UNLIKE ANY OTHER

FERRARI PUROSANGUE

The Ferrari Purosangue is the first ever four-door, four-seater car in Ferrari’s history, but models with two rear seats have played a significant role in the company’s strategy since the very beginning. Now, in the culmination of 75 years of leading-edge research, Ferrari has created a unique car and the encapsulation of the Prancing Horse’s DNA, where performance, driving pleasure and comfort coexist in perfect harmony. And that’s why this new model was called Ferrari Purosangue – Italian for thoroughbred.

- CO2 Emissions
- LOW: 687 g/km
- MID: 388 g/km
- HIGH: 337 g/km
- EXTRA HIGH: 334 g/km
- COMBINED: 393 g/km
- Fuel Consumption
- LOW: 30.3 l/100 km
- MID: 17.1 l/100 km
- HIGH: 14.9 l/100 km
- EXTRA HIGH: 14.7 l/100 km
- COMBINED: 17.3 l/100 km

The values of fuel consumptions and CO2 emissions shown were determined according to the European Regulation (EC) 715/2007 in the version applicable at the time of type approval. The fuel consumption and CO2 emission figures refer to the WLTP cycle.

Wlpt: test for CO₂ emissions and fuel consumption

In order to be placed on the market, passenger cars carry out a series of tests to verify their compliance with regulations.

The tests to assess fuel consumption, CO2 and pollutant emissions are carried out in the laboratory and are based on speciﬁc driving cycles. In this way, the tests are reproducible and the results comparable. This is important because only a laboratory test, which follows a standardized and repeatable procedure, allows consumers to compare different car models. On 1 September 2017, the new Worldwide harmonised Light-duty vehicle Test Procedure (WLTP) came into force in Europe and will gradually replace the New European Driving Cycle (NEDC) protocol. NEDC (New European Driving Cycle): it has been the European driving cycle used so far for the measurement of fuel consumption and emissions from passenger cars and light commercial vehicles. The ﬁrst European driving cycle came into force in 1970 and referred to an urban route. In 1992 it was also considered to have an extra-urban phase and since 1997 it has been used for measuring consumption and CO2 emissions. However, the composition of this cycle is no longer consistent with current driving styles and distances travelled on different types of roads. The average speed of the NEDC is only 34 km/h, accelerations are low and the maximum speed is just 120 km/h. WLTP procedure: WLTP uses new Worldwide harmonised Light-duty vehicle Test Cycles (WLTC) to measure fuel consumption, CO2 and pollutant emissions from passenger cars and light commercial vehicles. The new protocol aims to provide customers with more realistic data, better reﬂecting the daily use of the vehicle. The new WLTP procedure is characterized by a more dynamic driving proﬁle with more signiﬁcant acceleration. The maximum speed increases from 120 to 131.3 km/ h, the average speed is 46.5 km/h and the total cycle time is 30 minutes, 10 minutes more than the previous NEDC. The distance travelled doubles from 11 to 23.25 kilometers. The WLTP test consists of four parts depending on the maximum speed: Low (up to 56.5 km/h), Medium (up to 76.6 km/h), High (up to 97.4 km/h), Extra-high (up to 131.3 km/h). These parts of the cycle simulate urban and suburban driving and driving on extra-urban roads and motorways. The procedure also takes into account all vehicle’s optional contents that affect aerodynamics, rolling resistance and vehicle mass, resulting in a CO2 value that reﬂects the characteristics of the single vehicle.

THE TRANSITION FROM NEDC TO WLTP

The WLTP procedure will gradually replace the NEDC procedure. The WLTP applies to new passenger car models from 1 September 2017, to all passenger cars registered from 1 September 2018 and is mandatory for all EU Member States. Until the end of 2020, both fuel consumption and CO2 emission values in WLTP and NEDC will be present in the vehicle documents. Indeed, NEDC values will be used to assess the average CO2 emissions of cars registered in the EU throughout 2020. In addition, some countries may continue to use the NEDC data for ﬁscal purposes. From 2021 onwards, WLTP data will be the only consumption/ CO2 emissions values for all cars. Used vehicles will not be affected by this step and will maintain their certiﬁed NEDC values.

ROAD CONSUMPTION AND EMISSIONS OF PASSENGER CARS

The new WLTP test procedure is more representative of current driving conditions than the NEDC procedure, but it cannot take into account all possible cases including the effect of the driving style that is speciﬁc to each individual driver.

Therefore, there will still be a difference between emissions and consumption measured in the laboratory and those resulting from the use of the vehicle in the real world, and the extent of this difference will depend on factors such as driving behavior, the use of on-board systems (e. g. air conditioning), trafﬁc and weather conditions that are characteristic of each geographical area and each driver. For this reason, only a standardized laboratory test allows to obtain values with which it is possible to compare vehicles and different models in a fair way.

WHAT CHANGES FOR CUSTOMERS

The new WLTP procedure will provide a more realistic criterion for comparing the fuel consumption and CO2 emission values of different vehicle models as it has been designed to better reﬂect real driving behavior and take into account the speciﬁc technical characteristics of the individual model and version, including optional equipment.

1Powertrain

V12 ON PAPER, DRIVING THRILLS IN PRACTICE

V12 65°
ENGINE
725cv
MAXIMUM POWER

V12 ON PAPER, DRIVING THRILLS IN PRACTICE

The Ferrari Purosangue is the only car with similar 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.

A SPORTS CAR ENGINE

The Ferrari Purosangue’s F140IA engine was designed 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.

CONTINUOUS IMPROVEMENT

The engine maintains the architecture that made the Prancing Horse’s most recent 12-cylinders so successful - a 65° angle between its cylinder banks, a 6.5-litre capacity, dry sump and high-pressure direct injection. 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 fuel consumption.

PRECISION TECHNOLOGY

The engine’s direct injection system comprises two high-pressure fuel pumps (350 bar) that deliver fuel to the injectors in the combustion chambers. The 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. 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 adjusts the advance to suit. The engine strategy also includes a new patented function derived from Ferrari’s Formula 1 expertise that optimises the torque during transient acceleration manoeuvres in the low and mid-range.

THE FERRARI SYMPHONY

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 exhaust manifolds are tuned to guarantee the 12 cylinders are in perfect harmony. The new plenum accompanies the V12’s high notes with the body of the medium frequencies. The two progressive silencers cater for in-town and performance driving. The resulting soundtrack is typical Ferrari, with those unmistakable V12 harmonics that are present until the driver accelerates hard: as the engine approaches the 8250-rpm redline, there’s an enthralling crescendo that reaches its pinnacle at the kind of high revs only Ferrari’s engines can deliver.

A CHANGE OF GEAR

The layout of the 8-speed, oil-bath dual-clutch transmission was optimised through the adoption of a dry sump and more compact clutch assembly, shaving 15 mm off the installed height in the car. The new clutch’s performance is 35% higher, transmitting up to 1200 Nm in dynamic torque during gear shifts. New Ferrari Purosangue 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.

2CHASSIS AND BODY

A GENUINE FOUR-SEATER

3Design

PUROSANGUE BY NAME, PUROSANGUE BY NATURE

The Ferrari Purosangue has created a new segment in which the Prancing Horse opens unprecedented new frontiers. Thanks to its modern architecture, the Purosangue is a versatile car that melds unparalleled comfort with Ferrari’s signature performance and driving pleasure. The Ferrari Purosangue (meaning thoroughbred) 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 combines 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.

AN UNMISTAKABLE LOOK

The Ferrari Purosangue doesn’t have a front grille – this has been replaced by a dihedral suspended on the lower section. Two shells create a 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.

A SURPRISING SPACE

The aerobridge theme characterises the flanks as the form runs along the side, creating a dihedral shape which ends in the imposing rear muscle. The wheel arch trim treatment reveals the Ferrari Purosangue bodywork’s second layer: the functional and technical elements become a lower visual element and this creates the impression of coupé proportions. When the front and rear doors are opened together, the interior seems much bigger than imagined when they are closed, thanks to the meticulous work lavished on keeping the roof and greenhouse area compact.

SPORTINESS AND POWER

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.

4Aerodynamics

WIND-SCULPTED

SOLUTIONS THAT BREAK NEW GROUND

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 thanks to 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.

AEROBRIDGE

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 Ferrari Purosangue is designed to reduce drag.

VIRTUAL REAR SCREEN WIPER

The Ferrari 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.

WIND-SCULPTED

The Ferrari 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 wheel arch trim which generates an air curtain that aerodynamically seals the front wheels, preventing turbulent transverse air flows being generated.

AMBITIOUS DEVELOPMENT

The very different volumes of the unique Ferrari Purosangue demanded a radical rethink of both development methods and solutions. The ambitious drag reduction and increased usability, accessibility and cooling targets for the 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.

5VEHICLE DYNAMICS

SPORTS CONTROL

Ferrari has also given the Ferrari Purosangue the very latest iterations of the vehicle dynamic control systems introduced on its most powerful and exclusive sports cars, including the independent four-wheel steering of the 812 Competizione and ABS ‘evo’ with the 6-way Chassis Dynamic Sensor (6w-CDS) of the 296 GTB. Making its world debut is the Ferrari active suspension system, too. This very effectively controls body roll in corners as well as the tyre contact patch over high-frequency bumps.

THE FERRARI ACTIVE SUSPENSION TECHNOLOGY

The Ferrari Purosangue boasts the Ferrari active suspension system, a world first. This new suspension archetype offers numerous advantages, starting with actuation: a hydraulic shock absorber combined with an electric motor ensures that body and wheels can be controlled actively at higher frequencies than traditional active systems. The advantage of Ferrari’s system is the speed of the four 48 volt actuators which can apply force in the direction of the shock absorber’s stroke. From a mechanical point of view, force is transmitted via worm gear designed to reduce friction, inertia and clearances.

ABS ‘EVO’ 2.0

The Ferrari Purosangue is equipped with the ABS ‘evo’ controller that debuted on the 296 GTB. In this version, its function has been further developed to cope with low grip surfaces, thus optimising performance and repeatability in all road conditions. This technology 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.

ADVANCED FOUR-WHEEL DRIVE

The 4RM-S on the Ferrari Purosangue inherits both the innovations made to the control logic developed for the SF90 Stradale’s 4WD system, coupled with the independent 4WS seen on the 812 Competizione. Yaw management in cornering is 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 precise control of the position of each single actuator, faster axle response time and consequent improved precision of the lateral force generated.

HILL DESCENT CONTROL

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 inclines. 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.