Ferrari GTC4 Lusso 2017 review

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It was a sunny, unusually warm day in the winter. The sky was blue, the birds were singing and the road below disappeared under the long hood of the car.

I saw some horses in the paddocks next to this lonely stretch of asphalt on the other side of the Blue Mountains in New South Wales, and thought to myself: “I’ve never been kicked by a horse.”

Then I planted my right foot and got what I can only assume as a reasonable idea of ​​what it might be like to hold a horseshoe against the pegs. I drove the Ferrari GTC4 Lusso in 2017, which grabbed and grabbed the horizon, so I – and the car – went there at a stunning pace.

This mega-powered four-seater is the most practical range of the brand, a hatchback for all purposes and with four-wheel drive for some extra sensitivity.

But really wise? A Ferrari, wise? Do not be crazy. This is a $ 578,000 V12-powered whistleblower with a hot temper, a car that does nothing with half.

Four-wheel steering helps you to make turns, which makes it a much smaller car, and even with four-wheel drive – there is – supposedly – a lot of traction. But hit the accelerator when the tires are cold, or when you are driving down a corner … or just when you are not applying pressure in a measured way and the rear end will step out – for good reason.

The twelve-cylinder engine makes the GTC4 Lusso one of the few cars on the market with more than 500 kilowatts – a whopping 507 kW at 8000 rpm, to be precise, and it also has a handy torque of 697 Nm at 5750 rpm. Too much power? You could think of the V8 turbo GTC4 Lusso T (449 kW power, but 760 Nm of torque – different strokes, as they say).

The top speed is 335 km / h, according to Ferrari – I believe that figure, but I would not try to reach it on the public highway here in Australia. It feels like you’re going fast at just 100 km / h when you’re in the right gear, and it takes just 3.4 seconds to reach that speed.

The red line is far up at 8250 rpm, and kid, kid, the motorbike likes to find its way there, while sliding through its seven gears with its dual clutch gearbox. The shifts are fast, clinically under hard acceleration.

It’s hard to describe the bellows and the screams that come from the fourfold outlets of the GTC4 Lusso – so I’ve put together an audio review so you can hear it yourself.

The sound in itself is enough to make you make one of these cars, not to mention the immense response of the demonic V12 engine, which happens to use 15.3 liters of 98RON premium fuel per 100 kilometers – but what difference does it make. It is not just about the engine and the sound – this is also an excellent balanced and steerable supercar.

The steering is ultra sharp, even if the nose is long and heavy, and even if the formula-like steering wheel is optional – with its discombobulating series of controls and switches – getting used to. The carbon fiber finishes, the manettino drive selector switch, the push button ignition, the windscreen wiper control, the headlight control and not to mention the massive carbon paddles are a feast for the eyes.

Taking into account the curb weight of the GTC4, Lusso is a hefty 1920 kilogram, there is a lightness in the way he puts that figure – it doesn’t feel particularly heavy when cornering, and it will really be boogie if you ask for it … to scratch that – it will come up with a new dance movement to test the Pirelli P Nulls (245/35 in the front, 295/35 in the back).

But just as fun as it is to wring the neck of a Ferrari, considering what they are made for, it is what the GTC4 Lusso can do when sailing under light gas, which is perhaps the most surprising feature.

The engine and transmission like to drive in top gear with speeds up to 50 km / h, buzzing at just under 1000 rpm. It is almost nerve-racking when you drive into it like this, and you can feel the engine rock with a bumpy willingness, itching to be released – a bit like a terrier who likes to be released from his belt in the park. An advice: just let it go – it will appreciate it later, and you too.

The ride is fantastic, with the adaptive ‘Magnaride SCM-E’ suspension that removes bad surfaces and the cabin in virtually all situations, pockmarks and speed bumps (taken at sharp angles to prevent collision with the bumper) remains undisturbed. Our car was equipped with an optional lift system to prevent you from sanding the lower abdomen while driving up the driveway – another practical touch.

They are practical details that are somewhat surprising, because this is the most attentive car of the prancing horse brand that is for sale today, and perhaps someday. It is a supercar for the pragmatist – and that is part of the reason why I enjoyed my time with it, because I usually look at bivalent booths, commercial vans. small SUVs or bulk selling hatchbacks.

Ferrari says the GTC4 Lusso was made as a big tourer with seats for four, and it brilliantly carries out that mission.

The space – which is easier to enter than you might think, thanks to the electric front seats that shuffle forward to let you in – is great for adults, with beautiful sculpted double bucket seats in the back that are more comfortable than anything you ” Freedom, with a handy small storage space between the seats with a few USB connections for your devices.

The storage space in the cabin is even excellent, with nice large door pockets and a decent storage for loose items between the seats. And since Ferrari’s only hatchback, it has a luggage space large enough for a pair of Louis Vuitton weekend bags (or any brand, real), with a capacity of 450 liters.

There were plenty of options on our tester (see below for a full breakdown), including the lush brown diamond-stitched leather trim that is so delicious that if I made it into pants, I think I’d be tempted.

There is also the exorbitant but perhaps essential panoramic glass roof, not to mention the Apple CarPlay option, which costs half as much as a light car that comes standard with the technology – seriously. It’s not like it’s a special version of CarPlay that turns the screen into a 3D model of Miranda Kerr or something else: it’s just the same mirroring technology as a Kia Picanto.

The standard media system is a clear 10.25-inch screen with satellite navigation that is easy to use and the Bluetooth phone connectivity worked a treat during our time with the car.

The display has a few hard buttons underneath, which is handy when you have to go back to where you started, but it is a bit difficult to see the ventilation controls on the subject of buttons – or, more specifically, to tell which modes are active – because the buttons are mounted low and in bright light it can be difficult to see the background lighting.

My passenger, my partner Gemma, was both fascinated and disturbed by the information screen on the passenger side on which the selected gear, the driving mode used, the speed and speed were displayed. Suffice it to say she turned it off because she didn’t want to know at what pace we’re approaching the corners at …

If you think this might be the ultimate family car, you are usually right – but there are some safety elements that can weigh heavily on those who not only spoil themselves but also their loved ones. For example, there are no curtain airbags – only double coverage at the front and front – and there is no autonomous emergency braking system (although the standard fitted carbon-ceramic plugs are excellent).

And if you’re worried about parking, you don’t have to – it’s surprisingly simple, with the rear view camera and front and rear parking sensors helping. Pay attention to those gutters, because the 20-inch wheels are amazing and would not look much with a result.

It is without a doubt a luxury supercar that happens to have a kick like a horse … presumably. Ferrari can be proud – it can stand out as a bit of an unconventional offer in a streamlined space, but the GTC4 Lusso is not just a good supercar – it’s also just a great car.

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