Owning a Ferrari Purosangue already demands deep pockets before the first mile. In the United States, the V12-powered “FUV” starts at around $400,000, and dealers often expect buyers to add optional equipment on top of that figure. Yet one repair item attached to Ferrari’s high-riding model stands far above normal supercar maintenance costs.
The problem appears once the factory warranty expires after three years. Ferrari includes a seven-year maintenance program for most new models outside limited-production cars from the Icona series, covering both labor and parts. Routine ownership sounds manageable at first. Drivers mainly pay for consumables such as tires, fuel, and occasionally brakes.
Then there is the suspension system.
A mechanic on Reddit revealed replacement pricing tied to the Purosangue’s dampers, and the numbers look extreme even beside the vehicle’s original sticker price. According to the shared information, one damper alone costs at least $21,414 before labor or shipping enters the equation. Replacing all four corners pushes the bill into territory comparable to purchasing a brand-new BMW M3.
Ferrari fitted the Purosangue with a sophisticated setup developed around Multimatic technology. The Canadian company already built a reputation through suspension systems used on vehicles such as the Chevy Silverado and the Ford GT. In Ferrari’s application, the arrangement relies on a liquid-cooled 48V three-phase brushless electric motor. The system adds force into the damper shaft through a geared ball screw assembly.
Each actuator constantly receives instructions from a computerized control unit. The hardware then adjusts damping behavior according to driving conditions and comfort requirements. A radiator, cooling fan, and fluid reservoir also form part of the FAST system, keeping temperatures under control while the shocks operate.
The design skips traditional sway bars. Ferrari instead relies on this adaptive setup to shape body control and ride behavior differently from typical semi-active suspension layouts. Somebody expecting ordinary SUV hardware, well, this is not that.
Interestingly, the article also points toward older suspension ideas from Bose and Project Sound. Chinese automaker Nio later brought a production interpretation forward after ClearMotion acquired and redesigned the original concept. Ferrari followed another path through Multimatic instead.
Production numbers for the Purosangue stay intentionally limited as well. Ferrari capped output at 20% of annual production capacity because the company does not want the FUV dominating overall sales volume or overshadowing more traditional models inside the lineup.
So yes, the Purosangue rides like an advanced grand touring machine. The repair invoice waiting behind those dampers tells the same story less pleasantly.
Ferrari Purosangue – Photo Gallery
