Ferrari GTC4Lusso 2017 Review

Snapshot of the elite
Life’s pretty good at the top.

For a fleeting moment, behind the wheel of Ferrari’s new GTC4 Lusso shooting brake, you can begin to imagine the world from the eyes of the well-heeled. One where interest rates strictly apply to off-shore investments, not home loans; where waiting is something people at restaurants do for you.

In fact, at this particular moment, life is great at the top. We’re zinging towards the GTC4 Lusso’s spectacularly shrieking 8250rpm rev ceiling, and it’s naturally-aspirated V12 engine is relishing in the experience. So am I.

The world is alive, euphoric – and everyday concerns are the furthest thing from your correspondent’s mind.

As one of the last remaining automotive brands to offer a naturally-aspirated V12, Ferrari occupies a highly-prized space in the supercar market. A brand which dares to dabble in SUV territory without conforming to the oft-maligned, high-riding blueprint (how’s that going for you, Maserati?).

But, even at Ferrari, shirt collars must be tightening as increasingly stringent emission targets loom.

The timeline for high emission-outputting vehicles (the Lusso produces 350g/km CO2 – nearly three-times the European average) places extra emphasis on this car’s brilliant naturally-aspirated V12 engine.

To partly offset this, there is a second Lusso model heading to Australia in November. A ‘T’ on the end of its name designates use of a twin-turbocharged V8 engine shared with the 488 supercar.

But we’re not worried about the V8. Not now, anyway. The V12 engine in the regular GTC4 Lusso is making light work of the car’s near two-tonne kerb weight. Then reality slaps you in the face: “oh yeah, how much does this thing cost?”

No scope for tyre-kicking
The GTC4 Lusso is expensive.

Think of the $578,000 sticker price as a starting figure. Once you’ve piled on stamp duty and other Government charges, you’re well over $600K and then begins the real calculator-busting exercise: wading through the options list.

After factoring in fitted options, attached to our stunning Grigio Ferro metallic grey example is a $745,490 price tag. Those options include a frankly ludicrous $6790 for Apple CarPlay (standard fare in some $14,000 city cars), a $32,500 glass panoramic roof and a $9500 digital passenger display which conveys key driving figures from a screen set in the leather-lined dashboard.

It’s pretty absurd thinking. But then, from the mindset of the uber-rich, tens of thousands of dollars is simply pocket change.

More important are some of the technical developments in Ferrari’s replacement for the FF.

The GTC4Lusso – a name which pays homage to both the 1962 Ferrari 250 Berlinetta Lusso and the 1966 330 GTC claimed to be the favourite car of founder Enzo Ferrari - is faster than the FF.

Under its long bonnet, the familiar 6.3-litre V12 boasts power and torque boosted from 486kW/683Nm to 507kW/697Nm. A higher compression ratio and re-designed cylinder head, pistons and exhaust manifolds headline the mechanical changes.

While weight is unchanged at 1790kg dry (or 1880kg fully fuelled), the refreshed GTC4Lusso is claimed to accelerate from zero to 100km/h in just 3.4 seconds – 0.3sec quicker than the FF. Top speed doesn’t alter at 335km/h.

Also largely carried-over is the rear-mounted, seven-speed twin-clutch transaxle; the primary conduit before drive is sent to all four wheels. The gearbox’s rearward placing ensures a near-perfect 48:52 weight split.

Ferrari’s all-wheel drive system is hydraulically controlled. It drives the front wheels when required in first to fourth gears and below certain speeds, and then reverts to rear-drive only thereafter.

New to the car is a rear-steer system comprising an electric-powered ram which pushes the car’s rear suspension against its bushes to provide a couple of extra degrees of steering in either direction.

All of this technology works in collaboration with Ferrari’s fourth-generation ‘Side Slip Control’ system. The upshot is more responsiveness and agility.

Manettino time
Depress the red start button on the Lusso’s busy steering wheel and the engine yelps into life. It’s a largely civilised affair at around-town speeds, the engine summoning torque from low revs and the dual-clutch transmission resisting most temptations to bind or lurch from a standstill. Incredibly, the automatic transmission finds its seventh ratio from as little as 60km/h.

The driveline’s low speed amenity is supported by gentle reactions from the electro-magnetic dampers over lumps and bumps. If anything, throttle modulation can be difficult to temper at 60-70km/h, with the car feeling as though it’s surging at the slightest sign of an input.

Speed up and the Lusso maintains its softer side, with a minor bit of jiggling through the rear and respectable levels of noise insulation, even on coarse-chip bitumen. It glides gently through rolling turns with adequate feel and feedback commensurate with its grand tourer brief.

And then you stand on it, and, over a tight mountain pass at the foot of the Blue Mountains, the GTC4 Lusso flies. The process of climbing to 8250rpm is best described as ‘rewarding’. There’s no savage low-range kick as you’d find on a newer, turbocharged engine; instead, the V12 feels as though a storm is brewing from about 3000rpm, the steady tones strengthening from about 6000rpm before an inexorable rush to redline.

The engine relishes the higher end of the dial, and at this point, the dual-clutch transmission is decidedly more resolute and rapid-fire in its changes. The steering is organic yet precise, and the car feels as though it has come to life.

Then, with a turn on ‘final approach’ (in aviation vernacular), you stamp on the carbon-ceramic brakes and the Lusso washes off speed without raising a sweat.

Corner entry is complicated by the rear-steer system ‘intervening’ on turn-in. At first I thought it was simply the car’s large proportions, but the system seemingly adds an abrupt, twitching sensation which can be driven around, but requires careful driver consideration. With a ‘gentler’ approach from the driver, the Lusso sits flat through the turns, offering excellent lateral grip and confidence from its Pirelli rubber. But it still feels like a big car on this tight mountain road.

Suffice to say we didn’t get the GTC sideways on public roads, but its ‘Side Slip Control’ is fairly swift in its interventions out of corners. In ‘Sports’ mode, the technology doesn’t meter out power as well as, say, Porsche’s Panamera, but it provides a secure safety net nonetheless.

Cosy cabin
As Ferraris go, this one is relatively practical. The cabin is well proportioned, offering solid – though not excellent – proportions for four adult passengers. Meanwhile, the 450-litre boot mimics that of a small hatch: enough room for a couple of overnight bags.

Everything is furnished in premium, exotic materials and the general finish is excellent. In keeping with tradition, the electronics – and specifically their layout – are fussier than necessary, but the new touchscreen is a neat addition.

Less impressive is the use of tacky-looking matte grey plastic adorning the dashboard centre fascia. The plastic is in strong contrast with the Lusso’s exorbitant starting price; not that prospective owners are likely to be at all concerned. Ditto the incidental storage, which is good, but not as well thought-out as rivals.

Which gets to the GTC4 Lusso’s point of difference. It really isn’t either SUV nor a four-seat grand tourer. In fact, it may well be the perfect antidote for those sorts of vehicles and I can think of 12 reasons why relevant movers and shakers should have it on their buying list.

2017 Ferrari GTC4 Lusso pricing and specifications:
Price: $578,000 (plus on-road costs)
Engine: 6.3-litre V12 petrol
Output: 507kW/697Nm
Transmission: Seven-speed dual-clutch automatic
Fuel: 15.0L/100km (ADR Combined)
CO2: 350g/km (ADR Combined)
Safety Rating: Five-star ANCAP