There are big changes inside. The steering wheel is new and Ferrari has vastly improved the ergonomics of the buttons on it (although it still refuses to acknowledge the ergonomic advantages of the rim being round).
And then there’s the new infotainment system. There’s a screen. A wide one – 10.25in to be precise. Neatly, it’s covered at the corners by the swoopy bits atop the dashboard, so it looks nicely integrated and rather classy. It doesn’t work too shabbily, either – although you’d want to play with it for a few hours straight before saying whether it’s up to the standards of BMW’s iDrive and the like. On the passenger side it’s augmented by a wide, short touch-screen panel so the passenger can fiddle around with some settings, too. Nice touch.
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.