GTC4LUSSO is Sports car with Two doors design made by Ferrari, This Ferrari GTC4LUSSO has success in the past, people love the way the GTC4 LUSSO look and his incredible engine performance. In fact, the current GTC4 LUSSO edition still looks like one of the best modern sportscar Ferrari has released the new one and named as 2019 Ferrari GTC4LUSSO, So let take a look more detail to this new Ferrari car.
Change From The Previous Model
For 2019 Ferrari GTC4 LUSSO. There’s a restyling of the outside – the rear in particular, where twin (attractive) tail-lights each side replace single (less attractive) ones. There are some aero and rear roof profile changes, too, but while some coupé-estates are beautiful and some are plain quirky, to me this still errs towards the latter. Nothing particularly wrong with that, mind.
Bread vans are a rare groove, maybe, but the thing about a rare groove is that a lot of people like them. The design at the front has the Lusso appearing lower, wider and more aggressive than the FF because engine changes demand more cooling, and the grille opening has been widened as a result.
And what demands more cooling? Why, a more powerful engine, of course. But not just one engine, as the GTC4 Lusso represents another Ferrari first. This is the first model from Modena to be offered with two engines – a 6.3-liter V12 and a turbocharged 3.9-liter V8.
Starting with the V12, Ferrari felt the FF’s 651bhp wasn’t enough but 680bhp is just about right. The GTC4’s 6.3-litre naturally aspirated twelve-cylinder unit makes its peak power at 8000rpm and runs into the limiter at 8250rpm – it isn’t exactly a Skoda Superb 2.0 TDI.
Don’t think for one moment that losing four cylinders makes the V8 GTC4 Lusso a pussycat, as it produces 602bhp at 6500rpm and is capable of knocking off 62mph in 3.5 seconds (the V12 manages 0-62mph in 3.4sec) before rocketing on to 199mph.
Where things get a little complicated is the four wheels driven through two gearboxes: at the rear, there’s a seven-speed dual-clutch automatic transaxle gearbox, whose position helps give a slight rearward weight bias.
In front of the engine, however, which is mounted so far back in the chassis that there’s room for this feature, is a ‘power transfer unit’ (PTU), which is a two-speed gearbox – driven directly from the crankshaft – with two wet clutches, one for each front wheel.
The PTU can handle up to 20 percent of torque, but often gets none, and the clutches always slip so that the front wheels turn at the right speeds relative to the rears. Its lower gear works during first and second on the rear gearbox, and its higher gear in third and fourth.
Beyond that the wheels are turning so fast that the PTU would be a drag rather than a help to them, so the GTC4 reverts to rear-drive only. Which, given that the top end of fourth gear arrives at around 120mph, is a speed at which you probably shouldn’t need four-wheel drive anyway.
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 headroom. Plus there’s a 450-liter 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 liters, and you care so little about that you’ve stopped reading, haven’t you? So fine, onwards.
2019 GTC4 LUSSO Drivetrain
The 6.3-liter front-mid-mounted V12 makes 680 hp and 514 lb-ft, and you can hear all of them on startup. It’s comical how much it sounds like you’d imagine a Ferrari to sound in your head, or how you remember it sounding in an ’80s movie. It comes with a healthy rev before settling down to a smooth hum, as long as it’s not minus-14 degrees out. At those temps, it takes a more-than-comfortable amount of turning over before grumpily starting and warming up.
The big mill feels sharp, quick to rev and smaller than its monstrous displacement. The seven-speed dual-clutch transmission has a perfect kick down logic, meaning that in comfort mode or better it’ll drop down a handful of gears instantly and yank you forward at any legal speed. But don’t let the 4RM all-wheel-drive system fool you — it defaults 100 percent of the power to the back, enough to swing the rear end out before the fronts get moving. Normal changes are also lightning quick, and the big paddles, though attached to the column, are easy and satisfying to grab. It goes without saying, near triple-digit speeds feel like a leisurely stroll.
Everything is quicker than expected. Steering is fast, direct and of medium effort. The rear wheels also steer, so the GTC4’s reflexes feel almost supernatural for a four-seat 4,233-pounder. However, at slow speeds, it doesn’t feel small. The front end is long and a little hard to place, and I’ll admit I was a little nervous backing it up, partly because of the $371,621 as-tested price tag. It starts at just over $300K.
How Much you need To Get one?
Ferrari set to cost $298,000 For Ferrari GTC4 LUSSO Base Model, but if you want the premium edition you will need at least $371,621.