There is something gloriously ridiculous about the Ferrari Purosangue. A naturally aspirated V12-powered Ferrari Utility Vehicle with four proper seats, rear-hinged doors, outrageous performance and an exhaust note capable of embarrassing most bona fide supercars. Its very existence seems to defy conventional automotive logic, but that is precisely what makes it so desirable. The Purosangue celebrates the glorious excess of combustion, Ferrari’s distinctive driving dynamics and a collection of wonderfully bonkers characteristics in a package that remains utterly fascinating.
But you knew all that. The Purosangue has been with us for several years now, and Ferrari has decided that its first four-door, four-seater could do with a little sharpening. Enter the Purosangue Handling Speciale, a new configuration offered alongside the standard car for customers seeking a more sporting driving experience. This is not an Assetto Fiorano-style track package, nor is it a limited-edition, hardcore version of the Purosangue. Instead, Ferrari has concentrated on making an already extraordinary car feel more precise, responsive and engaging without compromising the qualities that make it usable every day.
The most significant changes concern the suspension. Ferrari has recalibrated the Multimatic active-suspension system to reduce body movements by a claimed 10%, delivering more immediate responses to steering inputs and greater stability through successive corners. The gearbox has also received attention, with faster, more decisive shifts, particularly in Race and ESC-Off modes. Above 5,500 rpm, manual gear changes become more aggressive, while the automatic transmission adopts a sportier character. Finally, Ferrari has enhanced the V12’s soundtrack, particularly at start-up and under acceleration.
None of this comes at the expense of the Purosangue’s fundamental character. The engine remains the magnificent 6.5-litre naturally aspirated V12, producing 725 cv and 716 Nm of torque, with an 8,250 rpm redline. Power is delivered through the familiar rear-mounted eight-speed dual-clutch transmission, while the performance figures remain suitably absurd: 0–100 km/h takes 3.3 seconds, 200 km/h arrives in 10.6 seconds and the top speed exceeds 310 km/h. Remember, this is a car with four seats and a 473-litre boot.
Ferrari invited us to the Balocco proving ground, around an hour outside Milan, to find out whether the changes amount to more than a slightly different set of numbers on a presentation slide. The chosen circuit was a particularly good one: fast, flowing bends interrupted by substantial compressions, steep climbs and rapid changes of direction. It is hardly the natural habitat of a large, high-riding four-seater, which made it an excellent place to discover what the Handling Speciale configuration could do.
Following another Purosangue HS driven by our pace car, the suspension’s extraordinary capabilities were immediately apparent. Watching the car ahead, it was fascinating to see how effectively the active system supported the body through long, high-speed corners. From behind the wheel, the same sensation translated into remarkable composure, particularly when the circuit dropped into deep compressions that would ordinarily have a vehicle of this size leaning heavily on its suspension.
The clever part is that the car does not feel disconnected from what is happening beneath it. There is still enough information coming through the chassis to understand the available grip and what the tyres are doing, while the suspension quietly goes about keeping everything under control.
The result is an enormous amount of confidence. Speeds that should feel mildly terrifying in something of this size become considerably less intimidating, allowing you to concentrate on placing the car accurately and carrying speed through the next sequence of bends.
Ferrari’s characteristic steering also deserves a mention. Its immediacy and weighting have always been central to the Purosangue’s appeal, and the revised suspension makes the relationship between steering input and chassis response feel even more direct. You find yourself attacking corners with an enthusiasm that seems completely inappropriate for a vehicle with this much ground clearance and a dry weight of 2,033 kg. Yet the Purosangue remains impressively settled, even when the circuit becomes particularly demanding.
The gearbox changes should not be overlooked, either. Ferrari’s eight-speed dual-clutch transmission was hardly lacking in speed or precision to begin with, but the revised calibration adds another layer of theatre. At higher engine speeds, the shifts are wonderfully decisive, punctuating the V12’s relentless acceleration with a satisfying sense of urgency. As with the latest Amalfi, 849 Testarossa and 12Cilindri, the transmission is now a genuine highlight of the driving experience rather than simply an extraordinarily effective way of changing gears.
Then there is the noise. The Purosangue has never been a quiet car when properly provoked, but the Handling Speciale’s revised sound calibration gives the V12 additional character at lower revs and a more pronounced voice at start-up. Yet it is the induction sound filling the cabin that makes this engine so intoxicating. There is something utterly unique about hearing that enormous naturally aspirated V12 breathing just ahead of you, its intake howl building in intensity as the revs climb towards 8,250 rpm. Combined with the increasingly aggressive gear changes and that extraordinary exhaust note, it delivers a sensory experience that few modern cars can match. Ferrari has not extracted any additional horsepower, but it has found ways to make accessing the performance even more entertaining.
Visually, Ferrari has exercised a degree of restraint. The bodywork remains unchanged, so there are no enormous wings, additional vents or aggressive aerodynamic appendages to advertise the car’s sharper character. Instead, the Handling Speciale receives its own diamond-cut forged wheels, carbon-fibre side shields, matt black exhaust tips and a black rear Prancing Horse. The Ferrari lettering on the tailgate is satin-finished, while a dedicated plaque inside identifies the configuration.
There are also additional personalisation opportunities, including finishes reserved for Handling Speciale customers. These details give the car a subtly different appearance without compromising the elegance of the original design. More importantly, they reinforce Ferrari’s intention to offer an alternative configuration rather than replace the standard Purosangue or create an uncompromising track-focused derivative.
And that distinction matters. The Handling Speciale is not trying to turn the Purosangue into a circuit car, despite the rather convincing demonstration we enjoyed at Balocco. The four-seat accommodation, elevated driving position, luggage capacity and everyday usability remain exactly as before. Ferrari has simply refined the aspects of the driving experience that its more enthusiastic customers are likely to appreciate.
Whether anyone genuinely needs a Purosangue with even less body roll and more aggressive gear changes is, of course, another question entirely. The standard car was already remarkably capable, and there are precious few circumstances on public roads where its dynamic abilities could reasonably be considered insufficient.
But that rather misses the point. The Handling Speciale makes the Purosangue feel more connected and trustworthy when the road becomes interesting, whether that means a fast, flowing back road or a particularly demanding Alpine pass. The suspension changes are tangible, the gearbox is superb and the additional V12 theatre is very welcome indeed.
The Purosangue’s appeal has always been rooted in its wonderfully bonkers combination of characteristics. A howling V12, four proper seats, extraordinary performance and driving dynamics that seem to defy its size. Those are the very reasons it is so desirable, and the Handling Speciale makes an already extraordinary proposition even harder to resist.
In Germany, the Purosangue HS starts at €460,000, including the €20,000 HS package on top of the standard car’s €440,000 base price, not a considerable premium in the context of Ferrari options.
