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Most textbooks (or in this case Wikipedia) will tell you “A small force applied for a long time can produce the same momentum change as a large force applied briefly, because it is the product of the force and the time for which it is applied that is important.” So what about a large force applied for a long time? The mid-front mounted naturally-aspirated V12 produces 502Nm at a mere 1000rpm, and has a torque curve that slopes positively all the way to 6000rpm, where it dishes out 683 Newton metres of the big ‘T’. At 8000rpm you get 651 horses, and all of this equates to an almighty shove in the back – so brace yourself.
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The FF is 4.9 metres long and 1.95 metres wide, but sits squat at just under 1.4 metres in height. It is aggressive and impressive; the early press images did a grave disservice to the styling team. Chatting to the Press Office at Ferrari S.P.A., the manufacturer is well aware of it. But now, in the flesh, it matters not, because it is as glorious as any other Ferrari before it. The roof angle is not all that square, and the flanks of the car rise to a voluptuous rear-end. The front three-quarter view of the car is pure Ferrari, and the rear will grow on all ye naysayers. Take a closer look at the rear lights and you’ll notice they’re flanked by cleverly crafted ducts that allow pressurised air from the undercarriage to vent out the back. Dubbed as ‘base bleed’, this design reduces rear turbulence, and in combination with a rear diffuser, increases laminar flow. That means, aerodynamically, it’s slick.
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The interior is as sumptuous as anything else I’ve driven, bespoke or otherwise. The fit and finish is spectacular, with fabulous seats and novel ergonomic touches rounding off the cabin. The steering wheel is home to most of the controls, and indicating took some getting used to. Gone are the stalks and levers; they’ve been replaced with buttons. So like some hobo hitchhiker, you now use your thumbs to indicate. Designed to accommodate a large driver as well as rear occupants up to 6 feet tall, the FF is roomier than you’d expect. You can stow 450 litres of luggage with four passengers in the car, and if you drop the seats flat that opens up to over 800 litres. During the official stuff, I caught a glimpse of a visual depicting a Labrador seated in the rear compartment. This may be a little far fetched, but skis, golf bags, scuba gear and suitcases pose no problem.
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Back at the helm, I find a flat strip of tarmac and engage launch control. The 5-position Manettino (which now offers a setting for optimised driving in snow and in wet conditions) is probably where it shouldn’t be – allowing me to go a little berserk. I drop the hammer and we’re off; just a little squirminess. The sound of nature’s forces in turmoil are my soundtrack. 0-100km/h in 3.7 seconds, and there is nowhere near enough room to get up to the car’s 335km/h limit. This. Car. Is. Stunning. Keeping the speed up via the awesomely fast 7-speed DCT transmission, I dip into several treacherous turns and immediately I feel the two wet clutches in the power transfer unit directing torque to the front wheels; the sensation is similar to that felt from torque vectoring systems in other manufacturers’ cars – where there is that slight give and take for traction’s sake, however, this is delivered under power and not as a brake ‘intervention’.
