BMW X7 vs Ferrari Purosangue

What's the difference?

When lined up against its direct rivals, the expensive X7 xDrive40d represents reasonable value for money.

It has a unique and bold look and a sumptuous, visually striking and well-appointed interior that has acres of space for family, friends, or for ferrying frequent flyers to the airport. 

That wallop of performance from the big beefy diesel is the cherry on the top. This is how you do a mid-life update. 

Write the Purosangue off as nothing more than another SUV-sized cash grab at your peril. It's not just the easiest-to-live-with Ferrari ever made, but also, and indisputably, an actual Ferrari, regardless of its body shape.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

There’s quite a bit that’s interesting about the X7’s design. Especially looking at it front on.

BMW certainly took a bold step when it introduced its toothy grille design for the X7 and the 4 Series range. 

But the Bavarian brand has made some even braver design moves recently by introducing a blocky front-end with split headlights on its new-gen 7 Series flagship sedan. That look has now found its way onto the face of the updated X7.

As with the 7 Series, it won’t be to everyone’s taste. But you can’t deny it has a lot of presence. 

The tail-lights have been tweaked and look good, but the sheer size of the X7 - it’s 5.2 metres long and 1.8 metres tall - means there’s no disguising the fact that it is a big, boxy SUV.

Inside the update ushers in significant design changes. The old dash and cowl is gone in favour of the ‘Curved Display’ that connects the instrument cluster and multimedia. 

New slimline air vents, LED backlit ‘X7’ graphics on the passenger side of the dash, and a new gear shift toggle that replaces the old shifter elevate the cabin and give it a much more modern vibe than the old X7 - one that’s in keeping with the excellent iX electric SUV.

The word ‘SUV’ is a bit like Voldemort around Maranello — as in, he who shall not be named. And if I’m totally honest, I thought the brand’s refusal to acknowledge what they’ve so obviously made here was just marketing guff to protect its performance heritage.

But seeing the Purosangue in the metal has shifted that view a little. Sure, it will compete with models like the Lamborghini Urus, but it doesn’t exactly look like an SUV, does it?

In fact, and this would likely be another dirty word in Ferrari land, it almost looks more like a hot hatch, what with its short rear overhang, swollen body styling and the positioning of each wheel in the furthest possible corners.

But more than that, the Purosangue looks elegant. Aggressive, sure, but still somehow a little understated. And for mine, that’s a huge tick in the positive column.

Unlike some of its competitors, the Purosangue looks like it was designed by adults, for adults, and not by cordial-addled children.

There’s no active aero at work here, with the airflow instead built into the design. Like the openings at either side of the front end, which channel air past the front tyres, or the positioning of the rear spoiler, which pushes air down over the rear windscreen so effectively there's apparently no need for a rear windscreen wiper.

Traditionally, interiors have not been Ferrari’s strongest suit, but the Purosangue is a comfortable and premium space to spend time, and the seats and the steering wheel especially, look fantastic.

The tech, though, isn’t perfect. Some of it (like the haptic Engine Start button) is an awesome addition, but while the twin screens for driver and passenger look good, the technology is a little clunky, and simply not as smooth as using a single, centrally mounted screen.

Regardless of the price point, a three-row SUV needs to be super practical and capable of family duties. 

And if you want a BMW X5 but need a lot more space, this is the next logical step.

Let’s start in the front row. As mentioned, the new X7 gains the screen and tech set-up from other new BMW models like the iX and updated 3 Series. The Curved Display combines a 12.3-inch digital instrument cluster with digital speedo and a 14.9-inch multimedia screen.

You can customise the cluster layout and move things around on the multimedia screen, too. The latter is a touchscreen but you can also find what you need via the 'iDrive' controller in the console.

I have had some experience with this system in the iX and while it’s not without its flaws, it is a top notch system. There’s a lot to wrap your head around, but the use of app icons helps. And you can swipe through to your chosen screen.

It took far too long to work out how to find the trip computer, something that should be much easier to access, as well as a couple of other functions. And the climate controls are housed in the digital screen. I would always prefer a separate space with buttons for air-con.  

But the graphics and displays - including the excellent head-up display - are excellent. 

Other tech you get with the X7 includes the BMW’s 'Digital Key', which is an app that allows iPhone users to lock and unlock their car remotely, and BMW ID driver profile.

If you buy this car, just allow yourself some time to familiarise yourself with all that tech.

Elsewhere up front there’s a lovely new three-spoke steering wheel, and cute touches like the metal air vent toggles, black and metal touches and the choice of inserts.

The front seats are luxurious and comfortable and offer loads of side and thigh support. They have memory functions, too. There’s no shortage of headroom up front, either.

Storage-wise, the door will fit the largest of bottles, as well as other items thanks to generous door bins, while the central lidded box is also sizeable. 

What about that second row?

The X7 xDrive40d usually comes standard with seven seats, but our test car was fitted with the $1500 captain’s chair option which drops seating capacity down to six people.

If you need the extra seating this is not the option for you, but it is great for families with bigger kids, and it would make for an excellent airport transfer car. 

The seats are unbelievably comfortable and can be adjusted to suit your preference. They also have ISOFIX points and armrests. 

Rear seat occupants have access to their own climate controls, air vents, USB ports, cupholders and ample door storage.

There is a massive amount of occupant space as well - stretch those legs out and enjoy it!

One of the X7’s selling points is that it is a genuine three-row SUV. That third row is not just for occasional use for very small children, like so many seven-seat SUVs. That row can be used every day. 

Even with my six foot stature, I could easily climb in and out of the third row. That’s made even easier thanks to the mechanical seat functions.

Just hit the lever at the top of the second row seat and the motor moves the seat forward and up to ensure there’s a big enough aperture to get in and out of the rear seats. 

You can also raise and lower the third row electronically via buttons on the boot wall - and they stow flush into the boot floor. Neat!

Once in the third row, there’s air vents, USB ports, bottle holders and storage and quite comfortable seats with more than enough leg and head room.

There’s even a third row section of the sunroof, operated from the second row. Lots of clever touches that people who use the third row will appreciate.

The boot has a few cool features, too, including a split tailgate.

You can even sit on the lower section - it can handle a load of up to 250kg - a perfect place to sit and watch the polo.

You can lower the suspension to aid loading larger items, and the X7 comes with a space-saver spare wheel.

Capacity is 300 litres with all seats in place, and I easily fit a pair of smaller suitcases in with that configuration. It increases to 2120L with the two rear rows folded. 

Not the kind of thing you’d normally care about in a Ferrari review, I know, but then this isn’t a normal Ferrari.

So, let’s focus on the back seat for a moment. The Purosangue is a strict four seater. Asked why not just install a bench backseat for more family-friendly practicality, the brand had a quality answer locked and loaded.

The reason, it says, is because a car in this price bracket needs to instil a sense of dignity in every seat, and by installing three across the back row, you don’t just ruin the middle seat, but the two window seats as well, because then everyone is uncomfortable.

It make sense, right? Even if I still harbour suspicions that, by installing just the four seats in the Purosangue, it moves it just a little further from that dreaded SUV tag.

Either way, there is more space in the rear of the Purosangue than you might expect by looking at it. Each rear seat rider can stretch out, with more than enough head and legroom.

And while there, they can access their seat functions and climate control settings through a nifty pop-up rotary dial (front seat riders get one, too).

The rear doors open automatically with a long pull on a lever at the base of the window. Ferrari says the rear-hinged doors serve two purposes, the first being that they allow easier access to the rear seats, and the second being that they look much cooler than regular, boring doors.

The engineers, though, concede making them a reality was a nightmare, with the brand replacing three fastening points with a single massive hinge that emerges from the rear of the body.

There’s more practicality on offer here, too, courtesy of a 473-litre boot space (and more if you flatten the back seats), with a flat load space, and hidden storage beneath it. 

The Purosangue measures in at 4973mm in length, 1589mm in height, and 2028mm in width, and it rides on a new spaceframe chassis bespoke to this model.

How much the Purosangue actually costs is something a moot point. Officially, it starts at $728,000, before all your on-road costs.

But Ferrari says every Purosangue will go through its personalisation, 'Atelier' or 'Tailor Made' programs, meaning no two vehicles will be exactly alike, adding significant cost to the sticker price.

But perhaps the biggest issue is that you can’t actually buy one. Ferrari paused orders globally in November last year as it realised its factory capacity had been exhausted by demand.

Right now, all it can say is that, should you want one, you should speak to your dealer, while warning that average global wait times are in excess of 18 months.

Further complicating matters is the fact the brand has issued a production cap on the Purosangue, with the SUV not to exceed 20 percent of Ferrari’s total production volume.

The idea is two-fold. One, Ferrari’s production capacity is limited, and so freeing up space on a factory line isn’t easy. And two, unlike its Italian competition, Ferrari wants to remain Ferrari, not the Purosangue company.

So, this newcomer will produce incremental growth without dominating the entire line-up.

The brand is holding triple-figure orders and expressions of interest in Australia, and though it’s not sure how many cars we’ll actually get, they will begin arriving before the end of the year.

Ferrari in Australia is also yet to confirm exactly what local customers will get, but standard fare internationally includes 22-inch (front) and 23-inch (rear) alloys, leather-and-Alcantara seating (now made from 68 percent recycled materials) in both rows, twin screens (one in the instrument cluster for the driver, and another mounted in the dash directly in front of the passenger), standard Apple CarPlay and Android Auto, a 21-speaker Burmester stereo, automatic-opening rear doors and an automatic boot, seat and steering wheel heating, and an in-seat massage function.

You also get an engine that could power a small city, but let’s circle back to that, shall we?

The X7 xDrive40d is powered by a 3.0-litre, in-line six-cylinder turbo-diesel engine, that gets a boost in power - it pumps out 259kW of power and 720Nm of torque - 64kW/100Nm more than the 30d.

It now also comes with 48-volt mild hybrid tech, which uses an electric motor integrated in the eight-speed automatic transmission.

It drives all four wheels via BMW’s 'xDrive' all-wheel drive system and it is fitted with air suspension for a cushy ride. Towing capacity is rated at 3.5 tonnes braked or 750kg unbraked.

If you are keen on off-roading in the X7, it has a 221mm ground clearance, and a fording depth of 500mm, but maybe best to keep it on the tarmac.

Nothing but Ferrari’s best here, with a mid-front mounted V12 engine providing the power, and plenty of rapid forward momentum. 

This naturally aspirated 6.5-litre monster produces a total 533kW at 7750rpm and 716Nm at 6250rpm – and climbs to a screaming 8250rpm.

It channels that power to all four wheels via an eight-speed dual-clutch automatic, and a compact and front-mounted power transfer unit that calls the front tyres into action.

It’s a clever solution that allows the Purosangue the grip of all-wheel drive when you’re in fourth gear or below, reverting to rear-wheel-drive at higher speeds.

The reasoning is that you get the lower-speed grip without requiring a heaver permanent AWD solution.

There are more clever things at play here, too. Like a new 'Active Suspension' system that replaces the need for anti-roll bars with motorised adaptive dampers.

Each corner has an electric actuator that can then individually stiffen or soften the suspension as required to keep the Purosangue flat when cornering, or supple on bad road surfaces.

You can also lift or lower the ride height slightly, including for launch control which flatness the Purosangue for maximum aero slipperiness. 

According to BMW, the official combined cycle fuel figure for the X7 40d is 8.0 litres per 100 kilometres.

Our fuel figure after nearly a week of mixed city, freeway and country driving was 9.0L/100km, which isn’t too far off the mark.

It has an 80 litre fuel tank and an approximate driving range of 1000km.

If there’s a fly in this Ferrari’s ointment, we’ve found it. Big V12 engines mean big fuel use, and the Purosangue will require a claimed 17.3L/100km on the combined cycle.

Be warned, though, the Ferrari’s accelerator calls to your right foot like a siren song luring sailors to the rocks, and should you get aggressive with it, I’d suspect your fuel figures to be even higher.

The C02 emissions are pegged at 393g/km.

You might expect a lower score than seven for this section, and I take your point. But for mine, you're buying a vehicle with a huge V12 engine, so you probably know what you're in for, right?

With a big plush SUV like this, you’d expect a comfortable ride. And for the most part, the X7 delivers that, while offering more than a bit of grunt, as well.

The X7’s height ensures a high driving position, and there’s plenty of glass for decent visibility. 

Propelling a 2.5-tonne SUV could be a struggle for a lesser engine, but the meaty diesel offers ample torque and the mild hybrid set-up helps to reduce initial turbo lag significantly - that means it is responsive from a standing start.

I wouldn't have thought a vehicle of this size and shape was capable of a 5.9-second 0-100km/h time, but here we are.

As a result of all that torque and power, overtaking is a breeze - providing there is enough room on the other side of the road for both cars to fit.

That size and heft have an impact on cornering and dynamics. You simply can’t carve through tight corners in this car, but with that said, it’s more entertaining than you’d think. 

Steering feel is weighted on the heavier side and it’s as sharp as it needs to be in a car like this. It would be weird if the steering was too pointy. 

Ride quality is top notch - as it should be - and while the massive optional 23-inch wheels and low profile tyres mean you’ll notice potholes and the like, it largely soaks up imperfections with ease.

That level of refinement extends to the hushed ride, too. The cabin is a quiet and serene place to spend time - but not quite to the same degree as a 7 Series. 

Parking in tight spots is a challenge, and manoeuvring in narrow streets could take a while, too. But you could tell that just by looking at the X7.

There’s a reason most supercars aren’t daily drivers, and it’s not always just a financial one.

It’s because they’re the most specialist tools in the automotive toolbox, usually engineered to attack race tracks and alpine roads, but not the school run or bumper-to-bumper traffic.

But you put up with it — the too-firm ride, the questionable ergonomics — because when you do land upon the kind of road your car was built for, any other inconvenience vanishes like traces of smoke from a chimney.

Which is exactly what makes the Purosangue such an interesting proposition, because here is a Ferrari that will likely be driven more, and for longer spells, than any Ferrari to have come before it, but it still needs to excite the senses on the right road.

So has Ferrari pulled it off? In a word, yes.

Honestly, when you’re just tootling around it’s easy to forget you’re driving a supercar.

That V12 engine falls silent, the exhaust is almost non-existent (owing largely to the sound deadening of the cabin – to really hear this beast at full roar you want to crack a window, or find a tunnel), and the suspension (each driving mode has two suspension settings, medium and soft, allowing for some serious fine-tuning of the ride comfort) floats across most road surfaces.

It feels much like any other premium SUV, and not one with a nuclear power plant lurking just ahead of the dashboard.

Because there is a Hyde to this Jekyll, and it arrives when you dial up the sportiness, or get a little too heavy with the accelerator. Then that big V12 roars into life, along with the exhaust, and suddenly you’re very much behind the wheel of Ferrari once again.

Engage launch control and you can feel the Purosangue hunker down, dropping lower onto the wheels and readying for action. Flatten your right foot, and 100km/h arrives in a claimed 3.3 seconds, with 200km/h flashing by in 10.6 seconds.

But there is a quirk here, and that is that the Purosangue doesn’t always feel blisteringly fast. It's powerful, sure, and plenty quick, too, it's just that somehow it doesn't always feel quite as fast as the spec sheet suggests.

Maybe it’s the theatre, or all in my mind, but I reckon the best way to experience the all-out performance is by taking over the gearing yourself, and listening to the machine-gun-popping of the rev limiter before squeezing the paddle shifter, to truly feel like you're unlocking every ounce of performance on offer.

Is it the sharpest Ferrari ever built? Obviously not, and even a carbon-fibre roof can’t compensate for the over 2.0-tonne weight here.

But I promise, should you find yourself on a twisting road, the Purosangue can paint a supercar-sized smile on your face just the same.

The steering isn't quite as sharp as it might be in a true supercar (I suspect its been softened to make the Purosangue more comfortable on freeways and over longer distances), but it still inspires plenty of confidence, while the the rear-wheel-steering helps tuck you nearly into corners before that big engine drags you out the other side, that operatic exhaust bellowing along with you.

A real Ferrari? You bet.

The Ferrari Purosangue has not, and surely will not, be independently crash tested, but does arrive with a pretty stacked suit of safety kit, including AEB, adaptive cruise control, lane keeping assist, blind-spot monitoring, rear cross-traffic alert, traffic sign recognition and hill descent control.

After copping a bit of flack from motoring media and buyers, BMW finally increased its warranty terms last year from three years to an industry standard five-year, unlimited kilometre warranty on its vehicles, including the X7.

Rather than a set servicing schedule, BMW offers condition-based servicing which is when the vehicle’s computer alerts the owner that it requires a service. 

BMW doesn’t offer capped-price servicing, but does have a pre-paid 'Service Inclusive Package' with terms ranging from three years/40,000km to five years/80,000km and beyond. 

A five-year basic package for the X7 costs $2800, which is not too bad considering the positioning of this model.

Every Ferrari arrives with a three-year, unlimited kilometre warranty, with the option of extending coverage for up to seven years at the point of purchase.

Also available is Ferrari's 'Power20' coverage, which covers the engine, gearbox, transmission and all other major mechanical and electronic components for 20 years from the point of purchase.

The recommended service interval is 12 months/20,000km, and there's also a seven-year capped-price servicing program, called '7-Year Genuine Maintenance', which allows you to prepay for all your servicing needs.