The difference in the weight between the V12 and the V8 is telling and, as the Ferrari man pointed out, the twin-scroll turbo V8 also delivers its output sooner without the need to climb up the rev-range, making it quick in any environment. Furthermore, the specific piston-head design and the high tumble ducts, together with multiple sparks — three, to be precise: two in quick succession on the compression stroke and one at TDC — make for extremely high combustion efficiency. Putting all that engineering to good use is another engineering marvel: the seven-speed, dual-clutch automatic transmission.
Derived from Ferrari’s vast experience in Formula 1, it does its power transmission job in the GTC4 very well indeed. As mentioned, it’s interesting because each gear harnesses the output of that raging stallion of an Italian V8 engine very differently. Ferrari call it Variable Boost Management. It considers both acceleration and efficiency, effectively building up the torque on tap for a more involving and spirited drive. To be more specific — and I peered at those graphs very intrigued — third gear has a linear build-up of more than 450 Nm starting from below 1,500 rpm and peaking just below 700 Nm at about 5,500 rpm. Fourth has a chunkier spread from below 1,500 rpm, peaking at about 670 Nm at 6,000 rpm. Fifth has an even flatter spread starting with over 650 Nm at barely 2,000 rpm and getting to about 680 Nm at 6,000 rpm. Sixth is pretty much flat with about 720 Nm available all the way from 2,000 to 6,000 rpm and beyond. Seventh brings the publicized maximum of 760 Nm between 3,000 and 5,250 rpm, with well over 700 Nm available from just 2,000 rpm. Now that, in a nutshell, together with the near-imperceptible shift times, makes for a relentless surge of acceleration that seemingly won’t run out before the road ends.
While many would expect the next line to be “The Ferrari GTC4Lusso T rockets off from zero to 100 km/h in 3.5 seconds”, it isn’t. It does exactly that, however, and the manner in which it makes itself likeable is enthralling. The Manettino on the steering wheel features five drive modes: Ice, Wet, Comfort, Sport, and ESC Off. The first two tone down power delivery to optimize traction on the slipperiest of surfaces and also help get used to what’s it’s capable of; get an initial feel. Comfort is where it truly makes for a grand touring experience for four, making for a pliant ride with lag-free response at any speed and selecting the highest gear possible for maximum efficiency with, dare I say, a subtle soundtrack. It can coast at just about 50 km/h in sixth and stay relaxed to let occupants enjoy the scenery rather than reduce it to a complete blur; well within the Lusso T’s capabilities.
It also “learns” the driving style on the go. Changing the Manettino modes means different levels of ABS, F1 Trac, and E-Diff, among others, for a feeling of greater freedom without compromising on either stability or agility. In Sport and ESC Off, controlled slides are possible and thrill is definitely not on the back-burner. In fact, the Lusso T sticks better in Sport with the harder suspension setting and also feels more capable; giving a reassuring feeling of being as well-planted as anything extreme on wheels. Besides, after reading all those abbreviations, it’s great to experience them at work.
Give it more foot while attacking the bends and the effect of the rear-wheel steering system is telling. The turn-ins are sharp, with the E-Diff also modulating torque to the outer and inner wheels to tighten the line even further for a surer exit, and give a quicker window to get back on the gas. The beautifully calibrated steering feel augments this ability with admirably shorter hand-action called upon. The brakes, too, are absolutely epic. The response of the slightest nudge on the pedal feels subtle but the drop in speed is evident. More pressure or, in the worst-case scenario, a stomp, makes for hit-the-wall G-forces and urgent yet composed stopping power the likes of which I haven’t felt recently.
The Ferrari GTC4Lusso T, then, is an example of a comfortable Ferrari that can be used every day. It will be exclusive, of course, starting at Rs 4.20 crore without any options or personalization. Ordering the 40-mm suspension lifter is essential, though.
The Lusso T is also capable of some decent fuel-efficiency figures. Ferrari claim just about eight kilometres to a litre combined, which, with the 91-litre fuel tank, apart from putting a whole person’s worth of weight over the rear axle when full, also makes for a very long range. It looks stunning, sounds magnificent, and has a load of turbocharged grunt aptly harnessed to go with its Prancing Horse genes and appearance.
