2012 BMW Z4 sDrive28i

For over a decade, only one premium automaker has offered a four-cylinder in the U.S. And while the recent rise of Audi in the States isn't solely because of its 2.0T engine, it's obvious that luxury buyers are finally coming around to the idea of a fuel-sipping four-pot. As a matter of fact, they're starting to demand it. And BMW is heeding the call.



Next year, BMW will begin offering its turbocharged and direct-injected 2.0-liter inline four-cylinder engine on the 3 Series and 5 Series, matching Audi car-for-car in the entry-level and mid-size segments. But before the sedans arrive on U.S. shores – nixing the naturally aspirated 3.0-liter inline-six in the process – BMW is slipping its TwinPower four-cylinder into an unlikely host: the 2012 Z4 sDrive28i.

Why unlikely? Just look at the length of that hood. It was designed from the onset to house one of BMW's venerable inline six-cylinder engines, but by lopping off two cylinders, BMW almost made a front-midship roadster.







The mounting points used to fit the outgoing six-cylinder and the current turbocharged 3.0-liter are the same that hold this TwinPower turbo four in place. The byproduct is an impressive weight balance of 47.3/52.7 front-to-rear, an improvement – depending on your perspective – from the 47.9/52.1 of the six-cylinder model.



The new N20 four-cylinder is the first engine to benefit from BMW's recently revealed modular engine program, and it's the same mill we sampled earlier this year in the not-for-U.S.-consumption X1 xDrive28i. Power remains almost unchanged in the Z4, with 240 horsepower coming on between 5,000 and 6,500 RPM and 260 pound-feet of torque available from 1,250 and 4,800 revs. While the new N20 is down by 15 hp compared to the six, torque output is up some 40 lb-ft. And the extra juice is evident the moment you mash the throttle.







Fitted with the six-speed manual, BMW claims the Valvetronic-equipped four will hit 60 mph in 5.5 seconds, while the new eight-speed automatic gearbox does the deed in 5.6 seconds – a decrease of 0.1 and 0.4 seconds, respectively, over the six-cylinder. And as you'd expect, overall weight is down as well, with the new four-cylinder Z4 tipping the scales at 3,252 pounds, or about 33 pounds less than the outgoing sDrive28i.



Predictably, that minimal weight loss can't be felt from behind the wheel, but the extra grunt is front and center. There's a hint of turbo lag below 2,000 rpm when you're lining up for a pass, but as soon as the single, twin-scroll turbo starts huffing and puffing, the Z4 accelerates more authoritatively than the six. Driving the old and new models back-to-back, we also noticed slightly less dive and squat from the mildly reworked suspension (BMW isn't saying what's been done, aside from tweaking the springs and shocks for the new weight balance), but that's probably more a product of the box-fresh four-cylinder compared to the slightly abused previous generation tester.







We also sampled both the manual 'box and new eight-speed automatic transmission, and while we're partial to choosing our own ratios through the slick stick, the auto's quick changes and steering wheel-mounted paddle shifters trade a modicum of engagement for a healthy dose of convenience. It's one of the few times we wouldn't fault buyers for choosing the slush box, and considering the average Z4 owner, we're sure it'll be the most popular transmission.



Naturally, you want numbers, but BMW is only giving one for now: $48,650 (plus $875 for destination). That's an increase of $1,200 over the outgoing model, but for 2012, Bluetooth and USB integration, along with trunk-through loading and an alarm system, all come standard, so the price bump is nearly a wash with the new equipment. As for the other figures you're after, well, BMW isn't giving up fuel economy estimates just yet. With the (surprisingly abrupt) start-stop system fitted to the Z4 sDrive28i, BMW claims that fuel efficiency is up by 20 percent over the six-cylinder in the EU test cycle, but that could go either up or down when the EPA estimates arrive later this year. Figuring the outgoing model managed 18/28 mpg city/highway, it's safe to assume the four-cylinder should ring in around 22 mpg in the city and 33 on the highway.







More importantly, the character of the Z4 is completely unaffected by the new engine. The six's sonorous tones have been replaced with a hint of turbo whistle and a thrum from the exhaust, but the overall experience remains surprisingly unchanged. Grunt is up, fuel consumption is down and top-down cruising is just as good as it ever was. The replacement for displacement is here, and if it's executed this well, we'll gladly give up a liter or two for the privilege.

2012 Mercedes-Benz CLS550

Mercedes-Benz has a long history of setting trends, which includes being the first company to develop technologies we take for granted today, like traction control systems, airbags and anti-lock brakes. It also kicked off the trend of propelling vehicles with motors, having built and sold the first automobile back in 1885. But it's not usually known for setting styling trends, which is exactly what the company did when it launched the CLS-Class back in 2004.



Despite four doors staring you right in the face, the CLS was officially dubbed a coupe by Mercedes because of the car's sleek coupe-like roofline. Semantics aside, it kicked off an entirely new segment of four-door coupes with its new, artful approach to transporting four people. Just like a fledgling industry followed the Benz Patent-Motorwagen's arrival in 1885, the arrival of the CLS created an entirely new class of vehicle.



Having started the trend, Mercedes gets to show us how it will evolve, and the 2012 CLS550 does just that. It's job isn't just to steer this trend away from becoming a fad, but also fend off a growing number of automakers who wish they had thought of it first.

The first-generation CLS was widely considered a beautiful design, almost shockingly so compared to how the brand was shaping its four-doors back in 2004. If you're a fan of that original design, you probably wouldn't have minded if Mercedes left the exterior alone. Alas, seven years is a long life cycle for any product, and Mercedes can't be faulted for putting pen to paper. The question is whether or not its designers succeeded in making the new CLS more attractive than the old one.







The Autoblog team is not unanimous on the answer. There's no one among us who believes either generation is punishment on the eyes, and so either opinion can be held without considering the other side a bunch of tasteless boobs. Your author, however, finds himself on the side of Team First-Gen, so I'll do my best to explain why I think the original is still the better looker of thee two sedans, err... coupes.

Let's start with some analogies. The first-generation CLS is like a man wearing a fitted tuxedo: formal, sharp and clean. The second-gen CLS is like Lou Ferrigno after he beat up the first man and put on his tuxedo: bigger, bulging and intimidating. Now let's get more technical. From the side, the first-gen CLS is expressed by two basic strokes of the designer's pen: an elegant arch for the roofline and a subtly bowed crease that runs from front fender to taillight above the door handles. The second-gen CLS retains the arching roofline, but is growing a crease farm on its doors. The first-gen's simple single line has been replaced by upper and lower ones that start at the front wheel and get closer together as you move rearward, and a third crease bends over the rear wheel to create a flared fender into which the first two end. Together they create a concavity across the doors that makes the rear fenders look even more pronounced. Coupled with a near vertical grille and taller hood, the second-gen's look is more convoluted and just a bit too butch.







The aesthetic, however, happens to fit, because if you didn't know, Mercedes-Benz makes muscle cars. Its V8s make us swoon, even the ones not stamped with the letters A-M-G. Known for their large displacements, high horsepower and bellowing exhaust tones, these engines – the 5.5-liter and 6.2-liter AMG specifically – are on their way out across the brand's lineup. Sad as we are to see them go, new emissions and fuel economy standards, not to mention gas prices, make it a must. Their replacements are two new smaller V8s – a 4.6-liter for 550 models and a 5.5-liter for AMG versions, both featuring twin turbochargers and direct injection to replace the lost displacement (it can be done!).



The new CLS550 retains its nomenclature despite housing the new 4.6-liter V8, which while smaller in size produces 402 horsepower at 5,000 rpm and 443 pound-feet of torque at a low 1,800 rpm – big improvements over the larger 5.5-liter V8 it replaces, which continues to make 382 hp at 6,000 rpm and 391 lb-ft at 2,800 rpm in other models. The new engine is also significantly more efficient, with improvements of three miles per gallon in the city and four mpg on the highway for new scores of 17 city / 25 highway. We actually experienced a fuel consumption rate in the high 20-mpg range during a long highway trip, which is exemplary for an engine making 400+ horsepower. This new V8 is one area where we're all playing for Team Second-Gen.







The interior, likewise, is a big improvement, though mostly in the area of materials, which are of a higher quality than the first generation, especially the convincing metal air vents. Ergonomically the cabin looks like most other Mercs, and even much like last year's car with just the elements rearranged. The seven-inch navigation screen has been moved to the very top of the center stack, replacing a pair of vents that now appear below the screen and flank a tasteful analogue clock. The climate controls, which used to be near the top, are now at the very bottom, though laid out in the same way as before with dual rotary knobs and easy-to-press buttons. There's also a new, larger 4.5-inch circular display in the center of the speedometer that gives you access to most of the vehicles high-tech features and functions. Navigating the menus is simple via steering wheel-mounted controls, and there are a lot of them that let you to do everything from change the color of the interior's ambient lightning to turn off the traction control system.



Conspicuously absent is a gear shift of any kind to move the car's seven-speed automatic transmission from P into D. In its place is the COMAND system control knob that operates the navigation, audio, phone and various other vehicle systems. Whether or not you like it depends largely on whether you prefer touch-screens to controller-based interfaces, but we were able to figure it out without cracking a manual and the knob falls to hand without taking your eyes off the road.

This begs the question, how do you put the seven-speed transmission into Drive? By using one of three stalks sticking out of the CLS' steering column. The gear selector stalk is on the right side by itself, and using it brings back memories of the column-mounted shifter in my dad's old truck. It's all digitally controlled now and lacks the mechanical feel of the old days, but the muscle memory of reaching up and pulling down to get in gear is still there. The two left-side stalks, meanwhile, are a bane of modern Mercedes interiors. The smaller one on top controls the adaptive cruise control system, while the bottom one does turn signals and headlights. Most people, however, will instinctively grab the top stalk by accident when signaling a turn. Mercedes has finally begun fixing this problem by switching the stalks' positions beginning with the 2012 ML-Class. Unfortunately, the also-new 2012 CLS missed the cut.



The new CLS gets higher marks for its Active Multicontour Driver's Seat. In addition to the standard 14-way seat controls near the door handles, this $660 option adds another set of controls between the driver's seat and center console that adjusts lumbar supports, side bolsters and shoulders supports, as well as activates a massage function for working out the kinks on longer trips. It also adds active side bolsters that, when activated, dynamically move in to keep you from sliding during turns. They come in handy on sweeping turns, especially highway exit and entrance ramps, where lateral g-forces can last longer. However, we wish the system didn't respond below a certain speed; who wants their sides pinched when they're prowling for a parking spot?

A fancy driver's seat is just one of many stand-alone and packaged options offered for the CLS550, which starts at $71,300 with an $875 destination charge. This particular model tops out at $84,545 as tested, which is a big difference, but not so shocking when you see what you get. For starters, the CLS comes with the $4,390 Premium 1 Package that includes popular options like a rear-view camera, iPod interface, heated and cooled front seats, keyless entry and a power-closing trunk. Its best component, however, is the world's first pair of all-LED active headlamps on a production car, an honor shared with the 2012 Audi A6 that also offers a set.



Next up is the Driver Assistance Package for $2,950 that includes Active Blind Spot Assist, Active Lane Keeping Assist and Mercedes' adaptive cruise control system called DISTRONIC PLUS with PRE-SAFE Brake. Many cars today have warning systems to alert drivers when they drift out of a lane, but the Mercedes system gets into the game by actively braking the opposite side of the vehicle to bring the car back between the lines. The adaptive cruise control is also at the head of the class for being able to apply full braking force and bring the CLS550 to a complete stop if needed. Our tester is also loaded with the Wheel Package for $760 that adds 18-inch AMG five-spoke wheels, an AMG steering wheel and a manual mode for the transmission, as well as stand alone options like the PARKTRONIC auto-parking system ($970), split-folding rear seats ($440) and rear side airbags ($420).







The last bit of bleeding-edge tech in our tester is the Night View Assist PLUS system, which is the most expensive stand alone option at $1,780. More of a showpiece to impress the Joneses, it uses infrared beams to display a black-and-white high-resolution video feed of what's ahead of you in the dark. It can even identify people and highlight them. The feed appears in the nav screen, so you have to avert your eyes from the road to watch it, but it does work as advertised and might come in handy if a jealous Mr. Jones takes a baseball bat to your all-LED headlights. Watch the Short Cut video above to see it in action.



All of those options are nice, but what about what's beneath them? First and foremost, the CLS550 is a luxury car of the highest order with an AIRMATIC semi-active suspension that supports a three-link independent front suspension and multi-link rear. There's no slop in the ride, body motions are controlled and you can dial in the system even more by choosing either Sport or Comfort mode. We wish the Sport mode were a little more aggressive, as body lean remains distinctly noticeable even with it on. We have no qualms with the electromechanical power-assisted rack-and-pinion steering, and the 14.2-inch front brakes clamped by four-piston calipers and 12.6-inch rear discs with single-piston calipers make stopping this 4,158-pound four-door a drama-free affair.







What's curious about the new CLS550 is that it's still a muscle car putting on airs. Every electrical nanny is there to keep you and the 402-hp V8 in check, and with all of them turned on, there's a thick buffer keeping the two of you from collaborating. We found the transmission and traction control system to be the most oppressive. The transmission does give you three shift modes: Economy, Sport and Manual. Shifts happen early and often in Economy mode, while Sport mode gets the transmission moving quicker and holding gears longer, and Manual mode takes advantage of the paddles on the back of the steering wheel. We suggest the latter for what feels like the quickest shifts, but chances are you'll spend the most time in Economy mode where the car is most efficient, and in this mode, the CLS550 feels like a race horse that isn't allowed to leave the gate.



The key to flexing the CLS550's muscle is activating the Sport suspension and Manual transmission modes and turning off the traction control system (along with all of the other nannies that beep and flash). With those steps taken, the CLS550 feels more like something from Mopar than Mercedes, willing at a moment's notice to paint the pavement with rubber. After experiencing the CLS550 this way, the manufacturer's claimed 0-60 mph time of 5.1 seconds becomes much more believable. And though the new 4.6-liter doesn't sound quite as deep and rich as the last generation's 5.5-liter, it still burbles and vibrates more than the eight-cylinders in most other luxury cars.







And maybe that's because the CLS550 just isn't a luxury car, or at least doesn't want to be with such a strong, athletic engine. So much effort goes into subduing the V8 that Mercedes could have just as easily offered a V6-powered model, a CLS350, that wears the luxury moniker more willingly while also being more efficient. Maybe we'll soon see one here in the U.S., not to mention a diesel-powered BlueTec variant. Europeans can already have their CLS any they want it, so hopefully it's just a matter of a suit somewhere saying 'yes.'



Even with a split personality, the second-gen CLS is superior in almost every way to the original, maybe every way if you prefer its design. And like every trend setter, it's now surrounded by variations on the theme – some quicker, some sexier and some more serene. Mercedes, however, has successfully kept the CLS their target, and thanks to this wonderful engine, it's a moving one.

Lexus teases 2012 GS 350 ahead of Pebble Beach debut

We've already been behind the wheel of the 2012 Lexus GS sedan, and we've spied it lapping the Nürburgring under layers of camouflage. All that time, though, we've been forced to imagine what the finished product will look like under all those loose-fitting layers of clothing.

The wait is almost over. Lexus will officially unwrap the 2012 GS 350 at the Pebble Beach Concours d'Elegance on Thursday, August 18th at 4:15 PM (PDT). We'll be there, bringing you the goods live, but in the meantime, the Japanese automaker has decided it's high time to start teasing.

We know that the car's styling was foreshadowed by the LF-Gh Concept that was shown off at the 2011 New York Auto Show, and nowhere will that be more evident than in the shape of the car's grille. Lexus tells us that the new design philosophy that will debut with the 2012 GS will eventually spread through the rest of its lineup, so we're keenly interested in seeing how this car looks in the flesh.

Check out a high-resolution version of the teaser by clicking on the image above. We've also taken the liberty of adding a lightened version of the image for you, which may or may not help you pick out some interesting details. Lastly, feel free to check out the official press release after the break.

Roush announces 2012 Stage 3 Mustang with 540 horsepower horsepower

The Stage 3 has always been the flagship of Roush’s modified Ford Mustang stable, and the supercharged pony car is making a return for 2012 with a new RS3 moniker. With 540 horsepower and 465 pound-feet of torque on tap, the Stage 3 replaces the 5XR as Roush’s most powerful offering.

Along with the extra power, the RS3 comes with a new graphics package that is available in six stripe colors and six accent colors, making for 288 color combinations. You can use Roush’s new online configurator to see what colors like Luminescent Lime and Red-Blooded American look on the car and add optional items like the 20-inch Hyper Black wheels and rear three-quarter window louvers. The 2012 RS3 Mustang starts at $59,945 and comes standard with a 3-year/36,000 mile warranty.

[Source: Roush]

PRESS RELEASE:

Livonia, Mich. (April 14th, 2011) – DETROIT MUSCLE | REDEFINED is the vision that sets the direction for the design team at ROUSH® Performance this year. The ROUSH brand has long been synonymous with high horsepower, performance handling and an aggressive body style. And, for the 2012 Mustang model year, ROUSH is introducing some game-changing enhancements that will “Redefine” their heritage of high performance and stylish appearance.

ROUSH Performance proudly introduces the new 2012 ROUSH Stage 3™ performance Mustang. The 5.0L 4-valve DOHC TiVCT power-plant has received clearance for takeoff with the addition of the R2300 ROUSHcharger, forcefeeding up to 12psi of inter-cooled energy to the already robust Coyote engine. The ROUSHcharger® supercharger induction system increases the base horsepower from 412HP to an impressive 540HP and 465 ft/lbs of torque. To enjoy the ride, ROUSH Stage 3 (RS3) vehicle owners enjoy peace of mind with ROUSH’s 3 year/36,000 mile power train warranty.
The 2012 RS3 takes to the streets with an all new graphics and appearance package. ROUSH Performance is now offering a wide palette of color options for the RS3’s appearance and curb appeal. This allows for personal customization of three different aesthetic elements of the car  8 choices for the base vehicle color, 6 stripe colors, and 6 stripe accent colors. Together, these options offer an impressive 288 unique color combinations.

“In addition to the powerful ROUSH power train and tuned suspension, we’re really excited about the new graphics and design options,” says Gary Jurick, VP/GM of ROUSH Performance. “The ‘Redefined’ graphics introduce new metallic colors utilizing automotive paint-grade materials. The result is a breathtakingly deep tone to the RS3’s graphics. We’re now providing our ROUSH consumers a very broad spectrum of graphics and color combinations to consider for their 2012 RS3 Mustang.”

To view and interact with the new RS3 paint colors, graphic striping and accent combinations, painted calipers and wheel options visit the all new ROUSH Vehicle Configurator at: http://www.roushperformance.com/2012-stage3-mustang-configurator.shtml
The ROUSHcharged® 2012 RS3 vehicle is currently not available for sale into California and other states requiring CARB emissions standards.

The estimated retail price for the typically equipped 2012 ROUSH Stage 3 Mustang is around $59,945. Actual final retail pricing will vary based on options selected. The RS3 is backed by a 3-year/36,000-mile warranty and is currently available with a 6-speed manual transmission only. The 2012 ROUSH Stage 3 is expected to start appearing on ROUSH Authorized Ford Dealer lots by the end of April 2011.

For more information on the 2012 ROUSH Stage 1, Stage 2 and RS3 vehicles, upgrades and options, retail pricing, and downloadable Hero Cards, please visit: http://www.roushperformance.com/vehicles.shtml

First Drive: 2012 Ferrari FF

The last time Ferrari blew absolutely everyone away with wall-to-wall surprises and equally sizzling performance all wrapped into one car was in 2002 with its Enzo. We’re not saying that all things between then and today have been shabby, mind you. And we’re also not saying that the 2012 Ferrari FF does it in marquee-and-fireworks Enzo-style, but the unexpected innovations aboard this gorgeous trailblazing all-weather shooting brake will keep conversation heated for an uncommonly long time. This is Ferrari thinking way outside its box of usual GT forms and, for no other reason than this, we must applaud them.

You’re probably expecting us to drop the “But…” right about now, yanking the carpet away in the damning-with-faint-praise tradition, however, there isn’t one to drop on the parade here. We’ve just reeled off some 150 miles of sheer V12 driving joy in the endlessly challenging Dolomite Mountains of northeastern Italy, and when finished with that, we only wanted more. Admittedly, we could do with a better onboard sat-nav and command center than the Harman Kardon unit, as well as a slightly weightier steering map for warm and dry days, but these are our only moments of quandary when assessing the FF.

FF means “Ferrari Four” and this unashamedly standout model will most likely cost around $300,000 when it hits North American ports in the end of October of this year. That’s cheap. Why keep a $173,200 Porsche Panamera Turbo S, a $39,680 Jeep Grand Cherokee Limited 4×4, a $111,100 Corvette ZR1, and a $21,200 Ford Transit Connect cluttered in your drive, when you can save both money and garage space by snapping up the ingenious and rare all-wheel-drive 651-horsepower Ferrari FF and call it a day? For that matter, why buy a house when you can have all the comfort and room we took advantage of inside the FF? The leather is luscious and an optional Schedoni [pronounced ske-DOH-nee] luggage set outfitted in the same hides runs around $10k.

We are not ignorant of the fact that some of those who can afford an FF – together with legions of the less wealthy who aspire to simpler pleasures like a BMW xDrive model or some such thing – have been exuberantly vocal (usually in writing, huddled away in their computer lairs) about what an atrocity the FF is to the Ferrari brand and heritage. We have only one thing to say before we say more things: stick it in your ear. The FF is a genius move from a company that we frankly saw getting itself into a small rut and having an increasingly challenging time selling V12-engined dream cars, no matter how gorgeous they might draw them or how well they were engineered. Thinking of a world without a briskly selling V12 Ferrari makes us break out in a worrying sweat for humanity.

And seeing as there has been a real challenge for anyone selling 12-cylinder cars lately, any new V12 needs to be about a lot more than simply the engine and its power. That said, even the 6.3-liter “F140 EB” V12 sitting front/amidships in the FF possesses a raft of sophisticated improvements. Nuances to the FF’s engine almost make the outgoing 612 Scaglietti’s F133 F 5.7-liter V12 and its 536 horsepower seem historic. The 6.3-liter has more in common with the 611-to-661-hp 6.0-liter V12 in the 599 line. Just add 200-psi direct injection and new “reed” valves in the dry sump to keep oil from seeping back up with the pistons. Voila! 651 hp and 504 pound feet of torque and at least a 15-percent improvement in fuel consumption and CO2 emissions.

Certainly we must talk design and packaging of this latest Ferrari that has succeeded in surprising everybody. First, just like Porsche and others before it, Ferrari found itself at a point where it needed to create something more “practical” – using the term very loosely, of course. Bringing new blood to the brand was necessary. One measure that reassures as we eye the FF before driving it is the 1.4 inches taller that it stands versus the 612 Scaglietti, while at the same time still remaining 1.5 inches squatter than a Panamera Turbo S. In all other key measures, the FF is almost exactly the same size as the Scaglietti, though the aluminum chassis and every aluminum body panel are all new. So, the FF still sits low down enough to be a sleek two-door supercar worthy of the Ferrari badge.

Marking Ferrari leader Luca Cordero di Montezemolo’s words, there will never be a four-door Ferrari and hence, nary an SUV or crossover. So, also along these lines, the four-honest-seat FF should be as close to such genres as the company ever gets.

How Ferrari designers have established the taller rear section of the greenhouse is a thing of beauty, with rear-seat head- and leg-room that is copious for anyone up to six-feet, two-inches tall. Luggage space in back ranges from 15.9 cubic feet up to 28.3 cubes with the rear seatbacks simply falling forward and laying flat. Bagged skis and golf bags can also be stored by loading through the center section of the rear seats very comfortably. For many car companies, these facts and figures would be far from miraculous, but the FF is a 208-mph Ferrari with a thoroughly heart-wrenching exhaust symphony that sets it miles apart.

Helping the exterior proportions are the surface treatment and detailing of all the lines of the FF’s sexy rear, as well as the standard 20-inch wheels bookending the long 117.7-inch wheelbase. Whereas we’re still not 100-percent convinced by the headlights of the sensational 458 Italia, the LED light design up front on the FF is just right. Does the FF have too large a mouth? That V12 does need to breathe a lot and stay cool, hence the constant Italian smile.

Sitting in the multi-adjustable driver’s seat within the first class cabin, before us is an impressive steering wheel that’s clearly inspired by the one gripped on occasional Sundays by Felipe Massa and Fernando Alonso. By forgoing all traditional stalks, the now larger column-fixed carbon-fiber shift paddles for the new seven-speed F1 DCT automated manual gearbox sit closer to the backside of the wheel, and thus right at our fingertips like never before. Besides the five-mode GT manettino switch and red Engine Start button, a windshield wiper toggle and the “Schumacher” button for softer suspension while in Sport or ESC Off on the manettino, Ferrari has incorporated the turn-signal controls into the 3-o’clock and 9-o’clock positions for thumbs to activate or deactivate. This seems small as far as features go, but it’s a revelation of functionality. There are also the “Look, Mom, I’m racing!” red LEDs that light up left to right at the top of the wheel as the revs build to the 8,000-rpm redline.

Luckily, we were directed to many a tunnel with perfect acoustics during our drive day, and this obligated us to downshift even when not really necessary, and there were a few occasions when we couldn’t help but pull both paddles to find neutral so that we could then just blip the throttle like rabble rousers. And what a sound from the FF’s four burnished tips! The throttle is so responsive that we could blip out entire songs as we coasted briskly through the heart of many a mountain. There’s nothing anywhere more emotionally evocative as a carefully tuned Ferrari V12 singing in a tunnel.

And it’s not just all sound and fury with no substance. The 651 horses and 504 lb-ft of torque work together with all that sweet tech on board to move this 4,147-pound Ferrari as though it weighs about half a ton less than it does. Despite all of the changes, the FF weighs just 13 pounds more than the 612 Scaglietti. Given its added power and torque, acceleration to 62 mph is quoted officially at 3.7 seconds versus the Scaglietti’s 4.0 seconds. We’ll take odds right now on a digitally timed 3.3 seconds to 60 mph as soon as Ferrari lets us do that. Four adults and their bags – moving very quickly.

The Dolomites are a perfect testing area for dynamics and engine characteristics. The A-Number-1 innovation on the FF is the two-ratio gearbox mounted in front of the V12 linked directly to the crankshaft, looking a bit like the motor hung on the front of a Morgan 3-Wheeler when it’s naked. These two ratios in front are what give the FF its lightweight all-wheel drive only when needed. Think about it: Do 99 percent of all-wheel-drive vehicles need to be all-wheel-drive at all times? No, they do not. How often do you need four-wheel drive in gears 5 through 7? Just about never.

This system is labeled “4RM” – “4 Ruote Motrici” meaning “four driven wheels” – and it is a Maranello in-house patented approach that we know others will be using in the future. First off, it is mechanically much simpler than a traditional all-wheel-drive setup, it weighs half as much and the reactions are silk smooth. There is no center differential needed and no additional shaft is required to pass from the rear axle back up to the front axle. You do not talk of a torque split here. Rather, the seven-speed F1 DCT and E-Diff torque vectoring on the rear axle still run most of the show and they are built to manage up to five times the torque of the front axle. The mechanism on the front of the crankshaft is referred to as a PTU, for power take-off unit or power transfer unit. Take your pick.

Wet clutch packs on the rear transaxle and the front PTU are synchronized by the FF’s sophisticated ECU to make sure all four wheels are doing everything they can at all times to give you the dynamic advantage under all driving conditions. The PTU has one gear that acts on the front wheels while the F1 gearbox is engaged in either first or second gear in back. The PTU’s second gear is used with the F1’s third and fourth gears. There is more slip programmed into the PTU in first or third gear, while less slippage happens when in second or fourth. This variation is to simply maintain proper wheel speeds between front and back at all times while in these more sensitive first four gears. The PTU’s first taller gear is good up to around 60 mph, while the longer-legged second gear can engage up to 125 mph or so before rendering the car a traditional full-time rear-wheel-drive Ferrari fast-lane funfest from fifth through seventh gears.

We drove plenty of sundrenched dry mountain roads with a plethora of hairpins that would suck the wind out of and overtax the weight-shift characteristics of almost all other cars we know that can compete. We flew over graveled sections of road, hammered the third-generation Brembo CCM ceramic brakes ad infinitum and played a lot with the third-generation Delphi magnetorheological dampers via the manettino switch and Schumacher button. The throttle to the new direct-injected V12 motor knew no rest and the responses were precise. Overtaking a constant flow of delivery trucks and people driving slowly into the mountains for the weekend became an afterthought as the FF’s mid-range enthusiasm imposed itself.

Shifts from the Getrag-Ferrari F1 DCT gearbox are emotional moments, and happen exactly as we hoped they would while staying in Sport mode practically all day long. In full Auto mode with the manettino set at Comfort, this DCT is far more livable than the former Graziano single-clutch race-oriented boxes. Do not let yourself be fooled, though, it’s still manically satisfying to slap the carbon-fiber paddles up and down the scale. The FF’s downshift throttle blips are the stuff of legend.

In those myriad curves – ascending, descending, flat, and all in abundance – the all-season 20-inch Pirelli P Zero tires – 245/35 ZR20 (95Y) front, 295/35 ZR20 (105Y) rear – were made to look infallible thanks to the 4RM system conducting all negotiations between the PTU in front, E-Diff with F1 DCT in back, and the agile F1 Trac rear axle torque control. Launch Control comes on all FFs and it can be used in all five settings of the manettino this time around. On the dry, just stand on the brake with the left foot, press the Launch button and insert first gear, floor the throttle, which holds at 3500 rpm, and let go of the brake. The F1 tranny then takes over and automates all the shifts at the 8,000-rpm power peak. Sadly, all our testers this day wouldn’t let us try out the LC party – something about cars possibly flying off the narrow mountain roads in unskilled hands and whatnot. We’ll just need to hit the closed track later, we suppose.

The FF also proves itself a capable snow-goer on optional 20-inch Pirelli Sottozero tires. We really see the entire 4RM suite of features at work here and the controlled oversteer drifts are just weird since we’ve never been encouraged to behave this way in a Ferrari. On our testers, there was a Traction Index interface to the left side of the driver’s display that was as addictive to watch as the green graphics in any slow-moving Japanese tree-hugger car. This digital display showed the traction values jogging between the four wheels in real time as we scooted over ice and snow, or over wet or dry pavement. It was fascinating stuff that a Ferrari spokesperson confided will not be offered on production models. Pity, because it was amazing to play with – especially when kicking out tail in empty hairpin sections.

It’s in exactly those tail-swishing dynamic sections of road where the FF equation all comes together. In our preferred Sport manettino position, feeling the forward PTU help pull us through and out of all hard curves while still letting the rear end swing around was akin to ballet. The FF profits from a typical 47/53 percent fore/aft Ferrari weight distribution and there was no perceivable understeer through whatever curves we were barreling into and screaming out of. It was also here, on dry pavement, that we wanted the feedback of a slightly heavier wheel, just as we’ve come to love on all other Ferrari models – especially the 458 Italia. In the slick stuff on winter tires, this lightness is ideal, but we were looking for it to tighten up a touch on warm, dry asphalt.

Funnily enough, a Ferrari guardian angel/spokesperson (who came to aide us after our left front Michelin Super Sport summer tire found a nail) handed us his backup FF and said in passing, “Try the steering feel on this car.” Later, after having driven this other FF all the way back to base camp, someone informed us that the steering map had been increased by ten percent for this pre-production car as an experiment. It was just the ticket and we hope that this calibration at least gets offered as an option somehow.

Other than all that, what can we say? Those out there who are so caught out by the non-traditional nature of this amazing Ferrari GT variation are only going to cheat themselves. Maranello has absolutely done it to a tee with the FF. In a sense, the FF is one of those beautiful moments where a company has answered a question that nobody was asking, only for us to drive it and smack our foreheads for not having thought of something like it sooner. It takes all of the racing lore Ferrari puts into each car it builds and adds every single bit of correct versatility that we’d add were we in charge.

The FF’s first year of production is already sold out and annual volume is planned at around 800 units, though Ferrari intends to stay open to making more if and when more are needed. European left-hand-drive FF deliveries start the end of May, worldwide right-hand-drive units ship in July, and North America gets federalized FFs into buyers’ hands in late October.

Just in time for the early snows.

[Source: autoblog]