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Review: Ferrari GTC4 Lusso
Wait. Where is this place? It’s beautiful!
It’s in northern Italy, a town called Brunico in a region called South Tyrol with the Dolomite mountains in the vicinity.
All this beauty and Ferrari releases just a facelift to the FF?
According to Ferrari, the GTC4Lusso is to the FF what the 488 is to the 458.
What? You mean a successor?
Yes. The GTC4Lusso has the same engine, same all-wheel-drive, some new internals, different body panels, more power, more torque, quicker to a 100, quicker to a 200, an all new four-wheel steering system and the implementation of Ferrari’s Slide Slip Control.
Is Ferrari being a Porsche now? All new 911 looking just like the old 911?
We get where you are coming from. Ferrari doesn’t muck about with sentimentality and tradition. An all-new Ferrari is unashamedly, unabashedly all new. The GTC4Lusso does look like an updated FF, though. In fact, the FF with its breadvan – alright, shooting brake – design was as revolutionary as Kim Kardashian deciding that she would turn into a nun…
Kim Kardashian is turning into a nun?
Right. That’s the only thing you registered back there
Ulp. Well, go on…
Apparently, with the FF, Ferrari got a very different kind of clientele. The kind who use their supercars for proper work. They didn’t mind the FF’s oddball looks, they didn’t care that their Ferrari didn’t look like it’s from another planet. All they wanted was that the new FF retains the practicality, space for people at the back, versatility and everyday usability. We are also guessing they aren’t the types to crave for Prancing Horse badging all around their car, in their mugs and on their toilet paper. So you have the GTC4Lusso stick to that brief.
Oh. So how different is it from before?
Not too much. The GTC4Lusso is still a proper four seater with proper room in the rear for proper adults with proper shoulders and proper heads and proper legs. There’s room behind them for luggage. And you can fold the rear seats for nearly estate-kind of loading space.
So, the GTC4Lusso is an estate?
Well, the FF was the closest to a production Ferrari estate. The GTC4Lusso is pretty much the same.
How does it drive?
Like any Ferrari does. The GTC4Lusso makes no excuses for being long and heavy and comfortable. It changes direction like a mid-engine supercar, it handles hairpin bends like a mid-engine supercar, it brakes like a mid-engine supercar and goes down a straight-line like a mid-engine supercar. No rolling. No diving. No messing about on the pretext of physics.
As good as the FF, then?
Almost. Two things that have changed from the FF in the GTC4Lusso is the noise. Apparently, customers wanted their Prancing Horse workhorse to be loud only when it’s fast and be quiet at other times.
Think Ferrari shouldn’t listen so much to their customers?
We think so, too. And also the steering in the GTC4Lusso has lost a bit of its heft and feel that the old FF had.
In what way?
It’s still quick. Reactive. Sharp. In a way that would make a go-kart proud. But while the FF felt like a front-engine 458 with rear seats, the GTC4Lusso dials things down by a notch.
So it’s still a Ferrari then?
Oh sure. Like the FF before it, the GTC4Lusso is an abject lesson on how, large, heavy, practical, accommodative cars cannot be comfortable and agile. AMG, Bentley, please take note.
Where does it stand in the current Ferrari scheme of things?
That’s a good question. And is the key to the way the GTC4Lusso is. You see, when the FF came out, it was the flagship V12. There was the 458, which was a V8 and the California, which was also a V8. So the FF was as mental as it was possible without having an inclination to kill you. The GTC4Lusso comes at a time when Ferrari has already run out of the LaFerrari hypercar. Has a full list of bookings for the LaFerrari open-top. Has sold out the F12TDF. And has the standard F12, which is now the ‘mainstream’ flagship and a V12. With such luminaries around, the GTC4Lusso doesn’t have the same pressure as the FF did.
So a supercar that goes about the daily grind then?
Exactly. The daily grind of touring, commuting, people and goods hauling. And being really super, loud and thrilling on the job.
When it is here then?
By early 2017. And before you ask, at about Rs 4.8 crore. Lining up to buy one?
You guys are mean…
Pros: Engine, quick gearbox, space, versatility, comfort, handling, precise light steering
Cons: Engine note below 5000rpm, steering could do with more heft
Bottomline: A supercar, family car, load-lugger rolled into one.
Price: Rs 5.2 crore (ex-showroom)
Engine: ÂÂ 6262cc V12 petrol
Power: 680bhp at 8000rpm
Torque: 697Nm at 5750rpm
Transmission: 7A, AWD
0-100kph: 3.4 seconds
0-200kph: 10.5 seconds
100-0kph: 34 mtrs
Top speed: 335kph