Ferrari GTC4 Lusso T 2017 first drive

This is the recently facelifted and rather clumsily relabelled Ferrari FF in new, smaller engined form as a lower-priced, less complex alternative to the four-wheel drive V12 GTC Lusso. It’s the first time Ferrari has ever offered a choice of engines in one bodystyle, this slightly more affordable GTC shorn of four cylinders, the front-wheel drive element of the V12’s all-wheel drive transmission and 88bhp.

Gains include twin turbos, intercoolers and extensive plumbing that explain a 55kg weight saving more modest than might be expected, a potentially more entertaining 46:54 front:rear weight distribution than the V12’s 47:53 apportionment and the surprising bonus of a 47lb ft net gain in torque, the 561lb ft peak more generously spread between 3000 and 5250rpm. There’s also a 32% fuel economy gain, while CO2 emissions fall substantially from 350g/km to 265g/km. 

The GTC V8 (why didn’t they call it that?) is also less expensive at £199,285, a price few will pay given the scope for rampaging through an extensive options list that includes an illuminating acre of panoramic roof, an instrument screen to terrify your passenger and multiple chances to demonstrate the scale of your wealth through the medium of carbonfibre.

However, the essence of the GTC remains unchanged, its unusually proportioned body providing impressively generous space for four, a powered hatchback, folding 40:20:40 rear seats and a not quite so generous boot. Rear-wheel steering, an e-differential and Ferrari’s driver skills-enhancing side slip control are among your arsenal for Tarmac attacks, along with a fine set of forged Y-spoke 20in rims, perfectly positioned paddleshifts and Ferrari’s excellent manettino which does not include a track setting for this grand touring car.

If you’re wondering whether the removal of four cylinders would choke the GTC’s go, worry not – it will smash 62mph in 3.5sec (3.4sec for the V12) and double that speed in just 7.3sec for a 10.8sec assault on 125mph. That should be fast enough for most. You’ll hunt hard to uncover any turbo lag too, the V8’s rev-happy demeanour and an intelligently marshalled seven-speed dual-clutch auto masking any low-rev indolence from the twin-scroll turbos. The transmission’s throttle-blipping downshifts and tremor-free upshifts are also a joy, although the ‘box is sometimes slow to kickdown when left in automatic mode, even with the manettino set to sport.

One potential benefit of the lighter V8 and its altered weight distribution is greater agility - which is duly delivered. Steering geared high enough to demand acclimatisation makes the GTC feel almost nervously agile at first, but familiarity and your rising cornering speeds uncover terrific front-end grip – rear-wheel steering helps - and satisfying precision. Grip from the other end of a lengthy wheelbase is somewhat less secure if you’re eager, the ESC warning light quite often flashing, its brain noticeably staunching the power supply in tight turns. Turn the ESP off and you’ll enjoy more instant supplies of corner-exiting thrust, and the occasional drift with it. Wet weather will doubtless turn those drifts regular and potentially palpatory, given the GTC’s size.