Given its dimensions, the GT should actually weigh more. Why it doesn't is because of the material for the space-frame chassis and body-aluminum. This makes the 612 Scaglietti 40% lighter than a similarly dimensioned vehicle, but all this lightness doesn't mean a sacrifice in rigidity. The new 2+2's weight-to-rigidity ratio is 60% better than it was with the 456.
In terms of weight distribution, the 612 is also better balanced than its predecessor, with a nearly perfect ratio of 46% front, 54% rear. The gearbox and differential are at the rear to counterbalance the weight of the V12's placement, behind the front axle, and the cabin, cooling and exhaust systems, and fuel tank are also positioned further back than in a typical 2+2 layout.
Also near perfect is the suspension setup. With forged aluminum double wishbones both front and rear, and independent active aluminum shocks matched to coil springs, the suspension soaks up road irregularities without hampering handling. And the GT has something new for a Ferrari, a stability and traction control system, CST (Controllo Stabilita e Trazione). It integrates and complements ABS and ASR functions by controlling the directional dynamics of the car. A steering wheel-mounted button allows the driver to deactivate CST for those four-wheel drift attempts.
The transmission's Sport function also affects both the active suspension and CST calibrations. One touch of a button changes the 2+2's entire driving dynamics, turning it from a comfortable, speedy GT into an autostrada-eating sports car. Add speed-sensitive rack-and-pinion steering and massive high-performance tires (245/45-18 front; 285/40-19 rear), and you end up with a car whose turn-in is exceptionally precise. The 612 does nothing less than create a new benchmark for "point and steer" responsiveness.
Slide into the driver's seat of the 612, and you're surrounded by luxury. Soft, supple leather is everywhere, even on the door pocket handles and knee rests. Brushed aluminum is used for the F1A paddles, the pedals and passenger treadplate, the air vent block and dash insets, the climate control knobs and the gearshift plate. The gauges are ringed in aluminum, and a 5-in. multifunction display provides either base data (outside temp, time, etc.), a trip computer or tire pressure (the screens are changed via steering wheel-mounted buttons). The 2+2's electronically adjustable front seats offer grip and support for a wide range of body types, and the rear seats really can hold two adults. Ferrari wasn't employing understatement, however, when it described the back seats as body hugging. If you need even more luxury, you can custom outfit your 612 to nearly any specification through Ferrari's Carrozzeria Scaglietti personalization program.
As befits a high-end GT, the 612 is also loaded with high-tech features, including a directional-only-display nav unit (no map), a Bose sound system with in-dash four-CD player and six-disc player in the trunk, and a dual climate control system.
I've always like Ferraris but have never considered myself a Ferrarista. However, after three laps at Fiorano and a full day behind the wheel of the 612 Scaglietti, I now can be counted among the converted.
Editor's note: The Ferrari 612 Scaglietti goes on sale this summer. U.S. pricing is yet to be set. In Europe the manual version lists at EUR218,000 and EUR226,000 for the F1A equipped model.