{"id":12694,"date":"2018-12-05T08:30:17","date_gmt":"2018-12-05T07:30:17","guid":{"rendered":"http:\/\/sport-auto.ch\/essais\/?post_type=post&p=12694"},"modified":"2023-03-16T10:39:02","modified_gmt":"2023-03-16T09:39:02","slug":"ferrari-gtc-4-lusso-t","status":"publish","type":"post","link":"https:\/\/sport-auto.ch\/essais\/ferrari-gtc-4-lusso-t\/","title":{"rendered":"ESSAI FERRARI GTC 4 LUSSO T"},"content":{"rendered":"

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FERRARI
\nGTC 4 LUSSO T<\/h1>\n

L’essai Sport-Auto.ch du 5 d\u00e9cembre 2018<\/h2>\n

R\u00e9daction : Bob de Graffenried
\nPhotographies : Bob de Graffenried<\/h4>\n

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Pour notre 100\u00e8me essai de sportive, il fallait marquer le coup. Il nous fallait une voiture inaccessible et extravagante, et si elle pouvait provenir de l\u2019un des rares constructeurs que nous n\u2019avions pas encore eu la chance d\u2019essayer, ce serait parfait\u00a0! Nous nous sommes donc mis en qu\u00eate du graal. Et c\u2019est Ferrari qui a r\u00e9pondu pr\u00e9sent. Certes, on aurait r\u00eav\u00e9 \u2013 et on r\u00eave toujours \u2013 d\u2019une 488 Pista ou d\u2019une 812 Superfast, mais il faut savoir rester r\u00e9aliste\u00a0!<\/p>\n

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La Ferrari GTC 4 Lusso succ\u00e8de \u00e0 la FF apparue en 2011, qui \u00e9tait la premi\u00e8re Ferrari dot\u00e9e de quatre vraies places. Elle en reprend le concept avec ce profil particulier \u00e9lanc\u00e9 vers l\u2019arri\u00e8re \u2013 tant\u00f4t d\u00e9nomm\u00e9 Shooting Brake \u2013 tout en modernisant son physique et son habitacle pour coller aux codes stylistiques des Ferrari actuelles.<\/p>\n

Tout comme Aston Martin avec la DB11<\/a>, Ferrari pr\u00e9senta d\u2019abord une seule version \u00e9quip\u00e9e d\u2019un moteur V12 de 690ch, avant de succomber \u2013 pour les raisons que nous connaissons tous \u2013 au downsizing. C\u2019est alors qu\u2019apparu la GTC 4 Lusso T que voici.<\/p>\n

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propulsion
8 cyl. 3.9L bi-turbo
610 ch \/ 760 Nm
1’740 kg<\/p>\n

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Son nouveau moteur 3.9L V8 bi-turbo d\u00e9veloppe 610 ch \u00e0 7\u2019500 trs\/min, soit 80 ch de moins que le moteur V12 qui peut monter jusqu’\u00e0 8’000 trs\/min. Survient alors une question existentielle : quitte \u00e0 pouvoir s\u2019offrir une Ferrari, en quoi serait-ce logique de choisir le V8 suraliment\u00e9 alors qu\u2019il existe un V12 atmosph\u00e9rique ?<\/p>\n

Premi\u00e8rement, la version T est une propulsion, alors que la V12 est, \u00e0 l\u2019instar de la FF, une quatre roues motrices. Elle est donc plus l\u00e9g\u00e8re (- 55 kg) et promet une consommation abaiss\u00e9e de 30%, tout en revendiquant un c\u00f4t\u00e9 plus sportif. Toutefois, elle perd un gros point dans le domaine du spectre d\u2019utilisation, surtout dans notre pays o\u00f9 la client\u00e8le voue un fort int\u00e9r\u00eat aux tractions int\u00e9grales. Deuxi\u00e8mement, affich\u00e9e \u00e0 CHF 267’162.-, la version T est CHF 42’000.- moins ch\u00e8re que la V12, tout en revendiquant des performances tr\u00e8s proches : le 0-100 km\/h (3.5 secondes) ne lui demande qu’un petit dixi\u00e8me de seconde suppl\u00e9mentaire !<\/p>\n

[\/et_pb_text][\/et_pb_column][\/et_pb_row][et_pb_row admin_label=”Row” padding_mobile=”off” column_padding_mobile=”on” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”800px” make_fullwidth=”off” use_custom_width=”on” width_unit=”on” custom_width_px=”800px” global_colors_info=”{}” column_structure=”1_2,1_2″][et_pb_column type=”1_2″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_image admin_label=”Image 1 378×251″ src=”https:\/\/sport-auto.ch\/essais\/wp-content\/uploads\/2018\/12\/Ferrari-GTC-4-Lusso-T-52.jpg” show_in_lightbox=”on” align=”center” align_tablet=”center” align_last_edited=”on|desktop” _builder_version=”4.16″ animation_style=”slide” animation_direction=”top” animation_duration=”500ms” animation_intensity_slide=”10%” use_border_color=”off” always_center_on_mobile=”on” global_colors_info=”{}”]<\/p>\n

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[\/et_pb_image][\/et_pb_column][\/et_pb_row][et_pb_row admin_label=”row” padding_mobile=”off” column_padding_mobile=”on” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”800px” make_fullwidth=”off” use_custom_width=”on” width_unit=”on” custom_width_px=”800px” global_colors_info=”{}”][et_pb_column type=”4_4″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_text _builder_version=”4.16″ text_font=”Raleway||||” text_text_color=”#828282″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” text_orientation=”justified” use_border_color=”off” global_colors_info=”{}”]<\/p>\n

En parlant de consommation, les 11.6 l\/100km annonc\u00e9s en cycle mixte sont hors d’atteinte, mais il est clair que cela n’est pas la pr\u00e9occupation premi\u00e8re d’un conducteur de Ferrari. D’ailleurs, j’ai beau eu cherch\u00e9 mais n’ai pas trouv\u00e9 : l’ordinateur de bord n’indique pas la consommation !<\/p>\n

[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section bb_built=”1″ admin_label=”Grande Image” custom_padding_last_edited=”on|desktop” _builder_version=”4.16″ background_color=”rgba(255,255,255,0)” background_image=”https:\/\/sport-auto.ch\/essais\/wp-content\/uploads\/2018\/12\/Ferrari-GTC-4-Lusso-T-79b.jpg” custom_padding=”520px||520px|” custom_padding_tablet=”50px|0|50px|0″ custom_css_main_element=”min-height:400px;” global_colors_info=”{}” prev_background_color=”#ffffff” next_background_color=”#ffffff”][et_pb_row admin_label=”row” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”1080px” global_colors_info=”{}”][\/et_pb_row][\/et_pb_section][et_pb_section bb_built=”1″ admin_label=”section” custom_padding_last_edited=”on|desktop” _builder_version=”4.16″ background_color=”#ffffff” custom_padding_tablet=”50px|0|50px|0″ transparent_background=”off” padding_mobile=”off” make_fullwidth=”off” use_custom_width=”off” width_unit=”on” global_colors_info=”{}” prev_background_color=”rgba(255,255,255,0)” next_background_color=”rgba(255,255,255,0)”][et_pb_row admin_label=”row” padding_mobile=”off” column_padding_mobile=”on” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”800px” make_fullwidth=”off” use_custom_width=”on” width_unit=”on” custom_width_px=”800px” global_colors_info=”{}”][et_pb_column type=”4_4″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_text _builder_version=”4.16″ text_font=”Raleway||||” text_text_color=”#828282″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” text_orientation=”justified” use_border_color=”off” global_colors_info=”{}”]<\/p>\n

A l\u2019int\u00e9rieur, la v\u00e9ritable surprise de cette Ferrari GTC 4 Lusso T r\u00e9side dans l\u2019espace offert aux passagers arri\u00e8re. Sa forme lui offre en effet une garde au toit lui permettant d\u2019accueillir des adultes de 185 cm sans aucune g\u00eane. Sur notre v\u00e9hicule d’essai, le toit int\u00e9gralement vitr\u00e9 (CHF 17’500.-) permet en outre de gagner quelques pr\u00e9cieux centim\u00e8tres. En comparaison, une Bentley Continental<\/a> s\u2019av\u00e8re nettement plus confin\u00e9e. Cette carrosserie singuli\u00e8re offre par ailleurs un meilleur acc\u00e8s au coffre de 450 litres, qui mise plus sur la hauteur que la profondeur.<\/p>\n

[\/et_pb_text][\/et_pb_column][\/et_pb_row][et_pb_row admin_label=”Row” padding_mobile=”off” column_padding_mobile=”on” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”800px” make_fullwidth=”off” use_custom_width=”on” width_unit=”on” custom_width_px=”800px” global_colors_info=”{}” column_structure=”1_2,1_2″][et_pb_column type=”1_2″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_image admin_label=”Image 1 378×251″ src=”https:\/\/sport-auto.ch\/essais\/wp-content\/uploads\/2018\/12\/Ferrari-GTC-4-Lusso-T-76.jpg” show_in_lightbox=”on” align=”center” align_tablet=”center” align_last_edited=”on|desktop” _builder_version=”4.16″ animation_style=”slide” animation_direction=”top” animation_duration=”500ms” animation_intensity_slide=”10%” use_border_color=”off” always_center_on_mobile=”on” global_colors_info=”{}”]<\/p>\n

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Les mat\u00e9riaux utilis\u00e9s dans l\u2019habitacle sont d\u2019excellente facture, et les rares plastiques sont bien assembl\u00e9s. Le design de la partie centrale de la planche de bord est toutefois assez particulier. Les coutures doubles, les boutons entourant le large \u00e9cran tactile de 10.2 pouces et les buses de ventilation surgissant telles des chemin\u00e9es surchargent passablement l\u2019ensemble.<\/p>\n

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Aussit\u00f4t install\u00e9 \u00e0 la place du pilote, le superbe volant en cuir\/carbone (CHF 6’520.-) ne manque pas de faire son effet. Au-dessus, un traditionnel compte-tours analogique me fait face, entour\u00e9 de deux \u00e9crans param\u00e9trables. Si mes 195 cm trouvent sans peine une position de conduite acceptable, deux \u00e9l\u00e9ments sont \u00e0 d\u00e9plorer. Premi\u00e8rement, je ne peux pas monter suffisamment le volant, ce dernier masquant la partie sup\u00e9rieure du compte-tours. Mais surtout, plus regrettable pour un v\u00e9hicule de cette trempe, l\u2019appui-t\u00eate est fixe et couvre tout juste ma nuque. Mais pour Jessica, qui nous avait d\u00e9j\u00e0 accompagn\u00e9s sur l\u2019essai de la Lexus LC500h<\/a>, ce n\u2019est pas un probl\u00e8me. Attention, je n\u2019ai pas dit qu\u2019elle \u00e9tait petite pour autant\u00a0!<\/p>\n

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Il est temps de d\u00e9marrer le 3.9L V8 bi-turbo plac\u00e9 en position centrale avant au moyen du bouton rouge situ\u00e9 sur le volant. Apr\u00e8s un coup de gaz frimeur \u2013 et non d\u00e9sactivable \u2013 le V8 s\u2019\u00e9broue dans une relative discr\u00e9tion, contradictoire avec ce \u00e0 quoi l\u2019on peut attendre d’une Ferrari. Esp\u00e9rons que le passage en mode Sport changera la donne\u00a0!<\/p>\n

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La conduite en ville ne pose aucun probl\u00e8me, la voiture est assez maniable une fois que l\u2019on a assimil\u00e9 ses 4,92m ainsi que la longueur de son capot. Les diff\u00e9rentes cam\u00e9ras offrent une vision p\u00e9riph\u00e9rique de tr\u00e8s bonne qualit\u00e9. L\u2019ergonomie pourrait \u00eatre en revanche am\u00e9lior\u00e9e\u00a0; alors que l\u2019\u00e9cran gauche de l\u2019ordinateur de bord se commande via une molette situ\u00e9e sur le tableau de bord, celui de droite se pilote via une minuscule molette implant\u00e9e derri\u00e8re le volant. Le bouton pour le chauffage du si\u00e8ge se trouve sur le c\u00f4t\u00e9 de ce dernier, ce qui n\u2019est pas pratique, m\u00eame s’il est possible d\u2019activer le chauffage des si\u00e8ges via l\u2019\u00e9cran central \u2013 \u00e0 condition de se trouver dans le menu d\u00e9di\u00e9 \u00e0 la climatisation.<\/p>\n

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Naturellement, l\u2019absence de comodo de clignotants afin d\u2019offrir plus d\u2019espace autour des palettes en carbone est aussi perturbant, mais c\u2019est un choix op\u00e9r\u00e9 par la marque depuis des ann\u00e9es. On ne peut donc pas vraiment parler de lacune ergonomique, m\u00eame s’il faut avouer qu\u2019activer les clignotants via les boutons situ\u00e9s sur le volant n\u2019a rien d\u2019\u00e9vident, m\u00eame apr\u00e8s plusieurs jours d\u2019essai. Ce choix pourrait \u00eatre jug\u00e9 comme discutable sur un v\u00e9hicule vou\u00e9 \u00e0 \u00eatre utilis\u00e9 quotidiennement. D\u2019un autre c\u00f4t\u00e9, on peut comprendre le constructeur transalpin de vouloir homog\u00e9n\u00e9iser la conduite de tous ses mod\u00e8les afin de ne pas d\u00e9router les aficionados qui en poss\u00e8dent plusieurs. Conduire une Ferrari sans savoir utiliser correctement ses clignotants, cela a d\u00fb en faire sourire plus d\u2019un de l\u2019ext\u00e9rieur\u00a0!<\/p>\n

[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section bb_built=”1″ admin_label=”Grande Image” custom_padding_last_edited=”on|desktop” _builder_version=”4.16″ background_color=”rgba(255,255,255,0)” background_image=”https:\/\/sport-auto.ch\/essais\/wp-content\/uploads\/2018\/12\/Ferrari-GTC-4-Lusso-T-84b.jpg” parallax=”on” custom_padding=”520px||520px|” custom_padding_tablet=”50px|0|50px|0″ custom_css_main_element=”min-height:400px;” global_colors_info=”{}” prev_background_color=”#ffffff” next_background_color=”#ffffff”][et_pb_row admin_label=”row” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”1080px” global_colors_info=”{}”][\/et_pb_row][\/et_pb_section][et_pb_section bb_built=”1″ admin_label=”section” custom_padding_last_edited=”on|desktop” _builder_version=”4.16″ background_color=”#ffffff” custom_padding_tablet=”50px|0|50px|0″ transparent_background=”off” padding_mobile=”off” make_fullwidth=”off” use_custom_width=”off” width_unit=”on” global_colors_info=”{}” prev_background_color=”rgba(255,255,255,0)” next_background_color=”rgba(255,255,255,0)”][et_pb_row admin_label=”row” padding_mobile=”off” column_padding_mobile=”on” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”800px” make_fullwidth=”off” use_custom_width=”on” width_unit=”on” custom_width_px=”800px” global_colors_info=”{}”][et_pb_column type=”4_4″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_text _builder_version=”4.16″ text_font=”Raleway||||” text_text_color=”#828282″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” text_orientation=”justified” use_border_color=”off” global_colors_info=”{}”]<\/p>\n

Le passage en mode Sport durcit l\u00e9g\u00e8rement les suspensions et am\u00e8ne un suppl\u00e9ment sonore bienvenu. L\u2019emprunte sonore commune aux Ferrari est bien l\u00e0, mais le d\u00e9licieux feulement du V8 manque encore de coffre \u00e0 mon go\u00fbt. Il est de surcro\u00eet r\u00e9guli\u00e8rement d\u00e9teint par le bruit de la suralimentation. Heureusement, malgr\u00e9 la pr\u00e9sence des deux turbos, le V8 offre un excellent agr\u00e9ment sur toute sa plage d\u2019utilisation\u00a0: la r\u00e9ponse \u00e0 l\u2019acc\u00e9l\u00e9rateur est instantan\u00e9e et les mont\u00e9es en r\u00e9gimes se font sans rel\u00e2che jusqu\u2019au rupteur. Et pour mettre au courant votre passager de toutes vos frasques, Ferrari propose en exclusivit\u00e9 un \u00e9cran suppl\u00e9mentaire (CHF 5’070.-) qui permet d’afficher diff\u00e9rentes informations.<\/p>\n

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Sur le sec, la Ferrari GTC 4 Lusso T est difficile \u00e0 prendre en d\u00e9faut. Sans garder la t\u00eate froide, elle me catapulterait rapidement \u00e0 des vitesses inavouables, m\u00eame en courbes. Inutile de pr\u00e9ciser que la bo\u00eete F1 \u00e0 double embrayage est ultra rapide, et le couple de 760 Nm (sup\u00e9rieur \u00e0 celui du V12 atmo) est constant de 3’000 \u00e0 5\u2019250 trs\/min ! La direction directe et tr\u00e8s incisive donne l\u2019impression de piloter une auto avec un empattement court, ce qui n\u2019est pas le cas. La magie des quatre roues directrices participe \u00e9galement \u00e0 ce sentiment, sans doute ! Une fois acclimat\u00e9 avec la course anormalement longue des freins carbone c\u00e9ramique, je freine de plus en plus tard et ouvre plus g\u00e9n\u00e9reusement. L\u2019arri\u00e8re chasse alors gentiment, juste assez pour me rappeler qu\u2019il s\u2019agit d\u2019une propulsion.<\/p>\n

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Le lendemain, il me faudra composer avec une route mouill\u00e9e par endroits pour me rendre au Col des Mosses par Ch\u00e2teaux d\u2019Oex. Inutile de me rappeler qu\u2019un mode de conduite Wet existe, je compte bien rester en mode Sport afin d\u2019\u00e9viter que la moindre relance ne transforme l\u2019instrumentation en sapin de No\u00ebl. Et c\u2019est l\u00e0 que la GTC 4 Lusso T m\u2019aura le plus impressionn\u00e9. Sans doute aussi car je n\u2019ai pas \u00e9t\u00e9 assez fou pour chercher ses limites sur le sec. Vu les vitesses d\u2019approches inf\u00e9rieures sur le mouill\u00e9, j\u2019ai os\u00e9 la provoquer plus franchement malgr\u00e9 ses 1\u2019740 kg \u2013 un poids encore correct au vu de ses dimensions. Pas de sous-virage \u00e0 d\u00e9plorer en entr\u00e9e de courbe. Le placement est ultra pr\u00e9cis, je n\u2019ai vraiment pas l\u2019impression de conduire une voiture pouvant accueillir 4 adultes dans un tel raffinement.<\/p>\n

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Puis vient la relance en sortie de courbe, et la d\u00e9monstration des italiens continue \u00e0 travers les aides \u00e9lectroniques tr\u00e8s bien calibr\u00e9es en mode Sport, qui tol\u00e8rent un survirage certain sans que le pilote ne se sente \u00ab\u00a0castr\u00e9\u00a0\u00bb par des coupures intempestives de l\u2019anti-patinage ou autres interventions de l\u2019ESP. Le dernier mode disponible, coupant toutes les aides\u00a0\u00e9lectronique, je l\u2019ai pour une fois laiss\u00e9 de c\u00f4t\u00e9. D\u00e9j\u00e0 parce que le mode Sport ne m\u2019a pas emp\u00each\u00e9 de profiter pleinement de l\u2019auto. Ensuite, car je n\u2019ai pas tous les jours entre les mains une voiture de 610ch valant, options comprises, CHF 382’132.-\u00a0! Ne pilote pas sans filet une Ferrari qui veut\u00a0!<\/p>\n

[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section bb_built=”1″ admin_label=”Grande Image” custom_padding_last_edited=”on|desktop” _builder_version=”4.16″ background_color=”rgba(255,255,255,0)” background_image=”https:\/\/sport-auto.ch\/essais\/wp-content\/uploads\/2018\/12\/Ferrari-GTC-4-Lusso-T-32.jpg” custom_padding=”520px||520px|” custom_padding_tablet=”50px|0|50px|0″ custom_css_main_element=”min-height:400px;” global_colors_info=”{}” prev_background_color=”#ffffff” next_background_color=”#ededed”][et_pb_row admin_label=”row” _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”1080px” global_colors_info=”{}”][\/et_pb_row][\/et_pb_section][et_pb_section bb_built=”1″ custom_padding_last_edited=”on|desktop” _builder_version=”4.16″ background_color=”#ededed” parallax=”on” custom_padding_tablet=”50px|0|50px|0″ transparent_background=”off” padding_mobile=”off” make_fullwidth=”off” use_custom_width=”off” width_unit=”on” global_colors_info=”{}” prev_background_color=”rgba(255,255,255,0)” next_background_color=”#ffffff”][et_pb_row _builder_version=”4.16″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” max_width=”1080px” global_colors_info=”{}”][et_pb_column type=”4_4″ _builder_version=”4.16″ custom_padding=”|||” global_colors_info=”{}” custom_padding__hover=”|||”][et_pb_text admin_label=”Titre (Verdict)” _builder_version=”4.16″ text_font=”Raleway||||” text_text_color=”#828282″ text_font_size=”38″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” text_orientation=”justified” custom_padding=”30px||20px|” use_border_color=”off” border_color=”#ffffff” border_style=”solid” global_colors_info=”{}”]<\/p>\n

L’avis de Sport-Auto.ch<\/p>\n

[\/et_pb_text][et_pb_text admin_label=”Votre Verdict” _builder_version=”4.16″ text_font=”Raleway||||” text_text_color=”#828282″ background_size=”initial” background_position=”top_left” background_repeat=”repeat” text_orientation=”justified” use_border_color=”off” global_colors_info=”{}”]<\/p>\n

Ferrari fait partie de ces constructeurs prestigieux qui savent vous plonger dans une atmosph\u00e8re sans pareil et imm\u00e9diatement reconnaissable. Malgr\u00e9 sa vocation plus polyvalente que supersportive, la GTC 4 Lusso T ne d\u00e9roge pas \u00e0 la r\u00e8gle\u00a0: emprunte sonore singuli\u00e8re (quoique trop discr\u00e8te), volant rappelant celui d\u2019une voiture de course, performances et comportement dynamique fantastiques, r\u00e9ponse \u00e0 l\u2019acc\u00e9l\u00e9rateur instantan\u00e9e, sans oublier un charisme toujours aussi singulier. Des ingr\u00e9dients qui pourront \u00eatre d\u00e9gust\u00e9s au quotidien par quatre personnes. A condition de ne pas avoir besoin d\u2019une transmission int\u00e9grale, pour CHF 42’000.- de moins que la V12 tout en revendiquant des performances tr\u00e8s proches, cette version T s’av\u00e8re \u00eatre une alternative tout-\u00e0-fait cr\u00e9dible. Un choix presque raisonnable, en somme !<\/b><\/p>\n

bob[@]sport-auto.ch<\/p>\n

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