FERRARI GTC 4 LUSSO

FERRARI GTC4 LUSSO

 

Manufacturer- Ferrari

Assembly- Maranello, Italy

Engine-  6.3L V12

Transmission-  7Speed Dual-Clutch           

Wheelbase-	2,990 mm (117.7 in)
Length-	4,922 mm (193.8 in)
Width-	1,980 mm (78.0 in)
Height-	1,383 mm (54.4 in)
Kerb Weight-	1,790 kg (dry)

In a category full of two-seat supercar coupes, the GTC4Lusso politely requests a table for four. The lusty 6.3-liter V-12 makes 680 hp at an eardrum-tickling 8000 rpm. That power routes through a dual-clutch seven-speed automatic; Ferrari claims a 0-60 time of 3.4 seconds and a top speed of 208 mph. The interior boasts acres of leather and a 10.3-inch infotainment screen with capacitive-touch controls. Featuring all-wheel drive and four-wheel steering, this is a hatchback unlike any other.      

ENGINE TYPE: DOHC 48-valve V-12, aluminum block and heads, direct fuel injection                       

6.3L V12 ENGINE

Displacement: 382 cu in, 6262 cc
Power: 680 hp @ 8000 rpm                     
Torque: 514 lb-ft @ 5750 rpm
 

PERFORMANCE :
Zero to 60 mph: 3.1 sec
Zero to 100 mph: 6.5 sec
Standing ¼-mile: 11.0 sec
Top speed: 208 mph

FUEL ECONOMY :
EPA city/highway driving: 11/17 mpg

Steering wheel drive

REAR WHEEL STEERING

Rear-wheel steering is new to the Lusso. First introduced on the F12tdf, the system’s response depends on a number of variables, but most of the time it steers the rear tires in the same direction as the fronts. This strategy gives the driver more confidence by providing consistent feedback, according to Varisco. Out-of-phase rear steering, the kind that crabs the rear around corners, is reserved only for turn-in and limited to about 0.1 second per use to initiate car rotation.

Inside, the Lusso has gone full Formula 1, with virtually every secondary control mounted on the steering wheel. That includes the ignition, the headlights, the turn signals, the windshield wipers, the manettino performance-mode dial, and the phone controls. There are roller switches on the back of the spokes controlling audio volume and instrument-panel configuration. And, in a nod to the reality of rough roads, there’s a button that temporarily softens the magnetorheological dampers without requiring the driver to switch out of Sport mode.
The infotainment is upgraded with an all-new 10.3-inch touchscreen accompanied by a dedicated knob-and-button interface. Combined, these make quick work of audio, phone, and ventilation needs. The system is fast and intuitive and has usable controls—a rare trifecta, particularly among low-volume car makers.

INTERIOR

The interior impresses, but no more than that of a Porsche at half the price. Stitched leather is everywhere. The round air vents are an awesome marriage of function and style. But the feckless flat-bottom steering wheel would seem out of place in any road car. The rear seats are usable if the fronts aren’t occupied by someone taller than six feet, but the back isn’t a place you’ll find adults volunteering to ride—at least, not those who’ve already experienced a V-12 Ferrari.

Cost of Ferrari GTC 4 Lusso

The GTC4Lusso will cost about $300,000 when it hits U.S. showrooms later this year. It’s likely the most usable and civilized road car the company has ever made. But has its decency made it less virile? Less of a Ferrari? The answer comes as we switch off stability control, open the throttle, and bathe the Dolomites with the V-12’s glory call. No, this is still a Ferrari. And it is a good one. 

LUSSO means LUXURY

Arguably the most beautiful product ever to carry the Maranello marque’s prancing-horse emblem, the Ferrari 250 GT Lusso debuted in October 1962 at the Paris Salon. Styled by Pininfarina and built by Scaglietti, the Lusso combined race car looks with new standards of passenger comfort. Beautifully proportioned, it blended a low-slung nose, reminiscent of the 250 SWB Berlinetta’s, with a sculpted Kamm tail. Slim pillars and wide expanses of glass enhanced the car’s outward appearance.

The Lusso’s immediate antecedent had been the 250 SWB, a true dual-purpose car that was capable of coping equally well with the conflicting demands of road and track. The SWB (short-wheelbase) designation arose from a chassis that, at 2,400 mm (94.49 inches), was 200 mm (7.87 inches) shorter than the standard 250 GTs of the time. Specifications could be varied to suit individual customers’ requirements: Models supplied for competition had lightweight aluminum-alloy bodies, while road-going cars enjoyed a fully trimmed interior and softer springing.

Ferrari’s policy of building a single, dual-purpose race/road model did not survive long into the 1960s, as the diverging requirements of the two markets necessitated specialization. Thus was born the competition-only 250 GTO and the more luxurious, Gran Turismo 250 GT Lusso. Built on a short-wheelbase chassis similar to that of the 250 GT SWB, the Lusso was powered by a three-liter V12, with three twin-choke Weber carburetors. The two-cam, all-aluminum unit produced 240 hp at 7,500 rpm, with a top speed of 150 mph and 0-100 mph acceleration time of 19.5 seconds.

One of just 350 250 GT Lussos made, this superb example was supplied new in the U.S. and was re-imported to Italy in 1987, where it was restored in 1989 by Officine Sauro of Bologna. Records indicate that the car was once owned by one Kurt Miska.

The car enjoyed a number of owners in Atlanta in the early 1970s. In 1976 it was owned by a George Brown of Atlanta and offered for sale by him in 1979 at 51,000 miles, benefiting from “new paint and leather to original silver/black specification.” The car was next owned by Luther Godwin of Baldwin, N.Y. It was acquired by its present Italian owner in 1996, who describes its condition as “believed good” in all respects.

It continues Ferrari’s somewhat sporadic naming structure, then, recalling classic Ferraris with its ‘GTC’ and ‘Lusso’ elements and conjoining them with a ‘4’, alluding to the amount of seats inside.

Like the F12tdf that’s gone before it, we’ll likely forgive a clunky name for what lies beneath, though. The GTC4Lusso is a compilation of all of Ferrari’s current technological boasts; it takes the FF’s four-wheel drive and combines it with rear-wheel steering like you’ll find on that hardcore F12, the four-wheel drive and four-seat layout make this the GT car of Ferrari’s range, it also sounds like it’ll be a good laugh to drive.
 

Its naturally aspirated 6.3-litre V12 is evidence: it produces 680bhp, up nearly 30bhp on the FF, and while much of its 514lb ft of torque is available below 2,000rpm, you’ll need to be nudging 6,000 revs to unearth the whole lot. Good.
Do so and you’ll find a 208mph top speed, via a 3.4 second 0-62mph time. While the former is unchanged on an FF, the latter is nearly half a second down

There are plenty of nods to comfort, though, in keeping with the 30 per cent higher mileage FF drivers typically do over other Ferrari customers. Everyone on board gets a wraparound sports seat, while there’s a fancy new 10inch HD touchscreen, with an additional display to keep front passengers entertained. Or scared, depends on your driving…

There’s also a new grille, with integrated air intakes, while a roof spoiler and intricate new diffuser help it take a scythe to the FF’s drag coefficient. All in, though, it’s a tasteful and relatively subtle update.
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REAR HEADLIGHT

                                                                               

10INCH HD TOUCH SCREEN.

GRILL for AIR IN-TAKE

TAIL LIGHT