Powerful yet sophisticated, sporty yet luxurious, Ferrari’s new 12-cylinder really does make every journey a radically different experience. Whether being driven solo or with all four seats occupied, the latest addition to the Ferrari range puts people at the centre of a whole new world. The GTC4Lusso was designed to deliver different and entirely surprising emotions.
It couples four-wheel drive with a four-wheel steering system to deliver formidably sporty performance even in very low grip conditions. In short, this is a sublimely refined, stylish car that will get its occupants to even extreme destinations in superb comfort, relishing lengthy journeys, challenging twisty routes and long straights alike.
The arrival of the new Ferrari GTC4Lusso has changed the sporty four-seater four-wheel drive Grand Tourer concept forever. The GTC4Lusso’s name references illustrious predecessors, such as the 330 GTC or its 2+2 sister model, the 330 GT - one of Enzo Ferrari’s favourites – and the 250 GT Berlinetta Lusso, which represented a sublime combination of elegance and high performance. The number 4 alludes to the car’s four comfortable seats.
This is a car designed for clients wanting to experience the exhilaration of Ferrari driving anywhere, anytime, anyhow: short spins and long journeys, snowy mountain roads and city streets, alone or in the company of three lucky passengers. Clients that demand power but refuse to compromise on in-car comfort, sporty elegance and impeccable detailing.
Its 12-cylinder engine delivers smooth, consistent power. And punches out 690 cv at 8,000 rpm at full throttle. Both its 2.6 kg/cv power-to-weight ratio and its 13.5:1 compression ratio set new records for the category. Maximum torque is 697 Nm at 5,750 rpm with 80% already available at just 1,750 rpm for superb responsiveness even at low revs. The soundtrack brilliantly reflects the car’s multifaceted personality: rich and powerful in sporty driving situations, an all-encompassing harmonious purr in the city.
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.
Festival Automobile International, Paris
The GTC4Lusso exudes elegance and exclusivity, its unprecedented forms underscoring its most dynamic traits in an effortless marriage of sportiness and signature GT elements.
Meticulous attention to design has produced a cabin that is a flawless triumph of sporty luxury.
Another first from the GTC4Lusso is the new, beautifully balanced Dual Cockpit architecture designed to enhance the shared driving experience for both driver and passenger. It 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 Interface has also been further evolved for the GTC4Lusso: 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 instruments behind are also now easier to see through its upper half. The controls are new too and different in shape, function and positioning, with the aim of further improving ergonomics and ease of use.
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 boost. A dedicated LCD Touchscreen lends it a final, very modern élan.
Aside from acting as a divider, the central tunnel also doubles as a bridge between front and rear passengers creating the same ambience as a luxurious, relaxing living space, a fact underscored by the large, comfortable wraparound seats.
Apart from its innovative architecture, the cabin’s most striking feature is the beautiful craftsmanship of its materials which have been painstakingly selected and combined to enrich the atmosphere on board.
Penned by Ferrari Design, the GTC4Lusso 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.
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.
RECORD POWER, EXHILARATING SOUNDTRACK
0 - 100 KM/H ACCELERATION IN 3.4 SECONDS
Intense research and development have boosted the 6,262 cc V12’s maximum power output to 690 cv, making the GTC4Lusso the most powerful car in its segment. Both its 2.6 kg/cv weight-to-power-ratio and its 13.5:1 compression ratio set new records for the category too.
Its maximum revs stand at 8,250 rpm.
Maximum torque is 697 Nm at 5,750 rpm with 80% already available at just 1,750 rpm for superb responsiveness even at low revs. This makes the GTC4Lusso incredibly versatile: it is as at home in performance driving as it is in more GT-type contexts such as city centres or on long journeys.
It also delivers the razor-sharp performance of a thoroughbred sports car with a maximum speed of 335 km/h and 0-100 km/h acceleration in 3.4 seconds flat. The GTC4Lusso also has a specific emissions ratio of just 0.51 gCO2/km/cv (0.55 in the case of the FF). The new V12’s performance figures are the product of a series of leading-edge technical solutions including newly-designed piston heads, the latest evolution of our anti-knock control software, Multispark injection and overall weight reduction.
The adoption of 6-in-1 exhaust manifolds with equal length pipes and a new electronic by-pass valve combined with meticulous study of engine harmonics at all revs and in all throttle response situations, have produced a unique, all-encompassing soundtrack that will be absolutely exhilarating for occupants and driver alike. It is rich and powerful in performance driving and discreet yet harmonious in the city or on the motorway.
EXTRAORDINARY PERFORMANCE IN ALL KINDS OF GRIPRead more
The FF first introduced the 4RM system integrated with the E-Diff, F1-Trac, SCM and ESC to guarantee superb drivability in all weather conditions but the GTC4Lusso marks another major advance, by introducing new control and integration logics with evolved 4RM systems which are then also implemented with the rear-wheel steering. The improved 4RM EVO system has been integrated with the rear-wheel steering to produce the new Ferrari-patented 4RM-S (four-wheel drive, four-wheel steering), which was developed around the fourth generation of the Side Slip Control (SSC4) and now also encompasses the E-Diff electronic differential and SCM-E suspension damping system.
The improved 4RM system is more precise than ever. Management of front torque in particular has been improved across the board, but specifically in terms of SS4-based Torque Vectoring which delivers and distributes torque to the front axle faster. The result is an improvement in the differentiation between the two wheels during cornering, thus boosting the efficiency of the torque delivery. Proof of this is the innovative use of the PTU, another ingenious Ferrari patent that delivers four-wheel drive but still, uniquely, maintains 53% of the car’s weight at the rear and reduces the system’s weight by 50% compared to conventional 4WD systems. Thanks to the PTU, in fact, 90% of the available torque can be delivered to the outside wheel without penalising the overall traction guaranteed by the front axle.
NEW INFOTAINMENT SYSTEMRead more
In-car acoustic comfort is also significantly better than in the FF, 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 V12 in the cabin. This was attained by achieving 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 less-pleasant frequencies through the use of leading-edge materials with targeted acoustic properties.
To improve its sensitivity, the number of sensors that relay environmental information to the climate control system was almost doubled and a new RLFSoSe (Rain Light AntiFogging 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.
To underscore the GTC4Lusso’s supreme Gran Tourer prowess, Ferrari has also given it a new ultra-intuitive infotainment system that will make all of its features and content instantly accessible. The system includes a 10.25” full HD capacitive touchscreen; a completely redesigned and simplified HMI in which all functions can be accessed both via the screen or 2 rollers and 4 buttons; a Split View function which allows different types of content to be viewed simultaneously; and sat nav with 3D maps.
6,262 cc V12’s maximum power output to 690 cv
at 8000 rpm
|Type||V12 - 65°|
|Total displacement||6262 cc|
|Bore and stroke||94 mm x 75,2 mm|
|Maximum power*||507 kW (690 CV) at 8,000 rpm|
|Maximum torque*||697 Nm a 5.750 rpm|
|Maximum engine speed||8,250 rpm|
|Front track||1.674 mm|
|Rear track||1.668 mm|
|Kerb weight**||1.920 kg|
|Dry weight**||1.790 kg|
|Weight distribution||47% front - 53% rear|
|Boot capacity||800/450 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|
|4RM EVO/4WS/ 7-speed F1 DCT/ E-Diff|
|SSC4/ CST with F1 TRAC, ESP|
|9.0 Premium with ABS EVO/SCM - E|
|Maximum speed||335 km/h|
|0 - 100 km/h||3,4 sec|
|0 - 200 km/h||10,5 sec|
|100 - 0 km/h||34 m|
|200 - 0 km/h||138 m|
|Dry weight/power ratio||2,6 kg/cv|
|Emissions||350g CO 2 /km|
|Urban cycle fuel consumption||23,3 l/100km|
|Extra-urban cycle fuel consumption||10,8 l/100km|
|Combined cycle fuel consumption||15,3 l/100km|
|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.|
|*||Engine power is expressed in kW, in accordance with the International System of Units (SI) and in CV for reasons of homogeneity. With 98 octane-rated petrol|
|**||With optional equipment|