Latest news with #FerrariPurosangue
Auto Blog
28-07-2025
- Automotive
- Auto Blog
Not Even The Ferrari Purosangue Is Immune To Recalls For Bad Brakes
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. View post: Mercedes' New Electric AMG Wagon Is So Powerful It Destroyed Tires in Just a Few Laps NHTSA Recall Impacts 2023-2025 Models Ferrari may claim that its Purosangue isn't an SUV, calling it a 'Ferrari Utility Vehicle,' but no amount of fancy segment shifting can hide the fact that the vehicle is prone to the same issues as other vehicles, including recalls. The latest, submitted to the National Highway Traffic Safety Administration, affects Purosangues built from 2023-2025, and it could lead to a loss of braking performance. Fortunately, the issue seems simple to resolve, but it'll be a while yet before it's resolved. Until then, owners should be a little more circumspect about when and where to deploy all 715 horsepower from the 6.5-liter naturally aspirated V12. 0:04 / 0:09 What is the Sony Honda Mobility Afeela 1? Watch More What The Purosangue's Problem Is Source: Ferrari The recall documents submitted with the NHTSA say that 'the fuse box's power supply and the passenger-side footrest may contact each other, possibly resulting in a short circuit that activates the brake warning light and decreases the vehicle's braking ability.' This indicates a flaw in the original design, but it appears that the issue hasn't been a problem for most buyers because Ferrari only learned about it earlier this month, when a customer in China experienced the symptoms described above. On July 21, following an investigation by Ferrari, the automaker determined that the defect was not a one-off, and other vehicles may experience the same problem. Fortunately, the recall notice does not advise owners to stop driving, indicating that the issue is not common and that any potential reduction in braking performance will be minor. A Simple Solution Coming In Two Months Ferrari's solution to the issue is the installation of a simple plastic spacer that will keep the fuse box's power supply and the passenger-side footrest separated. This should be a simple job, though it will obviously require a trip to the dealer, but it won't be completed any time soon; Ferrari intends to send notification letters to the 541 potentially affected owners by mail by September 21st. That's not a huge number, but the Purosangue is limited to 20% of Ferrari's annual production capacity, and according to data from JATO Dynamics last year, 3,000-odd units were sold between 2023 and August 2024, so this recall certainly affects a significant chunk of the Purosangue owners' club. On the plus side, at least this appears to be the only recall the Purosangue has suffered since its introduction. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. About the Author Sebastian Cenizo View Profile
Metro
14-07-2025
- Automotive
- Metro
Someone's about to buy a car parking space in Kensington priced at £180,000
Parking in Kensington now costs more than a three-bed house in Manchester – and buyers are lining up to pay. A car parking space in the west London neighbourhood is close to being sold for nearly £180,000 after receiving multiple offers. Estate agents who are advertising the spot at York House Place, near Kensington High Street, said they received two offers just below the asking price last week and that they are confident of making a sale. An agent told Metro the seller was a man who had a flat in the building but does not need the space anymore. The buyer, meanwhile, 'will probably be someone who owns a house in the area but doesn't have parking, and they've got a luxurious car that they want to keep secure and safe,' they said. You can access completely fee-free mortgage advice with London & Country (L&C) Mortgages, a partner of Metro. Customers benefit from: – Award winning service from the UK's leading mortgage broker – Expert advisors on hand 7 days a week – Access to 1000s of mortgage deals from across the market Unlike many mortgage brokers, L&C won't charge you a fee for their advice. Find out how much you could borrow online Mortgage service provided by London & Country Mortgages (L&C), which is authorised and regulated by the Financial Conduct Authority (registered number: 143002). The FCA does not regulate most Buy to Let mortgages. Your home or property may be repossessed if you do not keep up repayments on your mortgage. The space, listed online for £180,000, is so expensive because it is 'a lot more secure than most and it is in a very good area'. 'I think with the current market conditions, it will probably go for just under the asking price,' the estate agent added. For the same price, you could get a three-bedroom house in Rusholme, Manchester, according to Rightmove listings. Knightsbridge, SW7 – £250,000 – a secure parking spot described as a 'secure underground' space with 24 hour security. It also comes with a £3,500 per year service charge. York House Place, W8 – £180,000 – the larger-than-average space near Kensington Palace can fit a Porsche and a motorbike. Chelsea, SW3 – £165,000 – a range of 'covered parking spaces in a discreet Chelsea car park' went on sale recently. Or you can rent one for £8,500 a year. York House Place, W8 – £125,000 – another spot on the Kensington premises. It's a few feet smaller than its neighbour, knocking £45,000 off the price tag. Park Lane, W1 – £100,000 – a designated space on level four of a car park near Hyde Park. It comes with a 'parking attendant'. Located in a secure facility which can be accessed via a lift, the parking space can fit a Porsche 911 and a motorbike. The block of mansion flats is less than 500 metres from Kensington Palace and is protected by round-the-clock security guards. Residents could be seen entering and exiting the premises in luxury cars on Monday, including one in a Ferrari Purosangue SUV, which is worth upwards of £360,000. The space, which is being advertised on a leasehold basis for the next 105 years, also comes with a £1,410 annual service charge and a yearly ground rent of £100. John D Wood and Co is selling another, smaller space in York House Place for £120,000, while several others are advertised at £85,000. Kalai Prai, 52, a west London homeowner who works in a deli next to the mansion block, told Metro that property prices are 'going crazy' in the area. Let us know your thoughts and email our reporter Is £180,0000 too much for a parking space? He said he is not surprised by the price tag, adding: 'It's just the way things are going, things have changed completely over the last 20 years.' More Trending The father of two added that his kids will never be able to buy a house in Kensington and Chelsea nowadays. However, he added that the sky-high price tag does not make him angry, instead opting to congratulate the eventual seller of the space. 'Whoever manages to sell that, they're a winner,' he said. Get in touch with our news team by emailing us at webnews@ Get in touch with our news team by emailing us at webnews@ For more stories like this, check our news page. MORE: Cyclist told daughter 'I want to live' days before dying from crash injuries MORE: Inside the fight against graffiti on trains across the UK's railways MORE: Amazon driver killed after London-bound train strikes van 'trapped in level crossing'
Miami Herald
03-07-2025
- Automotive
- Miami Herald
Auto review: Struttin' down the runway in the stylish, Nissan Murano
FARMINGTON HILLS, Michigan - You don't so much drive the Nissan Murano as wear it. It's a fashion statement. Even coated in salt from a days' drive across Metro Detroit's wintry tundra, my Aurora Blue Pearl Metallic Murano looked ready for the Detroit Auto Show Charity Preview. Bezeled silver roofline like a Saarinen arch, muscular hips, slim front light signature over a lit lower grille (a touch of Ferrari Purosangue there?). The Nissan Murano is lovely. Always has been. Since it strutted down the runaway as the first midsized crossover in 2003, it has put the "sport" in sport utility vehicles. Elegant lines, lush grilles, high-tech interiors, albino seats you want to lick they're so sweet. Now in its fourth generation, the 2025 Murano is once again on the cutting edge of fashion, for good and ill. For good, it has lost its voluptuous Rubensesque figure from the 2010s and emerged from the gym with a more svelte, athletic torso for the '20s. Cars are fashion, and this is the era of sleek iPhones and Teslas. So, too, the interior, which ditches the ol' vertical lines for lean, horizontal lines accented with high-tech screens and haptic touch controls. For ill? Murano has conformed to the same common turbo-4 engine found in every other bot these days, from the Nissan Rogue SUV to the Hyundai Tucson to the Chevy Traverse. Sigh. Government emissions regulations force uniformity, and that works against elegant non-conformists like the Murano, which used to belt out healthy V-6 exhaust tunes. As we danced across Huron River Parkway, I buried the throttle and ... oh. like watching Beyonce leaning into a chorus and Rosanne Barr's voice coming out. The Ariya, Murano's fetching electric sister, boasts smooth torque that better complements its similarly exotic wardrobe - right down to the same twin screens and haptic wood dash accents. But that comfort becomes discomfort on a cold Michigan day, where 305-mile range drops 30% and the 270-mile trip to Nub's Nob suddenly looks challenging. With 505 miles of gas range, the 27 mpg highway Murano is the safer date. While I bemoan the absence of the optional 260-horse V-6, the 241-horse turbo-4 pairs with a smooth nine-speed transmission instead of the coarse, continuously-variable V-6 tranny of yore. Speaking of yore, many Nissan shoppers will be empty nesters looking to downsize after years carting kiddies in a three-row Pathfinder or Armada. Murano is just the ticket. As is the subcompact Kicks, another stylish turbo-4 entry that is new for '25. Proving style doesn't sacrifice quality, both led their segments in J.D. Power's 2025 U.S. Vehicle Dependability Study, which tracked reliability over three years of ownership. Both SUVs boast big backseats for leggy friends, but the Murano bring more sophistication for its higher price. The interior is a great place to spend time. Start with "Zero Gravity" seats, which you'll want to rip out of the car and use in your living room they are so comfy. The leather-wrapped console is easy on the eyes - and my knobby knees that rested against the console for miles. For ill? Ergonomics are a mixed bag. Steering wheel controls are superb, with raised buttons that you can adjust without your eyes leaving the road. However, Nissan chose a push-button console shift design that requires you to look away from the road to shift gears. Better that they had chosen a stalk shifter solution like Chevrolet if it was the console space-saver they were looking for. And that stylish haptic climate control? It also requires taking your eyes off the road. For good, Murano is tech-tastic. My list of safety must-haves - adaptive cruise control, blind spot-assist, rear-backup assist, are all standard. Google Built-in (standard on the SL trim and up) has good voice recognition abilities. So you change the temp by voice rather than haptic touch. Hey, Google, turn the driver-side temperature to 70 degrees. Done. I like a car with a sense of humor, and Murano knows dumb jokes. Hey, Google, tell me a joke. What's a pig's favorite karate move? A pork chop. Boom. Murano has a deep bench of convenience settings. My favorite: it locks automatically when you walk away with key in pocket - or unlocks automatically as you approach. Just like a Tesla. Unlike a Tesla: Nissan brings 360-degree camera innovation. Not only will its eight cameras provide a bird's-eye 360-degree view, but it offers multiple views, including the ability to see through your hood so you can perfectly place your tires in a parking spot or avoid parking-lot potholes. I'm not making this up. To discover more tech goodies, Nissan thoughtfully provides video guides in the infotainment screen. My Murano tester was a top drawer, $51,415 all-wheel-drive Platinum model. But I'd recommend the SL, which allows you to option all the features above. Make mine an SL with standard Google Built-in, wireless charging, panoramic roof, all-wheel drive, 360-degree camera, plus ... Auria Blue Metallic paint ($425), spare tire ($180). Boom. A state-of-the-art Murano for $47,950 that you'll never get tired of wearing. 2025 Nissan Murano Vehicle type: Front-engine, front- and all-wheel-drive, five-passenger SUV Price: $41,860 base, including $1,390 destination ($51,415 AWD Platinum model as tested) Power plant: 2.0-liter turbocharged, inline 4-cylinder Power: 241 horsepower, 260 pound-feet of torque Transmission: Nine-speed automatic Performance: 0-60 mph, 8.0 seconds (Car and Driver est. AWD); towing, 1,500 pounds Curb weight: 4,438 pounds (as tested) Fuel economy: EPA est. 21 city/27 highway/23 combined (FWD and AWD); 505-mile range Report card Highs: Sculpted exterior; high-tech features Lows: Uninspired turbo-4; distracting shifter, climate controls Overall: 3 stars ____ Copyright (C) 2025, Tribune Content Agency, LLC. Portions copyrighted by the respective providers.
Time of India
02-07-2025
- Automotive
- Time of India
Xiaomi made a cheap Ferrari EV. Who needs Porsche?
Watching the launch last week of Xiaomi Corp.'s luxury electric sport utility vehicle, the YU7, stirred up two strong emotions: wonder at its impressive technology, and deep foreboding for the future of Western automakers. The YU7 is the complete package — a stylish and tech-laden SUV with up to 835 kilometers (519 miles) of driving range, all for an affordable price. The entry-level version costs just RMB 253,500 ($35,400). Xiaomi scores few points for design originality — the YU7 looks like a cross between a Ferrari Purosangue and a McLaren, while its first model, the sporty SU7 sedan, bears a striking resemblance to the Porsche Taycan. Even so, these are astonishing achievements for a smartphone company that entered the automotive industry just four years ago. I was not in the least surprised the YU7 received almost 300,000 orders within one hour. While the YU7 directly competes with Tesla Inc.'s Model Y in China and isn't available in the US or Europe for now, Western premium and luxury automakers with far higher sticker prices should fear the increasingly sophisticated EVs China is churning out. How will they compete once the growling combustion engines that define their brands disappear? Investors appear confident Ferrari will retain its cache. Indeed, it's fortunate that China accounts for less than 10% of the Prancing Horse's global sales, because the V12 Purosangue starts at around $430,000 and once customized costs far more. Porsche and Germany's other premium automakers don't appear as resilient. Offering a fake V8 engine noise as Mercedes-Benz Group does on the electric hypercar concept it teased last week won't suffice. Electrification, automated driving and digital connectivity are turning autos into cellphones on wheels. Hence consumer electrics companies like Xiaomi and Huawei Technologies Co. are pushing into the EV marketand thereby offering seamless digital ecosystems, making Apple Inc.'s failure to develop a car appear like an even bigger omission. The danger for luxury automakers is their products become commoditized. Rapid acceleration, a chief selling point of Western sportscar brands, is now commonplace in EVs: Xiaomi's cars have achieved some blistering lap times at the Nürburgring (the industry's benchmark). Meanwhile, China's faster innovation and product development cycles threaten to make manufacturers that can't iterate as quickly appear old hat. Consumer perceptions are also changing. In China at least, luxury is increasingly about offering advanced software, voice recognition and artificial intelligence. However, customers aren't necessarily willing to fork out a lot for these features. 'An Apple Watch can do everything better: It can do a thousand more things; it's a lot more precise; it can measure your heart rate. But nobody would pay $200,000 for an Apple Watch,' Bugatti-Rimac Chief Executive Officer Mate Rimac said last year, explaining why sales of the more than $2 million electric Nevera hypercar have been disappointing and why Bugatti's new $4.5 million hypercar, the Tourbillon , offers analogue instruments and a hybrid powertrain to retain exclusivity. Although EV sales are booming in China, the very top segment of the market remains comparatively small, in part because consumers can get good quality tech and interior comforts at much lower price points. (Geely's high-end EV brand Lotus Technology Inc. has been forced to pivot to hybrids rather than remain in its small niche, while Nio Inc. has moved downmarket with its Firefly and Onvo sub-brands.) I've been impressed by some of BMW AG's EVs, and it's expected to build on that foundation with its upcoming Neue Klasse technology. But other Western manufacturers' products often aren't good enough considering how much they cost. Mercedes-Benz Group AG is reportedly struggling to sell the $160,000 electric version of its iconic G-Class SUV, the G580, due in part to the 3085-kilogram (6,800-pound) vehicle's limited range and towing capacity; this has added to the German manufacturer's lengthening roster of EV flops. Eye-watering depreciation of luxury EVs like the Porsche Taycan is also deterring customers. No wonder Lamborghini doesn't plan to launch its first EV until the end of the decade, while Ferrari NV is reportedly delaying its second EV until at least 2028 (the first will go on sale next year after a protracted launch). But there are risks in feet-dragging: Imagine what Xiaomi, Aito, Maextro, BYD Co.'s Yangwang and their ilk will be capable of in five years? Porsche CEO Oliver Blume has said he doesn't consider Xiaomi to be a competitor and claims to be 'very relaxed' about its achievements on the racetrack. 'Customers who love the sportiness, the driving dynamics of Porsche stick to the brand,' he told analysts in March. Nevertheless, the Stuttgart-based automaker seems to have accepted its best days in China are over. Rather than cut prices, it's closing around one-third of its local dealers after the comparatively expensive electric Taycan and Macan failed to sell well. And Blume isn't ruling out giving up on selling EVs in China entirely. For now, the US is essentially off-limits to Chinese EVs due to a combination of import duties and cybersecurity rules. And while European tariffs aren't as high, Chinese luxury brands have made only limited inroads here so far. Consumer loyalty to long-established brands, the slower pace of electrification, and the difficulties of establishing sales and service networks offer Western automakers some protection at home. But in emerging markets — which Chinese automakers are now aggressively targeting — it's a different story. Ultimately, the only way for luxury automakers to sustainably defend their premium pricing in the era of electric and software-defined vehicles is to show they can exceed the best that China can offer. From what I saw last week, that'll be a very tall order.
Business Times
01-07-2025
- Automotive
- Business Times
Xiaomi made a cheap Ferrari EV. Who needs Porsche?
Watching the launch last Thursday (Jun 26) of Xiaomi's luxury electric sport utility vehicle (SUV), the YU7, stirred up two strong emotions: wonder at its impressive technology, and deep foreboding for the future of Western automakers. The YU7 is the complete package – a stylish and tech-laden SUV with up to 835 kilometres of driving range, all for an affordable price. The entry-level version costs just 253,500 yuan (S$45,022). Xiaomi scores few points for design originality – the YU7 looks like a cross between a Ferrari Purosangue and a McLaren, while its first model, the sporty SU7 sedan, bears a striking resemblance to the Porsche Taycan. Even so, these are astonishing achievements for a smartphone company that entered the automotive industry just four years ago. I was not in the least surprised that the YU7 received almost 300,000 orders within one hour. While the YU7 directly competes with Tesla's Model Y in China and isn't available in the US or Europe for now, Western premium and luxury automakers with far-higher sticker prices should fear the increasingly sophisticated electric vehicles (EVs) China is churning out. How will they compete once the growling combustion engines that define their brands disappear? Investors appear confident that Ferrari will retain its cache. Indeed, it's fortunate that China accounts for less than 10 per cent of the Prancing Horse's global sales, because the V12 Purosangue starts at around US$430,000 – and once customised, it costs far more. Porsche and Germany's other premium automakers don't appear as resilient. Offering a fake V8 engine noise as Mercedes-Benz Group does on the electric hypercar concept that it teased in late June won't suffice. BT in your inbox Start and end each day with the latest news stories and analyses delivered straight to your inbox. Sign Up Sign Up Electrification, automated driving and digital connectivity are turning autos into cellphones on wheels. Hence consumer electronic companies such as Xiaomi and Huawei are pushing into the EV market and thereby offering seamless digital ecosystems, making Apple's failure to develop a car appear like an even bigger omission. The danger for luxury automakers is that their products become commoditised. Rapid acceleration, a chief selling point of Western sports-car brands, is now commonplace in EVs: Xiaomi's cars have achieved some blistering lap times at the Nurburgring track (the industry's benchmark). Meanwhile, China's faster innovation and product development cycles threaten to make manufacturers that can't iterate as quickly appear old hat. Consumer perceptions are also changing. In China at least, luxury is increasingly about offering advanced software, voice recognition and artificial intelligence. However, customers aren't necessarily willing to fork out a lot for these features. 'An Apple Watch can do everything better: It can do a thousand more things; it's a lot more precise; it can measure your heart rate. But nobody would pay US$200,000 for an Apple Watch,' said Bugatti Rimac chief executive officer Mate Rimac last year, explaining why sales of the more than US$2 million electric Nevera hypercar have been disappointing and why Bugatti's new US$4.5 million hypercar, the Tourbillon, offers analogue instruments and a hybrid powertrain to retain exclusivity. Although EV sales are booming in China, the very top segment of the market remains comparatively small, in part because consumers can get good-quality tech and interior comforts at much-lower price points. (Geely's high-end EV brand Lotus Technology has been forced to pivot to hybrids rather than remain in its small niche, while Nio has moved downmarket with its Firefly and Onvo sub-brands.) I've been impressed by some of BMW's EVs, and it's expected to build on that foundation with its upcoming Neue Klasse technology. But other Western manufacturers' products often aren't good enough considering how much they cost. Mercedes-Benz is reportedly struggling to sell the US$160,000 electric version of its iconic G-Class SUV, the G580, due in part to the 3,085-kilogram vehicle's limited range and towing capacity; this has added to the German manufacturer's lengthening roster of EV flops. Eye-watering depreciation of luxury EVs such as the Porsche Taycan is also deterring customers. No wonder Lamborghini doesn't plan to launch its first EV until the end of the decade, while Ferrari is reportedly delaying its second EV until at least 2028 (the first will go on sale next year after a protracted launch). But there are risks in feet-dragging: Imagine what Xiaomi, Aito, Maextro, BYD's Yangwang and their ilk will be capable of in five years? Porsche CEO Oliver Blume has said he doesn't consider Xiaomi to be a competitor and claims to be 'very relaxed' about its achievements on the racetrack. 'Customers who love the sportiness, the driving dynamics of Porsche stick to the brand,' he told analysts in March. Nevertheless, the Stuttgart-based automaker seems to have accepted its best days in China are over. Rather than cut prices, it's closing around one-third of its local dealers after the comparatively expensive electric Taycan and Macan failed to sell well. And Blume isn't ruling out giving up on selling EVs in China entirely. For now, the US is essentially off-limits to Chinese EVs due to a combination of import duties and cybersecurity rules. And while European tariffs aren't as high, Chinese luxury brands have made only limited inroads there so far. Consumer loyalty to long-established brands, the slower pace of electrification, and the difficulties of establishing sales and service networks offer Western automakers some protection at home. But in emerging markets – which Chinese automakers are now aggressively targeting – it's a different story. Ultimately, the only way for luxury automakers to sustainably defend their premium pricing in the era of electric and software-defined vehicles is to show they can exceed the best that China can offer. From what I saw last week, that'll be a very tall order. BLOOMBERG
