Car & Driver on the 612 Scaglietti

club0 · May 20, 2004

http://www.caranddriver.com/article.asp?section_id=19&article_id=8013&page_number=1

The chances it will snow in February in Modena, Italy, are about the same as George W. Bush's winning this year's Republican nomination for President. Nonetheless, Ferrari chose its hometown in the middle of winter to unveil the 533-hp, rear-drive 612 Scaglietti.

It snowed the night the press arrived, so the idea was to drive south the next day to warmer climeswell, 10 miles south, to Ferrari's test track at Fiorano. The sun emerged the next morning, although it was cold36 degrees. So we carefully drove in a convoy of 612s from Modena to Fiorano to get in a few quick laps.

The new 612 will sell for about $250,000, an increase of about five percent over its predecessor, the nearly 12-year-old 456M GT. The 612 becomes the first V-12 Ferrari to use an aluminum space frame and body, like the 360 Modena. The four-cam, 5.7-liter engine is fitted behind the front axle line, and combined with the rear transaxle, 54 percent of the weight is over the back wheels, a distribution that closely mirrors Mercedes' sort-of rival, the $450,000 SLR McLaren.

In theory, this brings improved traction, handling, and braking. Maurizio Manfredini, team leader for Ferrari's 12-cylinder cars, says 85 percent of the 612's mass is inside the long 116.1-inch wheelbase, compared with just 70 percent on the 456M GT (wheelbase 102.4 inches, with 47 percent of the weight on the rear wheels). The 612 is longer by 5.5 inches and wider and taller than the old two-plus-two, and it weighs about 4100 pounds. That's a couple hundred lighter than the 456M, a benefit of the 612's aluminum construction.

From behind the nearly vertical steering wheel, with its paddle-shifting manual gearbox in auto mode, the transformation isn't just in packaging but also in the new car's personality. No Ferrari has ever been this easygoing comfortable. In the default "normal" mode, the control-arm suspension's adaptive damping absorbs potholes and irons out the rough edges of troublesome surfaces. The supple-riding 612 feels soft and pliable, yet controlled. The rear-mounted gearbox shifts fluently, without the fussy jerkiness that so undermined earlier iterations of the F1 system. Its so-good shift quality almost matches the fluency of Audi's double-clutch Direct Shift Gearbox, the standard setter in automated manuals. Some 90 percent of the 200 orders for the U.S. have checked the F1-shifter box.

The gentle speed-sensitive steering may in fact be too light and lacking in self-centering for Ferrari traditionalists. It's a naturally graceful car to drive slowly. Threading through heavy traffic, avoiding manic baby Fiats, the biggest Ferrari ever (at 193 inches in length) quickly shrinks around the driver.

It is quick, very quick. Tapping into the V-12's performance is easy. The car is responsive and eager, effortlessly building a long, linear power delivery. The driver is never aware that the peak torque of 434 pound-feet arrives at a high 5250 rpm, and maximum power at a smooth 7250 rpm, before sliding into the next ratio just shy of the 7400-rpm redline. By Ferrari standards, the V-12 is almost quiet, no bellowing exhaust here, but rather a purposeful mechanical growl. Gun it away from a light, and there's no loss of traction even on wet roads. No wheelspin, no squatthis baby just goes.

The Scaglietti's dynamic refinement sets it apart from other Ferrarisand the Benz SLRto position it against the Bentley Continental and Mercedes CL65 AMG as a four-seat luxury grand tourer.

At Fiorano, we wait for the thermometer to edge up over 41, thought to be the minimum acceptable temperature for driving Ferraris on racetracks, Formula 1 cars included. We're permitted three "careful" laps (in part to help create a dry line for a Ferrari F1 car lurking in the garage, awaiting a workout).

The 612 belts out of the pits, getting to 60 mph in what feels like four seconds, and moments later, using the shifting paddles, we're at 120 mph before pounding down on the discs for the second-gear turn. Pitch is minimal. The vented and drilled brake rotors (still steel) and four-piston calipers are strong and progressive. In sport mode, the threshold of interference from the Control for Stability and Traction (CST) system is high enough to allow a touch of oversteer. The steering becomes sharper on the track, more sensitive; it feels quicker than its three turns suggest, yet it stays light, promoting a feeling of terrific agility. The body, now more firmly tied down, limits the onset of roll, although if you generate these lateral forces, it does exist. At higher rpm, the car's speed is impressive, and so is its vocal energy. Finally, CST intrusion eliminated, traction remains impressive, but there's also enough grunt to hold a power slide out of the first-gear hairpin.

Fiorano behind us, the 612 confirms its stability on the autostrada. Hands off at 120 mph, the car tracks straight and true.

The car's interior is roomy, the dashboard simple but tasteful and beautifully finished, mostly in a variety of leathers. A prominent alloy band separates the dark upper dash from the lighter lower area and incorporates large circular air vents. The instruments are an incongruous mix of analog and digital displays. The seats are firm, supportive, and power adjustable, like the steering wheel. Provided you're prepared to splay your knees, there's enough room for a six-footer, behind a six-foot driver, in the deeply bucketed rear seats. Sideways visibility is poor, and the doors don't open very wide.

How does Pininfarina's latest Ferrari look on the roads? Certainly better than the gawdawful orange-peel job displayed at the Detroit auto show, but still not up to the expectations raised by designer Ken Okuyama's sketches. The nose superbly integrates the headlights into the wings and traditional grille. From some angles, though, the new Ferrari looks so tall it seems narrow; the area around the C-pillar is poorly resolved, and the tail, with its simple round lights, seems bland.

The 612 represents a significant departure for Maranello. Some will call it Ferrari's four-seater sports car, but we prefer the more wide-ranging grand-tourer label. Either way, snow or not, the 612's a car of immense ability.
Click to expand...

ghost · May 20, 2004

An older article, as it was written closer to the official launch, a couple of months ago. Should be in the archives.

F2003-GA · May 20, 2004

So far nobody from the media has been disappointed
with the performance or handling of the car.There has
been some complaining about looks and price.

Koby · May 20, 2004

"The 612 represents a significant departure for Maranello"

I don't understand this statement, and it is repeated in the title of the article. Does the author not realize that Ferrari has been offering 4 seat GTs since the 50s? In fact has Ferrari even NOT offered a car in this class?

F2003-GA · May 20, 2004

Koby said:

"The 612 represents a significant departure for Maranello"

I don't understand this statement, and it is repeated in the title of the article. Does the author not realize that Ferrari has been offering 4 seat GTs since the 50s? In fact has Ferrari even NOT offered a car in this class?
Click to expand...

My guess would be that he is reffering to the mid front
engine layout and the fact they finally came through with
a car which accommodates four adults and performs like
an F-car should.Where as all previous 2+2 of the past did
not live upto the performance levels of the other F-cars
offered.Neither could they comfortably seat four adults.

Koby · May 21, 2004

Good point. I guess I can give the author the benefit of the doubt and assume that's what he meant.

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