Ferrari Purosangue vs Aston Martin DBX707: Which One To Actually Buy

These two cars land within a few tenths of each other to 60 mph and could not feel more different getting there. That gap in character, not the stopwatch, is the whole decision.

The Ferrari Purosangue carries a 6.5-liter naturally aspirated V12 mounted behind the front axle, producing roughly 715 horsepower and revving past 8,000 rpm. There is no turbocharger softening the throttle and no hybrid system filling in torque. Power arrives in a long, linear climb that keeps building where most engines are done, and it makes a noise nothing else in the segment can imitate. It is the same engine family Ferrari puts in its flagship coupes, in a four-door body.

The Aston Martin DBX707 takes the opposite route: a 4.0-liter twin-turbo V8, developed with Mercedes-AMG and reworked by Aston with larger turbochargers and its own calibration, making about 697 horsepower. It routes through a 9-speed wet-clutch automatic that swaps gears harder and faster than a torque-converter box, and the torque is available almost immediately. Where the Ferrari asks you to wind it out, the Aston simply detonates from wherever the needle happens to be.

The honest read: on a real road, the DBX707 will feel faster more of the time, because usable torque beats peak revs in traffic and on part-throttle overtakes. The Purosangue is the more thrilling car when you actually commit to a gear and hold it. Compare live examples of both on the DRIP inventory page.

Most people assume the deciding factor here is taste. In practice it is often access, and access is not close between these two.

Ferrari deliberately capped Purosangue production as a share of total output and steers allocations toward established clients with buying history. If you have never owned a Ferrari, the realistic path to a Purosangue is the secondary market, not a factory order, and well-kept examples have consistently traded above original sticker as a result. That scarcity is the point for some buyers and a dealbreaker for others.

Aston Martin has no equivalent gate. The DBX707 is orderable, configurable, and available in meaningful numbers, which means you can hold out for the exact specification you want rather than taking whatever spec someone else chose. For a buyer who cares about a particular color, brake package, or interior combination, that freedom is worth a great deal. It also means the DBX707 is a car you can be genuinely selective about, comparing several examples side by side rather than accepting the only one on the market.

DRIP sources both nationwide and can hunt a specific build. Start with what is currently in stock or send us the spec you want.

Scarcity is doing the heavy lifting on one side of this comparison and nothing at all on the other. The Purosangue's limited allocation has kept used examples trading at or around original MSRP, which has largely spared early owners the depreciation curve that hits nearly every new car. That resilience can offset a higher buy-in and richer service costs across a holding period. It is a genuine consideration, not a guarantee, and markets soften as supply normalizes.

The DBX707 behaves like a high-end luxury SUV rather than a limited-production Ferrari. It depreciates on a more conventional curve, which is a real cost if you buy new and a real opportunity if you buy two or three years old and let the first owner absorb it. That is the play most sharp DBX707 buyers make.

The practical takeaway: if hold value is a priority and you can clear the allocation problem, the Purosangue's profile is hard to argue with. If you want the most performance per dollar and you are comfortable buying a lightly used car, the DBX707 is the better financial decision by a wide margin. When it is time to move either one, DRIP can value or consign your current car rather than leaving you to a private sale.