13th September 2022 – After years of anticipation by the international
automotive fraternity, Ferrari today unveiled the Purosangue, the first ever
four-door, four-seater car in the Prancing Horse’s 75-year history, in the
magnificently atmospheric surroundings of the Teatro del Silenzio in Lajatico
(Pisa).
Since the marque’s earliest years, 2+2
cars (i.e. with two front and two smaller back seats) have played a significant
role in its strategy. Many Ferraris have made combining benchmark performance
with first class comfort one of the pillars of their success. Now, in the
culmination of 75 years of leading-edge research, Ferrari has created a car
that is unique on the world stage: not only do performance, driving pleasure
and comfort coexist in perfect harmony, but it is also a peerless encapsulation
of the Prancing Horse’s iconic DNA. This is the reason why the name Purosangue,
Italian for ‘thoroughbred’, was chosen.
To enable the company to achieve the
ambitious goals set for this project and create a car worthy of a place in its
range, a completely different layout and innovative proportions compared to
modern GT archetypes (so-called crossovers and SUVs) were adopted. The average
modern GT’s engine is mounted forwards in the car, almost straddling the front
axle with the gearbox coupled directly to it; this results in less than optimal
weight distribution that delivers driving dynamics and driving pleasure well
short of the standards of excellence to which Prancing Horse clients and
enthusiasts have become accustomed.
The Purosangue, on the other hand, has
a mid-front-mounted engine with the gearbox at the rear to create a sporty
transaxle layout. The Power Transfer Unit (PTU) is coupled in front of the
engine to provide a unique 4×4 transmission. This delivers exactly the 49:51%
weight distribution that Maranello’s engineers deem optimal for a
mid-front-engined sports car.
The Purosangue stands head and
shoulders above the rest of the market thanks to its performance and comfort.
It is the only car with these proportions to sport a mid-front-mounted,
naturally-aspirated V12. Maranello’s most iconic engine debuts in this brand
new configuration to ensure the car unleashes more power than any other in the
segment (725 cv) whilst guaranteeing the most enthralling Ferrari engine soundtrack.
Furthermore, it can deliver 80% torque even at low revs for unique driving
pleasure at all times.
The Purosangue’s aero development
focused on making the bodywork, underbody and rear diffuser as efficient as
possible. New solutions include synergy between the front bumper and wheelarch
trim which generates an air curtain that aerodynamically seals the front
wheels, preventing turbulent transverse air flows being generated.
Ferrari has also given the Purosangue
the very latest iterations of the vehicle dynamic control systems introduced on
its most powerful and exclusive sports cars, including independent four-wheel
steering and ABS ‘evo’ with the 6-way Chassis Dynamic Sensor (6w-CDS). Making
its world debut is the new Ferrari active suspension system. This very
effectively controls body roll in corners as well as the tyre contact patch
over high-frequency bumps to deliver the same performance and handling response
as in one of the marque’s sports cars.
The all-new chassis has a carbon-fibre
roof as standard to keep weight down and lower the centre of gravity.
Redesigning the bodyshell from scratch also meant the designers could
incorporate rear-hinged back doors (welcome doors) to make ingress and egress
easier while keeping the car as compact as possible. The cabin has four
generous heated electric seats that will comfortably accommodate four adults.
The boot is the largest ever seen on a Ferrari and the rear seats fold to
increase the luggage space. Naturally enough, the Purosangue has a more commanding
driving position than other Ferraris, but the configuration is the same as on
every other Ferrari. As a result, the driving position is still intimate and
close to the floor to provide greater connection to the car’s dynamic
capabilities.
The Purosangue offers class-leading
performance figures (from 0 to 100 km/h in 3.3 s and from 0 to 200 in 10.6 s);
the driving position and the heady, naturally-aspirated V12 soundtrack deliver
an entirely new yet also entirely Ferrari driving experience. The fact that a
vast array of comfort-focused content is provided as standard, such as the
Burmester© audio system, and that the many optional extras including the
brand-new Alcantara® upholstery, derived from certified recycled polyester,
make the Purosangue the most complete four-door, four-seater in the segment.
POWERTRAIN
The Purosangue’s engine (code-named
F140IA) maintains the architecture that made the Prancing Horse’s most recent
12-cylinders so successful i.e. a 65° angle between its cylinder banks, a
6.5-litre capacity, dry sump and high-pressure direct injection. It was
designed, however, to produce the highest amount of torque at low revs possible
without losing the feeling of linear, never-ending power typical of Ferrari’s
naturally-aspirated V12s. 80% of the maximum torque is on tap at just 2100 rpm
and it peaks at 716 Nm at 6250 rpm. Maximum power of 725 cv is reached at 7750
rpm and throttle response is characteristic of a real sports car.
Intake, timing and exhaust systems have
been completely redesigned, while the cylinder heads are derived from the 812
Competizione. Huge attention was lavished on improving mechanical and
combustion efficiency, employing Formula 1-inspired calibration concepts. The
result is that the most powerful engine ever developed by Ferrari for a
four-seater car is also the most powerful in its segment, as well as the only
one capable of delivering that instantly recognisable Ferrari V12 soundtrack.
To guarantee maximum mechanical
efficiency, the rotating masses have been redesigned. The nitrided steel
crankshaft was modified to lengthen the stroke and the internal oil passageways
have been redesigned to improve oil flow to the big-end bearings. Lower bearing
clearance tolerances improve consumption. The coolant and oil pump assembly was
also redesigned focussing on the scavenge section to reduce friction and mass
thanks to the adoption of smaller diameter rotors and optimising the inlets and
outlets as well as the rotor seals.
The valve train timing is all new,
while the new finishing process for the camshafts has considerably reduced the
surface roughness and the friction coefficient between the lobes, the shafts
themselves and the hydraulic tappets.
To optimise the torque curve and ensure
a continual increase across the rev range, the geometry of the intake ducts and
plenums was revised. The geometry of the exhaust system was also optimised to
increase permeability reduce back pressure. There are specific pistons with a
redesigned crown to increase combustion efficiency.
The engine’s direct injection system
comprises two high-pressure fuel pumps (350 bar) that deliver petrol to the
injectors in the combustion chambers. The ignition system, comprising 12 coils
and spark plugs, is constantly monitored by the ECU which has an ion-sensing
system that measures ionising currents to control ignition timing. It has a
single- and a multi-spark function to make the combustion as efficient as
possible at all revs. The ECU also controls combustion in the chamber to ensure
that the engine is always working at peak thermodynamic efficiency, thanks to a
sophisticated strategy that recognises the octane rating (RON) of the fuel in
the tank and adjusting the advance to suit. The engine strategy includes a new
patented function derived from Ferrari’s Formula expertise that optimises the
torque during transient acceleration manoeuvres in the low and mid-range.
The F140IA’s soundtrack is a superb
example of integration between the glorious symphony created by the engine’s
combustion sequence and Ferrari’s ability to control the acoustics in the
cabin. The equal-length exhaust manifolds are tuned to guarantee the 12
cylinders are in perfect harmony. The new plenum with optimised intake duct
accompanies the V12’s high notes with the body of the medium frequencies. The
two progressive silencers, the response of which is now included in the
Manettino settings, cater for in-town and performance driving. The resulting
soundtrack is typical Ferrari, with that unmistakable V12 harmonics that are
present, yet subtle, until the driver accelerates hard: as the engine
approaches the 8250 rpm red-line, there’s an enthralling crescendo that reaches
its pinnacle at the kind of high revs only Ferrari’s engines can deliver.
The layout of the 8-speed, oil-bath
dual-clutch transmission was optimised through the adoption of a dry sump and a
significantly more compact clutch assembly, shaving 15 mm off the installed
height in the car which, in turn, lowers the centre of gravity by the same
amount. The new clutch’s performance is 35% higher, transmitting up to 1200 Nm
in dynamic torque during gear shifts. Thanks to new-generation actuation
hydraulics, clutch fill times are now faster so that total gear shift times
have been reduced compared to the previous 7-speed DCT. New gear ratios mean
that the spacings are shorter and very progressive, and a longer top ratio is
geared for greater economy in motorway driving. Down shifts have been
calibrated to optimise smooth shifting with a specific focus on driving
pleasure and emphasising the sound of the new V12 engine.
CHASSIS AND BODY
The Purosangue’s chassis is completely
new and was designed from scratch with the aim of producing a structure of
uncompromising rigidity. The lower chassis structure is made entirely from
high-strength aluminium alloy and draws on Ferrari’s enormous experience in the
optimal use of these light alloys. Together with the structural elements of the
upper body, it makes up a spaceframe chassis comprised of closed-section
extrusions connected by castings into which load-bearing aluminium sheet metal
elements are integrated.
The chassis is thus lighter than
Ferrari’s previous four-seaters’ despite being larger. Improved torsional
rigidity (+30%) and beam stiffness (+25%) figures are both fundamental in
improving NVH characteristics and thus comfort by smoothly and silently
absorbing asperities in road surfaces as well as providing an exceptional
feeling of structural integrity.
The extensive use of hollow castings
with thin walls – made using internal cores – helped optimise the structure,
maximising performance and guaranteeing improved continuity in the stress lines
which, in turn, guarantees all-important occupant safety requirements.
Furthermore, this particular technology improves assembly quality thanks to more
precise integration, fewer components and the consequent reduction in weld
lines.
The bodyshell is made from materials
ranging from aluminium to carbon-fibre, with the introduction of high-strength
steel in important areas and flanking the mechanical joins with structural
adhesive. Combining these different materials guaranteed maximum strength where
required and also light weight in areas not subject to stress.
High-strength steel is used for the
anti-intrusion bars, the reinforcements on the main nodes and the B-pillar. Our
meticulous attention to detail at the design stage also resulted in the use of
different materials within individual components. One example is the single
rear door hinge: the fixed part is an aluminium casting while the mobile part is
constructed from hot-stamped steel.
The single-shell carbon-fibre roof with
integrated soundproofing is completely new and delivers rigidity levels on a
par with a glass roof while weighing 20% less than an aluminium roof with
soundproofing. From an ergonomic perspective, we focused on offering as much
ingress space as possible whilst still keeping the wheelbase compact. To do
this, we opted for traditional opening for the front doors with a 63-degree
opening (five degrees wider than on our other models) – combined with a
brand-new electric, rear-hinged back door with a 79-degree opening. Aside from
referencing the bonnet opening on the Ferrari Monza SP1/SP2 and other legendary
Ferraris from the past, the Purosangue’s front-hinged bonnet also allowed us to
craft extreme forms in the A-pillar area. The gooseneck hinge assembly for the
bonnet is made from aluminium for solidity and stability when being opened.
The aluminium rear hatch is
electrically activated: two electric Stabilus tailgate lifters allow it to be
opened to 73 degrees for easy access to the boot, and to make loading and
unloading even the largest of luggage simple. The gooseneck hinge assemblies
allowed us to craft unconventional aesthetic forms in the upper spoiler area.
AERODYNAMICS
The very different volumes and
constraints of the truly unique Purosangue posed a completely new challenge for
Ferrari’s aerodynamic department, so a radical rethink of both methods and
solutions was demanded. The extremely ambitious drag reduction target, the
specific usability and accessibility demands of this particular model, and the
need to cool the imposing V12 and ancillaries demanded hundreds of hours in the
wind tunnel and thousands of CFD (Computational Fluid Dynamics) simulations.
The kind of development work dedicated to the fastest and most powerful sports
cars in the range, in fact.
The primary focus of the Purosangue’s
aero design was the car’s centreline section, essential to both the air flow
design and to reduce the drag coefficient (Cd), as well as minimising the
frontal surface area. The car’s front silhouette was designed to create the
most seamless continuity of profile possible between the area of maximum
curvature of the bonnet and the windscreen header rail. The rear area of the
roof, the rear screen and the spoiler, on the other hand, demanded most work
because it is fundamental to managing flow separations and pressure fields.
The best possible compromise between
the need for the smoothest design possible for the roof-rear screen line and
the need to reduce the height of the tail itself was achieved by using two
elements that complete the aero package for the rear of the car: the suspended
spoiler and the nolder on the lip of the boot. While the suspended spoiler
helps neutralise the curvature of the roof downstream of the area over the
heads of the rear-seat passengers, the nolder, which is barely 7mm high,
channels the wake vortices to create a slight recompression at the tail of the
car.
Moving from the centreline section to
the rear volume, a scoop can be seen starting at the rear of the roof and
extending onto the rear screen which creates two crests, one on each side of
it. This solution helps to maintain the headspace required for the rear-seat
passengers whilst still correctly separating the flows from the upper part of the
roof and those along the greenhouse area.
Also important to the aero development
of the Purosangue was the wake from the wheels: several aero solutions were
implemented to tackle this issue, including integrating louvres into the
floating wheelarch trim front and rear. The most complex system, however, is at
the front where both the bumper and louvre work in synergy to create a powerful
air curtain that aerodynamically seals the front wheels, preventing the
generation of transverse turbulence. A duct has been created between the front
bumper on the outside of the side air intakes and the vertical fin. This duct
is calibrated to accelerate the flow towards the blown area in the louvre and
create an energised blade of air at an angle to the outer shoulder of the tyre.
The outer surface of the louvre then deflects the flow along the flank.
At the rear of the front wheelarch trim
there is a further duct that is profiled to maximise air extraction from inside
the wheel housing. The same solution is adopted on the rear wheelarches with a
vent in the rear wheelarch trim. Its exterior surface has also been profiled to
optimise the management of the rear detachment point of the flow, which runs
along the flanks and wheels.
The suspended wing on the bonnet, just
ahead of the A-pillar, dubbed the aerobridge in reference to a similar element
introduced on the F12berlinetta, plays a very different role to its namesake.
While the latter’s aerobridge deflected the air flow from the bonnet downwards
to boost downforce, the one on the Purosangue is designed to reduce drag.
The air passing under the wing on the
bonnet is energised locally to reduce the negative impact of the vortex at the
base of the windscreen, and to accelerate the flow to increase the amount of
air being evacuated from a vent hidden by the aerobridge, which is part of a
complex system of air ducts fed by the intake located over the headlights. This
mass of air is channelled towards the front wheelarch. These flows coming from
the front of the car are naturally vented through the louvres at the top of the
front wheel housing, and then continue on into the engine compartment until
they reach the vent under the aerobridge. Similarly, to reduce overpressure
inside the rear wheel housing, a vent has been added just beneath the
taillights (in an area of natural suction) that leads from a duct inside the
rear wheelarch.
A blown channel from the lower part of
the front bumper towards the underbody reduces the areas naturally under
compression on the front bumper, maximising the quantity of air being
channelled towards the underbody, an element already used on other Ferraris. In
this case, however, it is put to a different use: the energised flow channelled
along the underbody by the blown area meets the surfaces of the underbody
specifically designed to generate suction near the evacuation point of the
central radiators on the front underbody. This maximises cooling of the central
radiating masses as efficiently as possible and also allowed the design of a
much smaller radiator intake. The Purosangue’s higher ground clearance means
that the exposed area of the wheels makes a significant contribution to drag:
as a result, negative ramps were integrated ahead of the front wheels to
maximise the car’s downforce.
The curves of the body’s surfaces were
designed to fair in the front wheels and wishbones, thereby limiting the amount
of air entering the wheelarch as much as possible. Pivotal to this effect is a
small flap fitted on the lower suspension wishbone. The low pressure areas that
occur naturally behind the front wheels were used to create two areas of
evacuation that boost the efficiency of radiating masses by reducing
overpressure in the engine compartment and reduce drag.
The rear diffuser design is, once
again, the result of in-depth optimisation that focused principally on the
synergy between the diffuser itself, the upper body and the rear bumper. The
air flow that strikes the diffuser is gradually expanded and controlled. At the
end of this expansion, a subtle nolder detaches the flow after slightly
recompressing it. This boosts the system’s efficiency, simultaneously
maximising hot air extraction from the area around the gearbox and exhaust
system compartments.
The Purosangue doesn’t have a rear
windscreen wiper, so the rear screen is cleaned by the air flow along the glass
surfaces at the rear. The lower surface of the suspended spoiler is curved to
guarantee the air flow is at the right speed and direct it towards the rear
screen. There are two pairs of vortex generators at each end of the lower
surface of the spoiler, which optimise the uniformity of the scrubbing. These
counteract the vorticity naturally caused by the C-pillar, and also work in
synergy with the specific shape of the rear screen itself.
The unconventional location of the
headlights made it possible to create two air intakes above and below the DRL.
The upper one is used to channel air into the complex blown system which vents
underneath the front aerobridge. The lower one, on the other hand, is used to
channel air to the brake cooling system. The design of the vertical outside
surfaces of both air intakes includes an air-catcher which maximises the
quantity of air channelled through them.
Lower down are the intakes for the
radiating masses. Seen from the front, the one on the right is the radiator for
the active dampers, which guarantee superb occupant comfort even on very rough
surfaces, while the one on the left feeds air into the radiator for the Power
Transfer Unit (PTU) circuit, a torque vectoring electronic differential.
Lastly, the central intake cools both the condenser for the air conditioning
circuit, to guarantee optimally comfortable cabin temperatures, and the iconic,
naturally-aspirated V12’s oil and coolant radiators.
VEHICLE DYNAMICS
Development of the Purosangue’s dynamic
performance focused on creating a car that was completely unprecedented on the
world stage: a model offering usability and comfort standards that would
position it at the very top of the market as well as delivering signature
Ferrari vehicle dynamics and performance on a par with the rest of the range.
The Purosangue boasts a unique,
innovative system that is a world first: Ferrari active suspension technology
enabled by Multimatic’s True Active Spool Valve (TASV) System. Compared to
other solutions on the market, this new suspension architecture offers numerous
advantages by combining electric motor actuation with a high-precision spool
valve hydraulic damper into one fully integrated system. The electric motor
ensures that body and wheels can be controlled actively with more force
authority and at higher frequencies than traditional adaptive or semi-active
systems.
One advantage of Ferrari’s active
suspension system is the speed at which the TASV 48-volt motor actuators apply
force in the direction of the damper’s stroke. The high-power density,
three-phase brushless electric motor was co-developed for this application by
Ferrari. The motor uses “slotless” stator winding technology to minimize radial
dimensions and maximize power density. From a mechanical point of view, the
motor force is transmitted in a novel way via a twin-lead ball screw connected
directly to the hydraulic damper piston rod which enables high-frequency
response and reduces friction, inertia and package space.
The active suspension system uses
accelerometers and position sensors on each suspension corner and interfaces
with the Side Slip Control (SSC) 8.0 and the 6w-CDS sensor. Ferrari’s
proprietary control logic, together with the TASV dampers supplied by
Multimatic, electronically manages every performance element of the fully
active suspension system.
This technology optimises maximum
cornering performance thanks to the variable and continual distribution of roll
stiffness and the actively lowered roll centre (reduced by up to 10mm), to the
benefit of the side force acting on the tyres and the balance between over and
understeer. The high-frequency control regulates both body motion and wheel
movement, thus reducing roll and pitch as well as absorbing road surface
irregularities.
As well as the active suspension
technology, the Purosangue is equipped with a new generation front
semi-virtual, high wishbone suspension where the lower wishbone has two
attachment points on the hub carrier. This solution means the virtual lower
kingpin attachment point created by the two arms is very close to the wheel
centre, thereby drastically reducing the scrub radius, i.e. the distance
between the point of intersection of the extension of the kingpin axis and the
centre of the tyre contact patch at ground level. This makes the steering wheel
less sensitive to road irregularities and braking.
The Purosangue is equipped with the new
ABS ‘evo’ controller co-designed with Bosch® and integrated with the
brake-by-wire system that debuted on the 296 GTB. For the Purosangue its
function has been further developed to cope with low grip surfaces and in all
Manettino settings, thus optimising performance and repeatability in all road
conditions. This new controller uses information from the Electronic Stability
Control (ESC) to much more precisely estimate the car’s speed in order to
determine the slip target for the four wheels under braking. This improved
accuracy means that the longitudinal force of the four tyres can be better exploited
while more accurate estimation also means that repeatability of the manoeuvre
around its target value can be maximised, reducing dispersion due to natural
variations caused, for instance, by the condition of the tarmac.
The EPS-based grip estimation system,
originally developed for the 296 GTB, has also been honed for driving in the
snow or on other low-grip surfaces. Using the data in the ECU and the slip
angle calculated by the SSC 8.0, the logic can calculate the level of grip
between the contact patch of the tyre and the road during steering inputs. This
provides an accurate estimation even when the car is not being driven on the
limit, thus making the self-learning function of grip faster and the grip
estimation in all grip conditions more precise.
On the Purosangue, the 4RM-S system
developed for the GTC4Lusso has been further evolved and now inherits the
innovations made to the control logic developed for the SF90 Stradale’s 4WD
system, coupled with the new independent 4WS seen on the 812 Competizione. Yaw
management in cornering when accelerating is therefore optimised by a
combination of Torque Vectoring on the front axle, distribution of torque to
the rear tyres by the E-Diff and the generation of lateral force by the 4WS.
The new electronic management delivers a significant increase in performance in
relation to precision of control of the position of each single actuator,
faster axle response time and consequent improved precision of the lateral
force generated.
All the above technologies are
incorporated in the 8.0 version of the Side Slip Angle Control which feeds a
shared language to all the controllers to identify the best way to maximise
performance. The SSC 8.0 in fact integrates all the car’s controls (steering,
traction and vertical control) active on all four corners of the car and
creates a natural synergy with the new ABS evo.
Particular emphasis has been placed on
new objective longitudinal indicators of driving thrills specific to the
Purosangue’s performance targets. Alongside traditional constantly increasing
acceleration figures and reduced response times, in-gear acceleration when in
manual has been honed to emphasise the superb elasticity and pick-up that are
most definitely unique to the Purosangue.
The Purosangue exploits the new 8-speed
DCT’s potential from all angles: mechanical, power and control. The ratios are
the same as on the SF90 Stradale and 296 GTB. With larger tyres, this solution
gives ratios that are shorter than on previous Ferrari 4-seaters to the benefit
of more progressive performance under acceleration. The eighth gear is designed
for a more relaxed experience in long-distance driving.
The transmission’s software control
benefits both in terms of performance contents (reduction in Up and Down shift
times of around 18%) and the “Sailing” function which allows the engine and
gearbox to be automatically decoupled to guarantee greater smoothness in
driving situations where traction isn’t required (and thus also under braking).
The Purosangue’s Manettino strategies were also redesigned to suit the
project’s specifications.
The Purosangue offers an impressive
array of driver assistance (ADAS) features as standard, many of which were
developed in collaboration with Bosch®, including Adaptive Cruise Control
(ACC), Automatic Emergency Brake System (AEB), Auto High Beam (HBA/HBAM), Lane
Departure Warning (LDW), Lane Keeping Assist (LKA), Blind Spot Detection (BSD),
Rear Cross Traffic Alert (RCTA), Traffic Sign Recognition (TSR), Driver Drowsiness
and Attention (DDA), and rear-view parking camera (NSW).
A function being made available for the
first time on a Ferrari is HDC (Hill Descent Control), which helps the driver
to maintain and control the car’s speed, shown on the dash, on steep descents.
When HDC is activated, it controls the braking system to guarantee that the
car’s speed does not exceed that set on the display. It can, however, be
manually overridden by using the accelerator pedal.
STYLING
The Purosangue has created a new market
segment in which the Prancing Horse opens entirely unprecedented new frontiers.
Thanks to its unique modern architecture, the Purosangue is a versatile car
that melds unparalleled comfort with Ferrari’s signature performance and
driving pleasure. Translating Prancing Horse DNA into a car that is not only
innovative for Maranello, but the entire automotive world, was a huge but
exhilarating challenge for the Ferrari Styling Centre headed by Flavio Manzoni.
The Purosangue name beautifully
describes the car’s architecture. Its sleek, athletic exterior sets it apart
from other four-door, four-seater cars on the market, and the mid-front-mounted
naturally-aspirated V12 combine with a sublimely comfortable, luxuriously roomy
and impeccably appointed cabin. This is not just an incredibly fast, agile car
but it also offers the space on board to ensure exceptional comfort for all
four occupants.
EXTERIOR
The Purosangue’s bodywork has been
deftly sculpted and chiselled to create its unique shape. The design features
two separate and distinct levels: the lower more technical underbody and the
gloriously sinuous, imposing upperbody. This division is underscored by the
fact that the upper volume seems to float on the wheelarches.
Despite the fact that the Purosangue’s
volumes are more imposing than Ferrari’s most powerful sports cars, the way the
height is treated stylistically creates an impression of overall lightness. At
the same time, to give the Purosangue a powerful stance of its own, the Ferrari
Styling Centre opted to craft boldly original forms.
The Purosangue’s form was conceived as
a sculpture that showcases and heightens its stunning aerodynamic development.
Physical evidence of this lies in various details including, for instance, the
pontoon effect of the aerobridge between front and flanks. Every single aero
element was seen as an opportunity to further hone that original sculptural
look, underscoring the car’s stylistic message. The concept of lightness and
compactness was also applied to the roof with its characteristics emphasised by
the imposing rear wings which give the car’s silhouette its unique proportions.
The front of the car flows back
seamlessly into the flanks and develops on several levels developing a dynamic,
horizontal language. The Purosangue doesn’t have a front grille – this is been
replaced by a dihedral suspended on the lower section delivering a more
technical aesthetic. Two shells create a suspended disc form with a slot that
houses the camera and parking sensors, so that they are integrated seamlessly
into the car’s shape. At each side of the bonnet are the DLRs which are set
between two pairs of air intakes which meld into the upper part of the flanks,
underscoring the styling theme. The result is that the Purosangue’s front
styling is dominated by blown aero ducts rather than headlights.
The upper section of the disc is
supported by an element comprising a central area that cools the engine
radiator and two side sections that encircle the central splitter. Above the
technical radiator grille treatment, the long sculpted bonnet extends, rippling
with gently rounded muscles which flow into wing-profile surfaces. These
aerobridges create a sense of continuity between bonnet and flanks.
The aerobridge theme characterises the
flanks as the form runs along the side, becoming the main styling theme and
creating a dihedral shape which ends in the imposing rear muscle. The wheelarch
trim treatment reveals the Purosangue’s second skin beneath the bodywork. The
functional and technical elements become a second visual layer and this creates
the impression almost of a floating coupé.
When the front and rear doors are
opened together, the interior seems bigger than imagined when they are closed,
thanks to the meticulous work lavished on keeping the roof proportions compact.
The rear muscles dive into the tail
where a horizontal cut line incorporates the taillights at its tips. Beneath
the latter, two scoops converge into two vents. An imposing diffuser and the
large rear wings combine to make the tail look impressively wide with the
sporty cabin sitting low over this volume. Its compact dimensions were pivotal
to lending the car a sporty bearing without sacrificing occupant space and
comfort. The cabin profile is characterised by the slanted windscreen and the
A-pillars arches flowing into the rear spoiler beneath which are two very
distinctive crests, a theme that carries over onto the rear screen.
Specific forged wheels were designed
for the Purosangue based on the same aero concept as those on the SF90 Stradale,
in which radial elements on the outer channel facilitate hot air extraction
from the wheelarch. These aero appendages emerge from three-dimensional
surfaces and are highlighted with an elegant diamond-cut finish.
CABIN
The Purosangue’s cabin demanded
absolutely meticulous design of both the space and furnishings as well as
careful selection of the materials used to offer unprecedented occupant space
and comfort for a Ferrari four-seater. The cabin looks and feels like an
extremely elegant, sporty lounge. When the doors are opened, a surprisingly
generous amount of space is revealed. Equally surprising is the sophisticated
luxury of the interior which exudes a sense of both elegance and modernity.
Modern design languages harmoniously combine with Ferrari’s signature GT sports
car aesthetic. All of the forms are deliberately compact to optimise both the
available space and its ergonomics.
The driver’s cockpit is inspired by the
SF90 Stradale and is almost exactly mirrored on the passenger side. This creates
an unparalleled feeling of emotional engagement for the front passenger, aided
and abetted by a 10.2” display that provides all the information required to
help them participate in the driving experience. The Purosangue features the
entirely digital interface already adopted for the rest of the range.
The Purosangue’s interior architecture
is based on the dual cockpit dashboard concept which has been extended and
replicated in the back of the car, creating four areas quite distinct in terms
of their functionality, volumes, materials and colours. This principle drove
the cabin’s composition which develops horizontally and seamlessly between the
furnishings, making the space seem larger and keeping the volumes light and
dynamic.
The wraparound forms converge towards
the centre embracing the occupants and, through the dialogue between the
upholstered volumes and the functional technical areas, underscore the dual
cockpit concept both at the front and at the rear. Comfort-related controls are
located on a hideaway rotary interface in the central section of the dash, and
the rear passengers have access to the same functions via a second rotary
interface.
The tunnel, which has been given a
luxury trim, is combined with a Y-shaped structural element dominated by the
metal gear-shift gate. Less obvious but equally well-designed elements are the
window lifter buttons, the rather elegant double cup holder made of glass and
the key compartment combined with the wireless device charging zone. The lower
area has small oddments compartments and, thanks its colours and materials,
creates a sense of seamless continuity with the floor. The cockpit extension
elements, from the iconic shell shape, integrate and highlight the most
powerful audio system ever offered by Ferrari. The comfort-focused upholstered
areas integrate armrests and door handles.
For the first time in Ferrari history,
the cabin has four separate and independently adjustable seats. The integration
of comfort-focused components, the use of variable density foams, and the new
suspension system mean that the Purosangue delivers unprecedented occupant
comfort and a layout that exudes the sportiness and elegance typical of
Ferrari’s design language. The heated backseats can be adjustable and reclined
independently. When fully raked forwards, they significantly increase the
Purosangue’s luggage capacity.
Ferrari’s pursuit of luxury did not
distract it for a second from its environmental and sustainability
responsibilities. Sustainable materials have been used extensively throughout
the Purosangue, opening up the possibility for new combinations. In fact, 85%
of the launch trim for the car was sustainably produced: the fabric roof-lining
is recycled polyester, the carpet is made from polyamide recycled from fishing
nets retrieved from the oceans and newly formulated Alcantara®, also derived
from recycled polyester. In fact, the Purosangue is the very first car in the
world to use this special version of Alcantara® made of 68% of post-consumer
recycled polyester. For this version of the material, Alcantara obtained the Recycled
Claim Standard (RCS) certification from ICEA, a leading international standard
that verifies recycled material and tracks it from the source to the final
product.
Instead of the traditional carpeting or
leather used to trim the floor, owners can opt for a high-strength fabric
used in military uniforms, because of its exceptional toughness and durability.
A new very elegant and contemporary dark brown semi-aniline leather has also
been introduced. Lastly, trim sporting the optional new carbon-fibre weave
integrating very fine copper wire offers a highly sophisticated take on
traditional carbon-fibre.
The Burmester® 3D High-End Surround
Sound System also makes its debut in a Ferrari vehicle as standard equipment.
This audio system delivers ultimate performance from low to high frequencies,
achieved by innovative technologies. The ribbon tweeter makes its first
appearance in any production car, and the subwoofer is housed in its own closed
cabinet for ultimate bass clarity, power and speed combined with breathtakingly
low frequencies. 3D sound, plus additional pre-sets, offers an immersive,
exciting and high-quality sound experience that mirrors the car’s unique
character and thus the very essence of the automotive masterpieces produced in
Maranello.
Among the launch colours, Nero
Purosangue was developed specifically for this car using pigments that, in
certain lighting conditions, create very intense red reflections that
beautifully enhance the car’s volumes.
OPTIONAL EQUIPMENT
AND PERSONALISATION
The Purosangue offers a vast range of
optional content and personalisation choices that will allow every owner to
strike the perfect balance between comfort and performance. Aside from a huge
array of exterior and interior colours, including some specific to the model,
further innovative solutions have been introduced that are new to the Ferrari
range or indeed the market as a whole.
In a Ferrari first, owners are being
offered the opportunity to personalise the roof of their car: they can opt for
a full-length electrochromic glass roof instead of the carbon-fibre version
offered as standard. The glass is coated on its lower surface with an
electro-sensitive film. When a small electric current is passed through the
film, it changes its tint level to either flood the cabin with sunlight or
provide shade where necessary.
The massaging front seats feature 10
air bags that deliver a relaxing, targeted massage with a choice of five
different types of massage and three levels of intensity.
In an absolute first for the Ferrari
range, the Purosangue also has an air quality sensor that can check the air
outside the car and improve quality in the cabin by smart air recirculation
control and use of filters that can prevent particles of up to PM2.5 from
entering the car.
For the first time the car also offers
compatibility with Android Auto and Apple CarPlay systems as standard. These
substitute the traditional built-in navigation system.