Ferrari FF 2011 Review

Ferrari FF

It is called the FF: one F because it has 'four' seats; and another because it has 'four-wheel-drive'.

Another F could also stand for 'four seasons' because Ferrari has finally built the supercar you can live with all year round. And it is one of the reasons the company hosted the media preview for the car in Brunica, at the foot of the Italian Alps near the Austrian border.

During winter the area is a playground for skiers, while in summer the region attracts mountain goers and thrillseekers.

Whatever the weather, the Ferrari FF can get you there, and not just because it is the Maranello maker's first four-wheel-drive. The elongated body shape has been designed to carry four adults and their luggage in comfort. Not everyone is a fan of the design at first – but once you see it in the metal and on the road you can better appreciate its proportions.

The FF replaces the 612 Scaglietti in the Ferrari line-up but it is a whole new direction for the brand – one it hopes will cash-in on the global SUV boom.

While the FF is not a high-riding SUV (Ferrari has said categorically it would never build a 4WD wagon) it has a level of practicality that it hopes will lure SUV buyers back into grand tourers. 

Ferrari says that, on average, its V8 sportscars travel between 5000-8000km annually. But it expects the FF to be its most travelled model yet, clocking up at least 10,000km per annum.

Keeping up with the Joneses just got a whole lot more expensive.

This is despite the FF having more power, more technology and a roomier cabin.

In this price range customers have a lot to choose from when it comes to personalising their car – but not all of it is an extra-cost option. For example, customers have free choice of the colour combination of the upholstery, what type of trim highlights and stitching they'd prefer, and whether they'll take the chrome grille or the matte grey grille.

There are 16 regular Ferrari colours to choose from for the exterior, plus six specific to the FF. There are also 10 colours inspired by Ferraris from the 1950s and '60s, three pearl finish paints and two matte colours. There are seven choices of brake caliper colour and three types of wheel finish (alloy, gloss black or matte black).

Standard fare includes a touch screen with navigation and voice activation, Bluetooth phone connection, iPod audio input, dual-zone air-conditioning, and a raft of racing technology that Ferrari fits onto the steering wheel.

The options list (yet to be confirmed for Australia) is relatively short on the European model: front, rear and side view cameras, a TV receiver; DVD screens in the front headrests for back seat passengers; a slim digital display above the glovebox that shows engine revs, car speed and the all-wheel-drive system; height adjustable suspension to lift the car over curbs (by 40mm while travelling up to 30km/h); a premium sound system; and even softer leather than the standard Ferrari hide.

Prices are yet to be announced but, as the saying goes, if you have to ask, chances are you probably can't afford them.

At 6.3-litres in capacity it is bigger than both the 5.7 V12 in the 612 Scaglietti and the 6.0 V12 in the current pinnacle of the Ferrari performance range, the 599 GTO. Indeed, the Ferrari FF matches the multi-million dollar Enzo supercar for power (486kW or 660hp, at 8000rpm). And with 683Nm the FF has more torque than any Ferrari road car before it.

Seventy per cent of that torque is available from just above idle, at 1000rpm, while 80 per cent of torque (502Nm) is available from 1750rpm.

The 65-degree V, 6262cc dry-sumped engine (94mm bore, 75.2mm stroke) is an all-new design and Ferrari's first V12 with direct gasoline injection, which operates at up to 200 bar of pressure. Ferrari says the V12 also has the highest compression ratio in its segment (12.3:1). Specific power is 77kW per litre – over the old 100hp/litre benchmark.

It's not all about grunt, however. The FF will be the first Ferrari sold in Australia capable of running on E10 (10 per cent ethanol-blended fuel). Meanwhile, fuel saving measures include on-demand electrical systems for the engine fan, air-conditioning compressor and fuel pump.

The FF is also one of the growing number of Ferraris available with stop-start technology (the engine automatically shuts off when the car is stationary, then restarts it in 230 milliseconds when the brake pedal is released). A large battery ensures that driver comfort is not compromised: the headlights, indicators, air-conditioning, navigation, and audio systems continue to function normally.

The FF uses 25 per cent less fuel than the V12 612 Scaglietti (down to 15.4L/100km); between 8 and 10 per cent of the reduction in consumption is from the stop-start system alone.

For high performance and durability, the engine's internals are racing grade, with diamond-like carbon-coated tappets, a special cam lobe finish, and graphite-coated pistons.

To make sure the driver and passengers don't miss out on the show, Ferrari has fitted two long, narrow plastic tubes (one each side of the engine) to funnel the sound of the V12 in all its glory to the cabin.

The FF is also the first V12 in the world matched to a seven-speed twin clutch transmission (in this case supplied by Getrag).

The gearbox is mounted between the rear wheels and attached to the electronically controlled differential. Its position is part of the reason the FF has a 47:53 weight distribution front-to-rear. (The other reason is that the big V12 nestles behind the front axle line.)

The gearchanges are now so quick and so seamless that Ferrari cheekily quotes a shift time of “zero”. Previously, it counted gear-changes in milliseconds.

It claims the reaction is instant because the shift levers behind the steering wheel are connected to a thin wire cable that leads to an electronic control module next to the transmission, which in turn activates the gear changes.

According to Ferrari chief engineer Roberto Fedeli, if sensors were used (instead of cable) it would take between 12 and 30 milliseconds to get the message to the gearbox. By using a cable there is zero delay, he says.

The FF's other party trick is under the nose and attached to the front of the V12 engine.

Ferrari has developed a clever and compact 4WD system unlike any other in the world. Although we can attest that it works, we're still trying to fully comprehend how it works.

The benefits are that it does not impede the turning circle like most 4WD systems do (the FF's turning radius of 12 metres is the same as the rear-drive 612 Scaglietti), and is roughly half the size and weight of a conventional 4WD system.

As with many other 4WD systems, it saves fuel and power loss by only activating when required. So the FF is 100 per cent rear-drive – until it senses wheel slip and begins sending power to the front wheels.

But that's where the similarities with other 4WD systems end. The unit that drives the front wheels gets its power and torque directly from the V12's crankshaft. A set of gears manages the difference between engine speed and wheel speed. Two carbon-fibre 'wet' multi-plate clutch packs then apportion power to a half shaft connected to the front wheels, as required.

Uniquely, this means there is no direct mechanical connection between the front and rear axles. Instead, power to the front wheels is controlled electronically; it takes just 150 milliseconds for the system to react.

The FF can drive via its front wheels only – should the need arise – although not at full power. The unit driving the front wheels is restricted to no more than 20 per cent of the engine's maximum torque at any given time.

Because of the limitations of the gear set that manages the difference between engine speed and wheel speed, the maximum vehicle velocity the system can operate at is about 200km/h.

Other all-wheel-drive supercars have at least some drive to the front wheels at top speed, which can cause unnecessary drag (says Ferrari) – but can also be useful in slippery conditions. Ferrari believes its system is the better compromise.

The hardware weighs just 35kg, and when the electronics and other ancillaries are included the total weight is just 45kg. To look at, it's about as big as a small sports bag.

Ferrari has patented its ground-breaking 4WD system, which it has been developing since 2004, and says it has no plans to share or sell the technology at this point in time. But we can expect to see it in other Ferrari models in the future.

Other technology highlights include a new, third generation carbon-ceramic braking system – which has better feel, even when cold, and less wear on the discs and pads. Carbon ceramic discs previously needed to be replaced after 60,000km of normal driving and their brake pads needed to be replaced after just 10,000km. But brakes supplier Brembo has come up with new pad and disc material that means FF customers will never need to replace the brakes for the life of the car – which Ferrari defines as 100,000km over 10 years.

The company says it has tested the new brakes on several cars beyond 100,000km under normal driving conditions and they did not need replacing. Used solely in racetrack conditions, however, the brakes would last approximately 1500km.

Ferrari is also up to its third generation of magnetically-controlled suspension. It has added three body control sensors to the car, purely to assist the reaction of the dampers.

Three accelerometers measure pitch, yaw and lateral forces in the body's movement to make individual suspension adjustment more predictive and more precise. By reading the car, the system can help the FF read the road.

It is literally the most advanced Ferrari ever made – even though cruise control is still an option.

The cabin has a combined 20 litres of storage cubbies and, with the rear seats in position, the boot has 450 litres of luggage space – equivalent to the boot size of the Toyota Corolla and Holden Cruze sedans. And because of the shape of the cargo bay, this is enough to swallow four airport bags or two large golf club bags. When the rear seats are folded, luggage capacity increases to 800 litres.

The back seats can also be folded individually (to create a three-seater) and there is a ski port. Neither was available in the 612 Scaglietti because it had a vertical fuel tank mounted behind the rear seat.

At 4907mm in length the FF is a touch longer than a Holden Commodore wagon – but the distance between the front and rear wheels (2990mm) is close to the wheelbase of a Holden Caprice limousine.

With an overall width of 1953mm the FF is significantly wider than most cars – 20cm wider than a Corolla, 5cm wider than a Commodore. It is even wider than the latest BMW X5 and Bentley Continental GT.

These dimensions give the FF an impressively broad footprint but also provide more occupant space.

The back seats have enough knee, head and shoulder room to accommodate two adults without feeling cramped. According to Ferrari's tape measure the front seats can accommodate a 1.95m adult and the back can fit 1.85m-tall passengers.

Such a big car normally would tip the scales at 2000kg or more – but because of the FF's aluminium chassis and body (23 different types of alloy are used throughout) Ferrari has managed to keep weight down to 1790kg (dry) or 1880kg with a full 91-litre tank of fuel.

This is the same weight as the 612 Scaglietti – despite the bigger body and the addition of the 4WD system – and only 100kg heavier than the Ferrari 599 sportscar.

As with all modern Ferraris, the FF's body was designed in the same wind tunnel as its Formula One cars. Discreet vents in the front fenders and rear bumper are designed to release air away from the car.

The front vents reduce a build-up of air pressure near the lower grille, and the rear vents reduce a build-up of pressure from the rear wheel arches. Underbody panels with vertical fins improve the 'ground effects' at high speeds, and the discreet bulge across the rear hatch acts as a spoiler for extra downforce above 200km/h.

However, Ferrari is only too aware of the importance of safety and it has built its strongest road-car structure yet with the FF. The company says the FF exceeds new crash safety standards in Europe and North America – regarded as the toughest in the industry – for front, side, rear and rollover protection.

That said it comes with only four airbags: one in the steering wheel and one in the dash for frontal impacts, and one in each door to protect the head and upper body of the front-seat occupants in a side impact. Back-seat occupants have no side impact airbags, but Ferrari says the rear body structure was designed with this in mind and “the amount of protection offered by the chassis is more than sufficient”.
 
It may also lack the radar and laser crash avoidance technology available on German and British grand tourers, but Ferrari has put its technological knowhow into other areas.

Ferrari clearly has ample faith in the ability of its owners, as it gives drivers much more of a say in how much safety margin they would like. The Manettino switch on the steering wheel gives drivers five throttle and stability control settings to choose from. Indeed, the FF has the broadest choice in a Ferrari yet, ranging from such extremes as dry racetrack, dry road, wet road, snow, and ice.

The carbon-ceramic brakes are among the biggest ever fitted to a Ferrari: 398mm x 38mm front discs and 360mm x 32mm rear discs.

As mentioned earlier the brakes are designed to last the life of the car in normal driving conditions. But to be on the safe side, Ferrari came up with an algorithm that assesses the level of brake wear based on the driving history of the car. In other words, if the Ferrari FF has been driven hard on a racetrack and the brakes need inspecting, it will warn the driver via a display on the dash.

In terms of driveway safety, front and rear parking sensors are standard and a four-camera 'bird's-eye view' system is optional.

Two cameras give an ultra wide view at the front and rear of the car, while one under each side mirror helps avoid scraping the wheels against gutters.

There is also a beep inside the car when backing up – to let the driver know reverse has been engaged.

Of course, the Range Rover Autobiography supercharged V8 and Audi Q7 turbodiesel V12 are bigger and more practical than the FF – and at about $250,000 each, substantially cheaper – but Ferrari is banking on a backlash against these big 4WDs.

The FF could also take business away from the top-end grand tourer from Bentley. The best of Bentley's coupes is the $500,000 Continental SuperSports. Powered by a 6.0-litre twin turbo W12 engine mated to an all-wheel-drive system it is likely the FF's only formidable and direct competitor.

So why on earth Ferrari chose the demanding mountain passes in and around Brunica in the north of Italy, near the Austrian Alps, is anyone's guess. At least that was what I thought before I got behind the wheel.

The scenery looks like a full-size train set, or a real-life version of a picture on the front of a biscuit tin. From the various peaks, the roads below appear to squiggle across the hills like threads of wet spaghetti.

The FF feels wide on these narrow paths – because it is wide and the roads are narrow. But after a while you settle into a rhythm, become accustomed to where the corners of the car are and start to connect with the FF.

The steering is light, without being lifeless – and direct without being too sensitive.

The brakes are so effective they will put you through the windscreen; you soon develop a technique of applying them gently at first and adding pressure later. They're so responsive they make the FF feel like a lightweight Lotus Elise. There is no discernable fade after repeated heavy use.

The magnetically-controlled suspension is the other pleasant surprise. In other applications, this type of suspension can feel sharp over bumps and joins in the road. But the FF somehow glides over the most rutted sections of tarmac – and moments later has the ability to feel taut while handling a sharp turn.

In really tight, uphill corners, you can feel the drive to the front wheels engage momentarily. Incredibly, thanks to the wonders of technology, the front wheels kick in just as you need them to because the car has figured out that, unless it intervenes, you're about to lose traction. It's the predictive text of the automotive world.

You can feel a slight tug through the steering wheel as you climb out of the corner, but once you're clear of the turn the 4WD system discreetly goes to sleep again – ready to pounce in the next encounter.

It would be interesting to feel how the 4WD system performs in truly slippery conditions. Unfortunately, unlike earlier groups of journalists, we didn't get to sample the Ferrari FF on snow – despite being surrounded by it.

The mountain tabletop – where Ferrari had air-lifted two cars by army helicopter – had started to melt the week before we arrived. Mother Nature delivered the European summer early -- some forces are even beyond Ferrari's control…

The plus side to this change of plan meant we had more time on the mountain roads to get better acquainted with the FF.

It sounds like a cliché to say that Ferrari has made the FF feel like a much smaller and more nimble sportscar – but that's exactly what the company has done. Rarely has such a big brute of a thing felt so at home on roads better suited to lithe sportscars. It's the automotive equivalent of a Sumo wrestler that can spin on its tippy-toes with the precision and elegance of a ballerina.

Dislikes? There aren't many. The V12 engine sounds glorious above 4000rpm all the way to its 8500rpm redline. But the exhaust lacks character below 3000rpm, which is where the engine spends most of its time when commuting.

Ferrari says this trait is unavoidable for a number of reasons. The 65-degree V angle of the V12 doesn't have the same, ideal firing order of a 60-degree V12, says the chief engineer. But the broader 65-degree V angle means the FF's engine has a lower centre of gravity, which provides better chassis balance.

Furthermore, the exhaust has relatively low back-pressure to enable the engine to reach its phenomenal peak performance at high revs. The compromise is that, at low revs, the exhaust can make a droning sound.

The other peculiarity is the location of the indicator buttons on the steering wheel. Instead of an indicator stalk (which could get in the way of a shift lever) the driver must press a button on the left or right of the wheel hub.

It works in principle and when the wheel is pointed straight ahead, but not so well when the wheel is turned. Ferrari is unapologetic about this design which first appeared on the Ferrari 458 Italia sportscar. It says buyers become accustomed to it after half an hour. However, other supercar makers seem to manage with both steering wheel-mounted gear levers and regular indicator and wiper stalks.

The last one is a minor niggle: you have to turn the ignition key and then push a start button on the steering wheel to fire the FF into life. This would be less fussy if the FF had a sensor key – so you could leave it in your pocket and just press the button.

Such qualms are hardly deal breakers, however. The FF is so mind boggling in almost every other way …

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