The GTC4 genuinely seats four, as well: at 5ft 10in I could comfortably sit behind my own driving position with an inch or so of knee and head room. Plus there’s a 450-litre boot, which is wide but far from flat, although the upper halves of the rear seats split and fold to increase the volume to 800 litres, and you care so little about that you’ve stopped reading, haven’t you? So fine, onwards.
Getting the Ferrari GTC4 Lusso’s rubber down
Inside? Very nice. Plush. And when you fire up the GTC4, although it makes a rich noise, it doesn’t make a deafening one. This is, for a car of this type, a good thing. It has a supercar engine, but straight away the modest noise that it makes suggests it knows its place.
Other signs are strong, too. The seats are comfortable, the driving position good, visibility decent – you can’t see the end of the bonnet and the rear window is small, but the GTC4 feels quite usable. You still have to think twice about kerbs and grounding it over harsh speed bumps and such, but, hey – it is, after all, a Ferrari.
In case you forget it’s a Ferrari (unlikely, given the number of prancing horses with which the company adorns the car), the engines will remind you. Oh, sure, it mooches around amenably enough at low speeds, at which point the gearbox shuffles ratios cleanly and smoothly and the ride is fairly composed.
But this is an engine that ‘only’ makes 514lb ft of torque and makes it at 5750rpm (yes, that’s a lot, but not in the context of 680bhp at 8000rpm). If you want to make progress, in other words, you will have to exercise your right boot.
Do so and the noise hardens, the response quickens and the whole 1920kg caboodle finally takes off. Throttle response at any revs is good, but the strength of acceleration just grows and grows as you wind around the rev counter. Upshifts feel instant and downshifts are nicely brapped if you’ve got revs wound on and you’re braking hard (the limits of the standard carbon-ceramics are unapproachable on the road) but muted if you’re driving more slowly.
That’s something the GTC4 remains good at, too, by the way. Adaptive dampers mean the ride/handling balance is always a good one. I can’t think of a road situation when you’d really want the dampers in their Sport setting, but even if you put the drivetrain into Sport, you can push the dampers back into a softer ‘bumpy road’ setting.