In case you’re angrily berating such a ludicrous suggestion, just bear with me. Okay, so it’s not especially affordable to most of us, but the FF’s shooting brake body style means it does have a proper hatchback boot. And that makes it practical (enough).

There are many things about this Ferrari that come as a surprise when you read through the luxurious hardback brochure. Its four-wheel-drive system, for starters. It’s unique in the way it’s built; the traditional transfer box and centre differential have been ditched for a completely separate drive shaft and gearbox connected to the front of the engine, mirroring the layout rearwards of the engine.

Then there’s the way it works. Only a maximum of 20 per cent of the FF’s monumental 651 bhp can be sent to the front wheels at any time, but the exact thrust from each wheel is controlled by an array of clutches and electronic systems measuring traction and g-force. The overall purpose is to keep the drivetrain low, lightweight and as far backwards as possible; all factors that would be compromised with a traditional four-wheel drive system.

The upshot is that the FF has unerring stability. Although for the vast majority of the time it’s entirely rear-wheel drive, only sending power to the front wheels when the rears lose traction, it means that when the car breaches its limits of accelerative grip, an extra wedge of capability suddenly raises the car’s tolerance for buffoonery still further. The pace, combined with the grip and balance on offer makes it a supremely safe and confidence-inspiring car. Although try explaining that to someone who owns a Honda Jazz.

The FF’s real purpose is long-distance cruising, but more specifically, being able to transform itself into an agile sports car when it gets there. It’s built to take in Alpine roads in the heart of the ski season, although you might need to watch out on narrow routes. This is a seriously wide car and its beautifully sculpted lines won’t respond well to being scraped along walls or cliff faces.

When the occasion calls, the FF has it all. It shrinks around you when you pick up the pace to the layers of noise from the characterful V12 as they begin to permeate right to your marrow. The 6.3-litre lump, an evolution of the one in the Enzo, revs to an astonishing 8,000rpm to display the full force of the engineering under the skin.

It’s the engineering that you’re really paying for in the standard car, and most buyers choose about £60,000 (€71,000) of extras to tailor the finished article to their tastes. Recently there have been welcome additions to the options list, like a panoramic glass roof through which you can presumably admire the clear blue Mediterranean skies you’d no doubt be living under. But however it’s ultimately equipped, the FF rides remarkably well, especially considering this test car’s wide 20-inch wheels and ultra-low-profile tyres.

It has to be said that in this trim it squirms significantly on overbanding and rough roads, but its capacity to absorb bumps while still letting you corner with imperceptible body roll is impressive. It’s almost as impressive as the car’s top speed, which you’ll find well beyond the 200mph marker if you can find somewhere to attempt it without hitting anything.

But in my opinion the most impressive thing about the car is how well it’s shaped into a usable package. It’s not ideal for multi-storey car parks, obviously, but it’s easy to drive, the visibility is very good and there’s a surprising amount of space in the deep rear bucket-style seats.

If you’ve got the money and you want to be able to cross countries with your family at the drop of a hat, there isn’t much to top the FF.

At a glance

Model
Ferrari FF, from £227,026 on the road (2012 price).

Top speed
208mph

0-100km
3.7 seconds.

Economy
18.3mpg.

C02
360g/km.

Engine
6.3-litre normally aspirated V12 petrol producing 651bhp.

Transmission
7-speed semi-automatic with paddle shift.