Ferrari scaglietti 2016




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    Ferrari Scaglietti in Bal Harbour (FL), United States of America Spotted on by Horse-Power.

    Ferrari FF Immediately it's clear that the doesn't just represent a transformation in packaging over the outgoing, near year-old GT, but.

    R2,, Ferrari Scaglietti F1A. The Sessanta Italian for "sixty" is a limited 60 unit variant of the commemorating the 60th anniversary of the company. The supple-riding feels soft, pliable, soothing — yet at the same time controlled. The rear-mounted gearbox shifts fluently, without fussy jerkiness.

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    The magnificent four-seat, four-wheel drive Ferrari is a hypercar carrier of four unrivaled in ethos or execution. Our Verdict Ferrari FF Inspired or insane, Modena in February is where Ferrari first exposed the bhp, rear-drive Scaglietti for the first time. No Ferrari has ever been this easy-going, or this comfortable just to jump into and drive. The supple-riding feels soft, pliable, soothing — yet at the same time controlled.

    The rear-mounted gearbox shifts fluently, without fussy jerkiness. Threading through heavy traffic, the biggest Ferrari ever a whopping mm long quickly shrinks around the driver.

    Maximum power of bhp is developed at a smooth rpm, shortly before the gearbox slides into the next ratio, just shy of the rpm red line. Positioning the engine behind the front axle line and suspension opens up space to allow longer, more direct induction, plus reduced exhaust back-pressure. Add a higher compression ratio and the makes an extra 98bhp over the 5. With a combined fuel figure of Gun it away from the lights and the real advantage of the new rearward weight bias is obvious.

    Loss of traction is never an issue, even on these treacherously wet roads. Feather the throttle momentarily and there is no wheelspin, no squat: At Fiorano, the belts out of the pits, with me attached. In four seconds flat it hits 60mph and, paddles-a-blur all the way down to the first corner, we nudge mph before pounding down on the discs for the second-gear turn.

    Pitch is minimal, the vented and drilled steel four-pot caliper brakes strong and progressive in their action. Yet it also stays light and manageable to promote a feeling of terrific agility. The body, now more firmly tied down, limits the onset of roll, though if you generate track-induced lateral forces, it certainly exists.

    Last lap, CST intrusion eliminated. Try this in a — or a M — and driving becomes an exercise in wheelspin control, with pirouettes inevitable. Hands off at mph, the tracks arrow-straight. This car is one magnificently comfortable pan-continental form of transport.

    Hmm, this is going to be the subject of much debate, I predict. For the record, the cabin is roomy, the dashboard simple in the extreme yet tasteful and beautifully finished. 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 analogue and digital displays. Under the same hooded cover are a central circular rev counter and offset speedo, and a small monitor that houses horizontal digital gauges and a trip computer.

    Small buttons on the back of the steering wheel allow the driver to scroll through the various functions. Ferrari well understands how to create a sense of drama inside its cars; the rev counter reads from one at the bottom to seven at the top in white numbers, before the rpm red line, with eight, nine and 10 in red.

    The seats are firm, supportive and electrically adjustable, like the steering wheel. And by no small margin in terms of cabin appeal. By any assessment it represents a significant departure for Maranello. Peugeot's rakish has been converted into a practical, load-lugging Renault Megane RS Trophy review.

    Ferrari 612 Scaglietti



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