Is the GTC4 Lusso T a Cheaper Lusso?

"Et tu, Lusso?" When Ferrari announced the "GTC4 Lusso T" at the Paris Salon in September 2016, about six months after the debut of theGTC4LussoGTC4 Lusso, I couldn't help but think so. Would the Lusso also be swallowed by the downsizing turbo trend, following the488",California T" models?

The "488" and "California T"—both V8 turbo models—are superb super sports cars worthy of the Ferrari name, as I discovered during my test drives. While the V8 turbo may lack the soulful character of Ferrari's traditional naturally aspirated units, its absolute power and sharp response make it a worthy successor. Nevertheless, even if it's an unavoidable trend, I was genuinely disappointed that the downsizing turbo wave had reached the V12-powered GTC4 Lusso.

I assumed the GTC4 Lusso would soon be replaced by the Lusso T. However, I quickly realized I was mistaken. Ferrari didn't introduce the Lusso T as a successor but as an entirely new model. This led me to wonder if the Lusso T, with its California T-derived 3.9-liter V8 turbo replacing the exquisite 6.3-liter V12 and its conventional FR layout replacing the innovative 4WD system, was simply a less expensive version of the Lusso. Indeed, the Lusso T introduced in Japan carries a price tag of 29.7 million yen, a full 5 million yen less than the Lusso.

However, my expectations were pleasantly defied when I participated in the international press launch of the GTC4 Lusso T held in Siena, an ancient city in the Tuscany region of central Italy.

Exterior and Interior Identical to the Lusso

About a 50-minute drive from Peretola Airport, Florence's gateway to the sky, brought me to a resort hotel on the outskirts of Siena. There, by the poolside, sat a GTC4 Lusso T painted in a gunmetal hue called "Nero Daytona." As you know, the evolution from the "FF (Ferrari Four)" to the GTC4 Lusso saw a remarkable refinement of the shooting brake-style silhouette. The GTC4 Lusso T, too, boasts a stunningly stylish form. The only visual differences from the GTC4 Lusso are the quad exhaust tips and the design of the 20-inch wheels.

The impression remains unchanged once settled into the driver's seat. The interior, a breathtaking fusion of raciness and luxury, is equally design-conscious and fundamentally identical to the GTC4 Lusso. The only discernible difference is the addition of the letter "T" to the model name plate on the passenger side of the instrument panel. The exquisite leather upholstery and the meticulous craftsmanship create a space where simply settling into the seats evokes a sense of "lusso" (luxury).

However, pressing the starter button on the steering wheel to ignite the engine is the first time the driver is made aware of the difference from the GTC4 Lusso. While the GTC4 Lusso's V12 unit announces its presence even at idle with a growling sound, the GTC4 Lusso T's V8 has a lower pitch and, for better or worse, its presence as an internal combustion engine feels more subdued. This is, of course, purely in comparison to the front-mounted, large-displacement V12 unit of the GTC4 Lusso...

Comparing the engine specs, the GTC4 Lusso's 6.3-liter V12 produces a maximum output of 690 hp and 697 Nm of torque. In contrast, the Lusso T's 3.8-liter V8 twin-turbo delivers 610 hp and 760 Nm. Although its maximum output is 70 hp lower, the Lusso T boasts 63 Nm more torque. This is truly a testament to the unit Ferrari introduced as its new generation V8 engine.

Incidentally, the GTC4 Lusso weighs 1,790 kg, while the GTC4 Lusso T weighs 1,740 kg. The 50 kg weight reduction is entirely in the front, resulting in a front-rear weight distribution of 46:54 for the Lusso T, compared to the Lusso's 47:53, a point more towards the rear.

As soon as I started driving the GTC4 Lusso T, the difference from the GTC4 Lusso became even more pronounced.

Similar Yet Different Cars

What impressed me most about driving the GTC4 Lusso T was its sharp handling. The test route, approximately 100 km long, wound through country roads with varying curves, starting from Siena and turning back at Monteriggioni, a walled village preserving its medieval charm. On these roads, the car behaved like a pure sports car.

Of course, the GTC4 Lusso also handles with a lightness that belies its nearly 5-meter length and 2-meter width on similar terrain. However, the GTC4 Lusso T felt even more agile, reminiscent of theCalifornia T HS (Handling Speciale), with noticeably less body roll. For instance, when turning into a corner, the nose tucks in more sharply than in the GTC4 Lusso.

When accelerating out of a corner, the V8 turbo's responsiveness from low to mid-range RPMs kicks in, and the rear tires immediately grip the road, propelling the car towards the corner exit with ferocity that can be felt through the seat. If the GTC4 Lusso's handling is "on rails," the GTC4 Lusso T's is distinctly that of an FR car, with the rear even tending to step out slightly when exiting tight corners. It's tuned to allow for more attitude control through throttle input.

It's clear that all factors, not just the powertrain and drivetrain, but also electronic aids like the E-Diff (electronic differential) and four-wheel steering system, have been tuned towards a sportier direction for the GTC4 Lusso T compared to the Lusso. In any case, its agile performance on winding roads was breathtaking, and I was completely captivated by its superb handling.

It's no exaggeration to say that while the GTC4 Lusso and Lusso T are virtually identical in design, they have been crafted into cars that are similar yet distinctly different in their driving character. This explains why Ferrari insists the GTC4 Lusso T is a new model, not a successor or a derivative of the Lusso.

A Highly Flexible V8 Turbo Engine

As the drive shifted from the less congested country roads to general city streets, I noticed the ride was noticeably firmer than in the GTC4 Lusso. While the suspension feels flat at speeds over 100 km/h, it transmits road imperfections directly to the occupants at lower speeds. For town driving comfort, the V12 GTC4 Lusso has the advantage.

Meanwhile, the V8 turbo engine itself is remarkably easy to handle, almost as if you wouldn't guess it's a high-performance unit producing over 600 hp, even at town speeds. The peak torque for the Lusso's V12 unit is at 5,750 rpm, whereas the Lusso T's V8 turbo achieves it between 3,000-5,250 rpm. The redline is 8,250 rpm for the former and 7,500 rpm for the latter. While the V12 unit builds its high-pitched sound and power towards a crescendo in sync with rising revs, the V8 turbo diligently produces rich torque from low RPMs. Although this V8 turbo unit lacks the goosebump-inducing soulfulness of the V12, it boasts more than adequate performance as the heart of a Ferrari super sports car and is, in fact, very easy to handle in everyday use.

If the Ferrari GTC4 Lusso is the ultimate GT car, capable on all roads and in all weather, including snowy conditions, then the GTC4 Lusso T is undoubtedly a pure sports car that Ferrari is proud of. Furthermore, once you get used to the slightly firm suspension, it has the potential to enhance various aspects of your lifestyle, leveraging its full four-seater package. In that sense, the GTC4 Lusso T, despite its slightly different character, can be called Ferrari's ultimate "lifestyle car," just like the GTC4 Lusso. Last year, I was captivated by the breadth of the GTC4 Lusso's capabilities at a press event in Northern Italy, and this time, I was completely won over by the GTC4 Lusso T. Therefore, if I were to express my honest feelings after the test drive, it would be: "Et tu, Lusso T? (You've stolen my heart too)."

Ferrari GTC4Lusso T
Body Dimensions: Length 4,922 x Width 1,980 x Height 1,383 mm
Vehicle Weight: 1,740 kg
Engine: 3,855 cc 90-degree V8 Twin-Turbo
Bore x Stroke: 86.5 x 82.0 mm
Compression Ratio: 9.4
Max Output: 449 kW (610 ps) / 7,500 rpm
Max Torque: 760 Nm / 3,000-5,250 rpm
Transmission: 7-speed Dual-Clutch (F1 DCT)
Drivetrain: FR
Front Brakes: φ398 x 38 mm Ventilated Discs
Rear Brakes: φ360 x 32 mm Ventilated Discs
Tires (Front/Rear): 245/35R20 / 295/35R20
0-100 km/h Acceleration: 3.5 seconds
0-200 km/h Acceleration: 10.8 seconds
100-0 km/h Braking: 33 meters
200-0 km/h Braking: 137 meters
Top Speed: Over 320 km/h
Weight Distribution: Front 46 : Rear 54
Fuel Consumption: 11.6 L/100km (approx. 8.62 km/L)
CO2 Emissions: 265 g/km
Trunk Capacity: 450 liters
Price: 29.7 million yen