Speaking of the Lusso, that car was predominantly rear driven but it boasted a small power transfer unit that distributed some torque to the front wheels, but only when it was really needed. The Purosangue uses a similar system meaning this high-sided vehicle is rear-wheel drive in most situations, and like in the Lusso, the power that’s sent to those rear wheels originates from Ferrari’s naturally aspirated, 6.5 litre V12 engine. And what an engine. It’s the highlight of the car and the element that truly sets it apart from the Lambo, Aston and Bentley. It's a mountain of power and torque with 715bhp at 7,750rpm and 528lb ft. at 6,250rpm and offers up some serious, supercar bating performance. Despite a dry weight of 2,033kg, the car prances to 62mph in 3.3 seconds and will top out at just over 193mph. However, it’s the distribution of the performance that entertains, with a linear delivery and peak power available at the point at which the sound of the engine really begins to dominate. There is a majesty to the Ferrari V12 that is unmatched by anything else. It doesn’t shout about its intentions like the twelve cylinders in a Lamborghini, instead it sounds musical, like sitting in front of an orchestra in full song. And it’s a tune that you can play ‘till your heart’s content through, what is in my opinion, the best dual-clutch gearbox in the business. Pull one of the elaborate carbon paddles, and the eight-speed transmission snaps through gear changes quicker than you can blink, while serving up a symphony of revs in the process.

Happily, however, the Purosangue isn’t a one trick pony. It commands real dynamic prowess for a car so heavy with a relatively high centre of gravity, and it does so without anti-roll bars. This is where things get a little techy, but bear with me because what Ferrari has created is exceptionally clever and rather innovative. Each damper has an electric motor that drives gears which are connected to a ball screw. These apply force in to their respective damper shafts and help dial out pitch under braking and body roll when changing direction. Ferrari claims that the system is so effective, it could do away with the springs entirely and it would make no difference to the ride quality or body control. Instead, the springs are retained to serve only as a physical reference point for the system.

The results are levels of body control that should not be present in a car of such generous proportions. You rock up to a corner, turn the wheel and the Purosangue clings to the tarmac as if all the company profits depend on it. You can’t cheat physics, so of course there is some lateral movement, but it feels tighter than a DBX707 and an Urus Performante which are two cars that never felt lethargic in the first place. The Ferrari feels genuinely light on its feet, something that’s aided by the steering which lacks some feel, but is direct and only requires small inputs to get the car rotated in to corners. The ride quality is also sublime even though the car rides on huge 22 and 23-inch wheels which are wrapped in run-flat Bridgestone Potenza tyres. There are Soft, Medium and Hard damper settings, and even in its firmest set up, the Purosangue steamrolled over large bumps and never felt crashy over shoddy tarmac. Perhaps the DBX707 retains an advantage in terms of ride quality (I’d have to back-to-back them to provide a definitive answer), but the FUV certainly runs it close.