Ushering in a whole new Ferrari Grand Touring concept, the car is aimed at drivers seeking a car that is sporty and versatile, as well as perfect for driving on a daily basis.
The new GTC4Lusso T is equipped with an evolution of the 3.9-litre V8 turbo which punches out a maximum of 610 cv at 7,500 rpm, guaranteeing powerful acceleration with maximum torque of 760 Nm available between 3,000 and 5,250 rpm. Despite such impressive performance, the GTC4Lusso T’s fuel consumption figures guarantee extended range, ideal for town driving or long trips.
Combining this powertrain with rear-wheel drive has resulted in significant weight-saving. Adding four-wheel steering to the mix gives the car additional agility and quicker responses. The rear-wheel steering system is integrated with the latest evolution of the electronic controls of the SCM-E suspension, ESP 9.0 and third generation Side Slip Control (SSC3).
NOTE: The values of fuel consumptions and CO2 emissions shown were determined according to the European Regulation (EC) 715/2007 in the version applicable at the time of type approval
The fuel consumption and CO2 emission figures refer to the NEDC cycle and to the vehicle set-up with the HELE system.
In order to be placed on the market, passenger cars carry out a series of tests to verify their compliance with regulations. The tests to assess fuel consumption, CO2 and pollutant emissions are carried out in the laboratory and are based on specific driving cycles. In this way, the tests are reproducible and the results comparable. This is important because only a laboratory test, which follows a standardized and repeatable procedure, allows consumers to compare different car models.
On 1 September 2017, the new Worldwide harmonised Light-duty vehicle Test Procedure (WLTP) came into force in Europe and will gradually replace the New European Driving Cycle (NEDC) protocol.
NEDC (New European Driving Cycle): it has been the European driving cycle used so far for the measurement of fuel consumption and emissions from passenger cars and light commercial vehicles. The first European driving cycle came into force in 1970 and referred to an urban route. In 1992 it was also considered to have an extra-urban phase and since 1997 it has been used for measuring consumption and CO2 emissions. However, the composition of this cycle is no longer consistent with current driving styles and distances travelled on different types of roads. The average speed of the NEDC is only 34 km/h, accelerations are low and the maximum speed is just 120 km/h.
WLTP procedure: WLTP uses new Worldwide harmonised Light-duty vehicle Test Cycles (WLTC) to measure fuel consumption, CO2 and pollutant emissions from passenger cars and light commercial vehicles. The new protocol aims to provide customers with more realistic data, better reflecting the daily use of the vehicle.
The new WLTP procedure is characterized by a more dynamic driving profile with more significant acceleration. The maximum speed increases from 120 to 131.3 km/h, the average speed is 46.5 km/h and the total cycle time is 30 minutes, 10 minutes more than the previous NEDC. The distance travelled doubles from 11 to 23.25 kilometers. The WLTP test consists of four parts depending on the maximum speed: Low (up to 56.5 km/h), Medium (up to 76.6 km/h), High (up to 97.4 km/h), Extra-high (up to 131.3 km/h). These parts of the cycle simulate urban and suburban driving and driving on extra-urban roads and motorways. The procedure also takes into account all vehicle’s optional contents that affect aerodynamics, rolling resistance and vehicle mass, resulting in a CO2 value that reflects the characteristics of the single vehicle.
Comparison NEDC vs WLTP
|Cycle time||20 minutes||30 minutes|
|Distance||11 km||23,25 km|
|Maximum speed||120 km/h||131,3 km/h|
|Average speed||34 km/h||46,5 km/h|
|Driving phases||2 phases||4 more dynamic phases|
|Influence of optional equipment||Not considered||Additional features (which can differ per car) are taken into account|
|Gear shifts||Fixed gear shift points||Different gear shift points for each vehicle|
The WLTP procedure will gradually replace the NEDC procedure. The WLTP applies to new passenger car models from 1 September 2017, to all passenger cars registered from 1 September 2018 and is mandatory for all EU Member States.
Until the end of 2020, both fuel consumption and CO2 emission values in WLTP and NEDC will be present in the vehicle documents. Indeed, NEDC values will be used to assess the average CO2 emissions of cars registered in the EU throughout 2020. In addition, some countries may continue to use the NEDC data for fiscal purposes. From 2021 onwards, WLTP data will be the only consumption/CO2 emissions values for all cars. Used vehicles will not be affected by this step and will maintain their certified NEDC values.
Road consumption and emissions of passenger cars
The new WLTP test procedure is more representative of current driving conditions than the NEDC procedure, but it cannot take into account all possible cases including the effect of the driving style that is specific to each individual driver.
Therefore, there will still be a difference between emissions and consumption measured in the laboratory and those resulting from the use of the vehicle in the real world, and the extent of this difference will depend on factors such as driving behavior, the use of on-board systems (e. g. air conditioning), traffic and weather conditions that are characteristic of each geographical area and each driver.
For this reason, only a standardized laboratory test allows to obtain values with which it is possible to compare vehicles and different models in a fair way.
What changes for customers
The new WLTP procedure will provide a more realistic criterion for comparing the fuel consumption and CO2 emission values of different vehicle models as it has been designed to better reflect real driving behavior and take into account the specific technical characteristics of the individual model and version, including optional equipment.
The GTC4Lusso T is a further refinement of the shooting brake coupé, reinterpreting the concept with an extremely streamlined, tapered shape that gives it an almost fastback- like silhouette
Meticulous attention to design and carefully executed detailing has produced a cabin that is a flawless triumph of sporty luxury. Another first for the GTC4Lusso T is the new Dual Cockpit architecture designed to enhance the shared driving experience for both driver and passenger. lt features both a Driver Cockpit and a Passenger Cockpit separated by a central divider on which are clustered all of the comfort-oriented controls common to both.
The Human-Machine lnterface has also been further evolved for the GTC4Lusso T: the entire Driver Cockpit has been redesigned, in fact, starting with the steering wheel which is now more compact thanks to new smaller airbag.
Consequently, the instrument clusters behind the wheel are now more visible. The controls are also new and different in shape, function and positioning, with the aim of further improving ergonomics and ease of use. The same applies to all the secondary driver commands which have been revised and clustered into more convenient functional areas. Huge attention was also lavished on the front passenger area.
The Passenger Cockpit was specifically designed to ensure all commands were within easy reach. It is also more comfortable thanks to softer armrests while larger, easy access storage compartments are a practical addition. A dedicated LCD Touchscreen lends it a very modem élan.
Its sporty soul is underscored by the forms and styling of the rear where the curve of the roof has been lowered whilst retaining enough volume to guarantee exceptional space and comfort for all four occupants, as well as an ample luggage compartment. Ferrari's signature twin rear lights adorn the tail.
These not only emphasise the car's muscular shoulders and broaden it horizontally, but work visually with the tail pipes to lend a sense of imposing power to the rear.
Dynamically chiselled crease lines create a diapason theme along the car's flanks, breaking up the optical mass, accentuating the muscular wheelarch and imparting a sculpted athleticism.
The front of the car is dominated by a large single grille that not only provides all the necessary cooling but also lends the car a sense of imposing power.
SPECIFIC OUTPUT 158 cv/l
MAXIMUM REVS PER MINUTE 7500 rpm
Like every engine to come out of Maranello, the GTC4Lusso T’s V8 turbo has all the classic Ferrari power unit qualities: razor-sharp throttle response, blistering performance, continuous and powerful acceleration at all speeds, an exhilarating soundtrack and compact dimensions. Mounted low down in the chassis, it helps sharpen driving dynamics.
The car’s V8 is the latest evolution to emerge from the engine family that was named the 2016 International Engine of the Year. The 3,855 cc power unit is both compact and efficient, developing 610 cv at 7,500 rpm, resulting in a specific power output of 158 cv/l, the highest in its category. It is also responds instantaneously to the throttle delivering increasingly powerful acceleration (760 Nm of maximum torque between 3,000 and 5,250 rpm) while optimising fuel consumption.
The instant throttle response typical of Ferrari V8 engines is guaranteed by a flat-plane crankshaft, compact turbines featuring twin-scroll technology and a three-piece cast exhaust manifold and turbo housing, the former with equal-length pipes to optimise pressure waves in the turbine.
One of most innovative features of the GTC4Lusso T’s V8 is Variable Boost Management, a control software that adjusts torque delivery to suit the gear selected, delivering increasingly powerful pick-up as revs rise, whilst optimising fuel consumption. And all without impinging on driving pleasure.
As the car goes up through the gears (from 3rd to 7th), the amount of torque delivered by the engine increases all the way up to 760 Nm in 7th gear. This has allowed Ferrari to adopt longer gear ratios in the higher gears to the benefit of fuel consumption (the car’s range is, in fact 30 per cent more than the V12-engined model).
THE ESSENCE OF DYNAMICRead more
When Ferrari’s engineers decided to adopt a V8 turbo engine and rear-wheel drive for the GTC4Lusso T, their aim was to modify the vehicle dynamics to give a sportier feel that was coherent with the handling characteristics laid down by the V12 version. A combination of the car’s lighter overall weight and increased weight bias towards the rear (46:54%) allowed the adoption of a specific set-up for the 4WS and SCM – E control systems. These ad hoc vehicle dynamic control systems ensure the GTC4Lusso T feels more nimble and has reduced roll. The feeling of longitudinal performance is enhanced at low speeds by Variable Boost Management.
In press-on driving, the 4WS (rear-wheel steering) helps provide a sharper response to steering wheel inputs, both entering and exiting corners, thanks to the fact that the rear wheels steer in the same direction as the front ones.
The Magnaride SCM-E damper control system is the same as on the GTC4Lusso and represents the state-of-the-art in control algorithm development. On the GTC4Lusso T, body control is governed by a control model adapted to the new car’s weight distribution and suspension characteristics, and which optimises the tyre contact based on the sensitivity to vertical frequencies.
The response time between front and rear axles has been cut by 6.5 per cent while the steering wheel activity is down 2.5 per cent. As with the GTC4Lusso, the rear-wheel steering makes it easier for the car to be driven on the limit by making the latter more predictable and easier to control.
The Side Slip Control 3.0 (SSC3) system dialogues with all the GTC4Lusso T’s components and vehicle dynamics controls. It is thus able to adapt the car’s behaviour to suit differing dynamic and grip conditions. Through the information it receives from all the body sensors and the grip estimation, the SSC3 delivers a real-time estimate of side slip to all onboard systems, which means the car’s behaviour is more precisely tailored to the various dynamic situations it encounters.
The integration of the F1-Trac and E-Diff electronic differential optimises traction and torque delivery to the outside and inside rear wheels. This system also makes the car more driveable on medium grip surfaces.
The five Manettino positions (Ice, Wet, Comfort, Sport, ESC OFF) underscore the potential of the car’s architecture and vehicle dynamics controls, particularly the rear-wheel steering and electronic differential (E-Diff). The combined effect of the two systems is that torque is efficiently split between the two rear wheels, controlling slip when the rear wheels are on mixed grip surfaces. The rear-wheel steering makes turning in, cornering and exiting corners more effortless, by making yaw angle more predictable with an instant reduction in the amount of steering wheel correction needed and its frequency.
ln-car acoustic comfort is significantly better, thanks to improved insulation from exterior noise. Needless to say, however, this does not in the least impinge on the signature sound of the Ferrari engine in the cabin. The improved sound insulation offers greater isolation and also allows occupants to enjoy the car's audio system to the fullest, which in turn makes longer journeys more comfortable and relaxing. This was attained by a 20% improvement in rigidity of the car's chassis attachment points, upgrading of the climate control system, which is now 25% quieter, and improved filtering and damping of intrusive frequencies through the use of cutting-edge materials with targeted acoustic properties.Read more
Another essential contributor to the GTC4Lusso T's in-car comfort is the significant improvement in the efficiency of the climate control system. A new ventilation concept was developed to improve the diffusion and uniformity of the air through the cabin. To improve its sensitivity, the number of sensors that relay environmental information to the climate control system were almost doubled and a new RLFSoSe (Rain LightAntiFogging Solar Sensor) added. The climate control system's maximum performance levels were another area of focus and it now delivers the desired temperature 25% faster.
Performance, comfort, luxury: the GTC4Lusso T is all of this and much more.
at 7500 rev/min
|Type||V8 - 90° turbo|
|Overall Displacement||3,855 cc|
|Bore and Stroke||86.5 mm x 82 mm|
|Maximum Power Output*||449 kW (610 cv) at 7,500 rpm|
|Maximum Torque*||760 Nm at 3,000 – 5,250 rpm|
|Max. Revs||7,500 rpm|
|Front Track||1,674 mm|
|Kerb Weight||1,865 kg|
|Dry Weight**||1,740 kg|
|Weight Distribution||46% front - 54% rear|
|Boot Capacity||450 l|
|Fuel Tank Capacity||91 l|
|Front||245/35 ZR20”; 8.5” J x 20”|
|Rear||295/35 ZR20”; 10.5” J x 20”|
|Front||398 mm x 38 mm|
|Rear||360 mm x 32 mm|
|Maximum Speed||>320 km/h|
|0-100 Km/h||3.5 sec|
|Urban Cycle Fuel Consumption||16.9 l/100km|
|Extra-Urban Cycle Fuel Consumption||8.6 l/100km|
|Combined Cycle Fuel Consumption||11.6 l/100km|
|CO2 Emissions Combined Cycle||265g CO₂/km|
|CO2 Efficiency Class||G|
|NOTE: The values of fuel consumptions and CO2 emissions shown were determined according to the European Regulation (EC) 715/2007 in the version applicable at the time of type approval||The fuel consumption and CO2 emission figures refer to the NEDC cycle and to the vehicle set-up with the HELE system.|
|* Power expressed in kW and cv for reasons of homogeneity. With 98 octane fuel|
|** Equipped with specific optional extras|