5 Tips To Find The Best Car For You

5 Tips To Find The Best Car For You


Picking the perfect ride: Five tips to find the best car for you can help you can decide what you want in a vehicle before you hit the car lots. Find out all you can about the different make and model vehicles and what they offer you before you start looking. Research car financing options to get the best deals!

(ARA) - "If my van doesn't start, I'm in trouble," says Leanne Kocsis, a working mom whose family of six relies on having a vehicle. It must run reliably, accommodate her family, keep them safe and be fuel efficient. And, the loan payments can't rob their savings.

Whether you're a soccer mom or a jet-setter, choosing the right vehicle isn't something to take lightly.

"Do your research before you buy," advises Kocsis. As a member of financial services provider USAA, she used car-buying tools on USAA.com to find her match, a Toyota Sienna.

"The car-buying experience is unique to each person," says Steve Thompson, assistant vice president in charge of USAA's Car Buying Service. "We try to help people understand the cost and value of a vehicle - beyond the sticker price - so they can get the right car for their needs."

Savvy shoppers get the most for their money by weighing all options in advance. Start your search with these factors in mind.

1. Fuel Economy 

Soaring gas prices increase demand for fuel-efficient vehicles. But, carefully consider whether you drive enough to make fuel economy important. Double-check your math for hybrid vehicles. Unless you're a road warrior, a hybrid's fuel savings may not offset the higher purchase price.

What about electric cars? The technology and infrastructure is still in its infancy, and Thompson and Jesse Toprak, vice president of industry trends for TrueCar.com, agree that buying now is risky for cost-conscious consumers.

2. Safety 
Safety should play a role in every car-buying decision. You can find most crash test ratings at the Insurance Institute for Highway Safety website at www.iihs.org.

Most new cars come with extensive safety features such as air bags, anti-lock brakes and crumple zones. You can decide whether additional precautions are worth the extra cost.

3. Reliability 

Objective research tools such as Consumer Reports offer predictions of reliability based on their own road tests, consumer surveys and other data. Be sure to also check used-car listings. If the vehicle you're considering tends to sell for much less than similar models, that might indicate poor performance. For new cars, reliability reports are generally positive. If reliability is a concern, consider an extended warranty. Extended warranties come in all shapes and sizes, so do your homework.

4. Insurance Costs

Your age, where you live, and how you drive affect your insurance premiums. But your car makes a difference too. You might pay more to insure a vehicle that has been involved in more accidents, causes more damage, costs more to repair or is stolen more frequently than other models.

"If you're on the fence between two similar models, an insurance quote might help you decide," says Thompson.

5. Financing 

Don't wait until you're at the dealership to discuss financing. A lower annual percentage rate could save hundreds of dollars over the life of the loan, even if it means passing up a dealership cash rebate.

"We got pre-approved for an auto loan from our bank and gave the dealer the chance to match it," says Kocsis. "They couldn't come close."

Eliminate The Guesswork 

Choosing the right car can be time-consuming and confusing. To make it easier, some service providers do the research for you. 
USAA's "Best Value" list, for example, uses quantitative data to recommend one vehicle in each of 16 categories, from SUVs to compacts, as the best overall buy. Vehicles are ranked by relating the purchase price to a litany of other factors affecting safety, power, reliability, fuel efficiency, insurance costs and more. The 2011 list is available at www.usaa.com/bestvalue.Editor’s Note: 

BMW Concept Cars: BMW Vision ConnectedDrive Concept Car 2011

BMW Concept Cars now include the BMW Vision ConnectedDrive Concept Car introduced at the Geneva Motor Show 2011.

Pushing New Boundaries in the Realm of Automotive Technology


The BMW Vision ConnectedDrive prototype car is actually a two seat roadster with advanced in-car technology, which brings comfort, safety, and infotainment together using a three layer lightning system. This new BMW concept car was introduced at the 2011 Geneva Motor Show. The main design element of the car dropped a few jaws since the design showcases current as well as future technology.

The layering concept behind the car demonstrates the bond between the driver, passenger, vehicle, and the environment. Data interaction is demonstrated through a complex light system, which shows the path of data exchange between the driver, vehicle, and the passenger.


The Exterior Design

The long wheel base and the long hood and set back seating make the ConnectedDrive concept look like its accelerating while it’s standing still. The distinctive flowing lines and taunt surfaces compliment the front and rear design. They make the exterior look like something from another century. The sliding doors, which disappear into the body, emphasize the link between the vehicle and the environment, and the front and rear lights have sensors that monitor traffic as well as the external environment.


The Interior Design

The interior has three very distinct layers: Safety, comfort, and infotainment. Each layer has a corresponding lighting system. Those layers are defined by motion, color, rhythm, and texture. The emerging path of the information can be seen through fiber optic lightning within transparant surfaces.

1. The first layer is designed to focus on safety so a red light wraps around the driver and it merges in a cone fashion on the hood. The red light represents the stream of safety specific information as well as the driver’s focus on the surroundings as well as the road.

2. The second layer includes the safety layer, but extends to the passenger cell. It focuses on infotainment and it’s outlined by a blue light.

3. The third layer concentrates on the vehicle and the world around it using a green light, which starts and ends with two antennas, which take the place of wing mirrors.

The head-up display provides the driver with as much or as little information as needed so the driver is able to feel a closer connection with the vehicle. The fully customizable HUD provides points-of-interest icons and road information in the driver’s field of vision. The amount and how the information is displayed can be set to fit personal preferences.

Learn more about the BMW Vision Concept and it's full range of driver assistance systems and the mobility services available in the BMW ConnectedDrive Online Guide.

Chevy Volt is a one-of-a-kind car

Chevy Volt is a one-of-a-kind car
By RYAN BERLIN

The new Chevrolet Volt is truly a one of a kind car.

“The technology is miles ahead of everybody else,” Graff Chevrolet general manager Jim Messick said. “BMW was working on similar technology and when they saw the Volt that scrapped their multi-million dollar research and started over.”

“The only thing it’s missing is a flux capacitor,” Jason Shirely, Graff sales and leasing professional, said jokingly.

Graff Chevrolet is the only dealership in Isabella County to be lucky enough to have one of the technologically advanced machines

To learn about the new technologies that the Volt offers, Shirely had to spend all day in a class.

The $41,000, MSRP, car is fully electric.

It has a battery on board that will last for around 50 miles, depending on terrain and weather conditions.

When the charge is out the car has an electric generator, which is fueled by gasoline, which will last for about 340 miles.

“You can take this vehicle every night, plug it into your garage, unplug it in the morning, drive to work, drive home, and never use gasoline,”

According to the EPA, Volts total miles range can reach 379. For comparison Nissan’s Leaf, which is all electric, can reach anywhere from 63 to 168 miles.

The main difference between the two is the generator.

Because the Volt has a generator, when it is done with its charge it can go for another 340 miles. When the Leaf loses its charge you need to stop and “fuel back up.”

“(The Volt) was designed with enough capability where if you want to drive it across the country you can. If you want it to be your daily commuter you can use it as that also.”

Potentially gasoline could be sitting in the Volt for a year. It is because of this that the fuel system is pressurized.

The Car has an onboard system that will monitor the gasoline and test the condition of the fuel.

“At some point you will get a notification to let you know that the gasoline needs to purge the system,” Shirely said. “With your permission the generator will run and burn that gasoline until the next charge.”

Every Volt comes with a 120V plug that you can keep anywhere.

“(Charging) is as simple as hooking up your Christmas lights.”

The Volt is an incredibly efficient car.

On the standard 120V outlet the car can become fully charged in 10 hours. It can also be charged on a 240V outlet and be fully charged in four hours.

Driven on gas only, the Volt will average 37 miles per gallon, combined city and highway driving.

When driving on a full charge, in just the first 35 miles, the car will average 93 miles per gallon.

The car battery has an eight year 100,000 mile warranty. So if something were to go wrong with it, it should be covered under the factory warranty.

“When you do need a new one somewhere down the road it will be like getting any other General Motors part,” Shirely said.

“You come into your service center and we take care of you here.”

The technology is so fresh that to even acquire a new battery would be an undertaking.

To help control fuel efficiency there are four different drive modes; eco, normal, sport, and mountain.

Eco mode cuts off the AC which helps save on miles.

Sport mode is going to maximize your power, declining the fuel efficiency and charge on the battery.

Mountain mode will help people climb steep hills and add more power as well.

Driven on gas only, the Volt will average 37 miles per gallon, combined city and highway driving.

When driving on a full charge, in just the first 35 miles, the car will average 93 miles per gallon.

The car battery has an eight year 100,000 mile warranty. So if something were to go wrong with it, it should be covered under the factory warranty.

“When you do need a new one somewhere down the road it will be like getting any other General Motors part,” Shirely said.

“You come into your service center and we take care of you here.”

The technology is so fresh that to even acquire a new battery would be an undertaking.

To help control fuel efficiency there are four different drive modes; eco, normal, sport, and mountain.

Eco mode cuts off the AC which helps save on miles.

Sport mode is going to maximize your power, declining the fuel efficiency and charge on the battery.

Mountain mode will help people climb steep hills and add more power as well.

PSCars.com Car Configurator Provides Unique Benefits

PSCars.com Car Configurator Provides Unique Benefits to Online Vehicle Shoppers and Auto Dealers

PSCars.com today revealed its new CarConfigurator package that allows online vehicle buyers the opportunity to build the new or used car of their choice and gives auto dealers an opportunity to interact with buyers during this important stage of the online shopping process.

PSCars.com is offering demos of its Car Configurator and other elements of its online vehicle shopping platform for auto dealers at the Digital Dealer Conference & Exposition (April 19-21, 2011), at Booth #335 in Orlando, FL.

"We've designed the Car Configurator to be the most technologically advanced and functionally user-friendly tool available on the market," says Paola Urrutia, Marketing Coordinator at PSCars.com. "For dealers, the Car Configurator offers a compelling and uncluttered branding opportunity to connect with customers and close deals."

The Car Configurator is a unique, 3D, single-panel user interface that allows consumers to build the vehicle of their dreams. It offers advanced features unlike any other platform currently available and enables the consumer to configure both new and pre-owned vehicles; with PSCars.com the consumer can not only configure the current model year, but a vehicle from any model year back to 2001. They can select interior and exterior colors, trim options and packages, and accessories for their vehicle. The Car Configurator also allows consumers the ability to compare their vehicle of choice with other makes and models, offering drill-downs on key elements such as leg room, head room and trunk space.

Consumers access the Car Configurator through the PSCars.com site and social media spaces, such as Facebook. In test markets, the Car Configurator has proven a winner, with many consumers using the "share" option to show off their custom-built vehicle to friends and family.

For dealers, the PSCars.com Car Configurator offers a unique online vehicle merchandising opportunity on two fronts:

1.  The Car Configurator is designed to offer participating dealers exclusive branding and multiple customer touch-points to interact with online shoppers as they configure a vehicle and move to purchasing decisions. The "touch points" include queries for test drives, live chats with salespeople and options for vehicle shoppers to submit their vehicle of choice to a dealer to make an offer and close a deal.

2.  The Car Configurator offers dealers insights into the types of vehicles and options vehicle buyers in their market areas want to purchase. (In California, for example, the top consumer-configured new vehicles in early April were the 2011 Chevrolet Camaro, the 2011 Chevrolet Cruze and the 2011 Mercedes C 300. The top three configured used vehicles were the 2008Nissan Altima, the 2008 Honda Civic and the 2008 Toyota Camry.)

"The data we collect on consumer vehicle preferences can be a valuable complement to dealers' inventory management decisions," Urrutia says. "We believe we're capturing the pulse of buyers more effectively than other online vehicle shopping sites."

The PSCars.com Car Configurator package is part of the company's vision to transform online vehicle shopping through a content- and technology-rich experience for consumers and an exclusive, uncluttered branding and merchandising environment for dealers. The company anticipates significant growth in 2011 as it launches a national consumer advertising campaign and builds its partnerships with franchised dealers.

About PSCars.com: (http://www.pscars.com):

PSCars.com offers a revolution in online vehicle shopping for dealers and consumers. Blending the best of experiential and 3D technologies, PSCars.com provides research and shopping features like its New Car Showcase, Used Car Showcase, Car Configurator and Negotiator to provide a self-directed, 'no scroll' shopping experience for consumers and a branded, no-clutter sales environment for dealers to serve customers and close deals. PSCars.com is part of the Practical Systems™ family of applications, which combines today's technology with real life needs to create a more positive experience for online consumers and retailers.

How to know when it’s time to downsize your car

How to know when it’s time to downsize your car

With gasoline prices stretching toward $4 a gallon and beyond, many Americans are thinking about trading in big cars for something a little more fuel-efficient. In a recent poll conducted by the Consumer Reports National Research Center, more than twice as many consumers said they’d choose a small car as their next vehicle, as would choose a small, midsize or large SUV; a minivan; or a pickup.


But there’s a lot to consider before you decide to trade in your old gas guzzler: 

• How much utility are you willing to sacrifice in the quest for mpg? You might save thousands of dollars a year trading your Suburban for a Subaru, but if you can’t fit everybody in to go on vacation, you’ll likely be miserable and want to trade back as soon as gas prices go back down.
• How much gas will you really save? Will the new car really get the mpg you want? We’ve found in our testing that real-world overall mpg (combining city and highway mileage) is often considerably less than the EPA highway mileage figure that manufacturers advertise.
• Most importantly, will the money you save on gas make up for the increased depreciation on buying a new car? In our previous analysis, we’ve found that downsizing to a new car rarely pays off, unless you’ve owned your car for several years and were planning on buying a new car anyway.

To really understand the financial impact of trading a car for a smaller model requires understanding the factors that go into cost of ownership more broadly.

Consumer Reports calculates owner costs for every vehicle on the market. The factors that go into our owner cost estimates include:


Depreciation (calculated from CR's Auto Price Service data).


Fuel costs (based on 12,000 miles a year, Consumer Reports real-world overall fuel-economy test results, and our estimate of the national average gasoline price of $3.60 a gallon).


Interest on financing (national average rates from 2005 and 2008, applied to 60-month terms).


Insurance costs (derived from quotes and Insurance Institute for Highway Safety data).


Maintenance and repair (based on survey responses from 675,000 Consumer Reports and ConsumerReports.org subscribers).


Sales tax (based on the national average)
Operating expenses, such as fuel, insurance, maintenance, and repair costs slap you in the face every time you write a check. But the other expenditures, known as carrying costs, are more subtle. They slowly erode the value of the car-and your bank account- over time.


By far the largest cost of owning a car is depreciation, the chief carrying cost. Depreciation accounts for almost half the cost of owning a car over the first five years of ownership, with the biggest hit coming in the first few years. That’s why trading in your car early smacks you a double whammy on depreciation. First, you’ve already paid the biggest chunk of depreciation on your old car. Then, you’ll pay the biggest chunk on your new car, as well.


Fuel costs come in a distant second in the bite they take out of your wallet. But even at $4 a gallon, unless you buy a car with dramatically better fuel economy than your old one, the savings over a typical ownership period can be slim. (See our annual fuel savings by mpg chart for examples.)


Our survey respondents said the median fuel economy they got in their current car is 23 mpg. And our tests show that to save even $500 a year over a 23 mpg car, your choices would be limited to hybrids, diesels, and a handful of small cars that get more than 29 mpg overall.


And that’s the other downside of downsizing. Most small cars that get especially good fuel economy sacrifice space for families and versatility for occasional hauling needs.


In general, trading a vehicle that gets very low mileage for one that does somewhat better will yield greater savings than trading a car that gets decent mileage for a first-class fuel miser. That’s because miles per gallon is not a linear measurement. In annual consumption, the difference between going from a 14 mpg SUV to a 19 mpg SUV will save you more fuel-and money-than going from a 23 mpg car to a 29 mpg car.

MPG	Gallons per 100 miles	Fuel cost for 12,000 miles	Cost savings from 5 mpg gain
10	10	$4,800	—
15	6.67	$3,200	$1,600
20	5	$2,400	$800
25	4	$1,920	$480
30	3.33	$1,600	$320
35	2.86	$1,371	$229
40	2.5	$1,200	$171
45	2.22	$1,067	$133
50	2	$960	$107

So, there’s a lot to consider if you’re thinking about downsizing your car. To help, we’ll look at examples of downsizing that do save you money, some that don’t, and provide a list of vehicles that offer the most utility for the money. Through the series, we’ll provide some extreme examples of downsizing, provide the numbers to show how long you should wait before downsizing, and explore whether it makes sense to trade for a higher mpg used car to save on depreciation.


So come along for the ride and we’ll save you some bread. If you have your own downsizing story, please share it with us in the comments below. We look forward to the trip.

—Eric Evarts

Gas Doesn't Have to Make You Broke

Savings Experiment: How to Suffer Less Pain at the Pump

By Barbara Thau

The rising price of gasoline -- an unavoidable expense for many -- is a worrisome fact of life that can send your blood pressure up right along with those price hikes.

And ongoing turmoil in the Middle East could push gas prices up further to over $4 a gallon in some parts of the country, experts say.

Those price increases are also being fueled by an improving economy, Patrick DeHann, senior petroleum analyst for GasBuddy.com, tellsWalletPop. "More people are working and taking vacations," he says. And "When the economy is doing better, there is more of a demand for gas."

Don't despair. We've outlined some simple ways to trim your gas bill to help cushion the blow from pain at the pump.

Tap Small Stations, Early Week Fill Ups for Savings

Knowing where and when to buy gas can help trim your bill.

Contrary to common knowledge, your local, independent gas station is likely a cheaper option than the big suppliers. "Branded outlets like BP, Shell and Exxon Mobile tend to be priced higher," DeHann says.

The large gas companies are required to purchase a particular type of gas to meet contract requirements, "and many times that's more expensive. The difference in price can be anywhere from the same price to 5 cents to 10 cents cheaper a gallon," he says. While not a huge number, "it's enough to make a difference."

You also should consider filling up on gas at the beginning of the week, such as on a Monday or Tuesday.

That's because the Department of Energy releases a weekly report on Wednesday, and when the news is sour, "gas prices tend to rise," which impacts prices on Thursday and Friday, DeHann says. So filing up your tank early in the week can save you a few pennies a gallon.

If you're a smart-phone owner, tap free apps from GasBuddy.com and Cheap Gas that guide you to where to buy the least-expensive gas in your area.

You can also use tap Fueleconomy.gov's app to calculate gas mileage (MPG), annual fuel costs, annual petroleum use, and the carbon footprint information for your car or truck.

Premium Vs. Regular Gas

If you're buying premium gas when your car only requires regular gas, you're throwing money down the drain -- anywhere from 20 cents to 35 cents a gallon, experts say.

"Consumers should use regular unless they have a luxury or high performance car that requires premium," Michael Omotoso, an analyst with J.D. Power & Associates, told WalletPop.

Also, don't waste your money on mid-grade gas, which can range from 5 cents to 10 cents more per gallon than regular gas in some states, he says. "Mid-grade is so close to regular in terms of octane level that it hardly makes a difference."

Driving Style, Car Maintenance Equals Gas Savings

How you drive, as well as how you maintain your car, can also keep your gas bill down.

Many cars have tire pressure monitoring systems that will alert drivers when their pressure is low, but some people ignore those warnings, a costly mistake, Omotoso says.

Indeed, keeping tires properly inflated can improve your gas mileage by up to 3.3%, or save you up to 10 cents per gallon of gas, according to the U.S. Department of Energy. (The correct tire pressure for your particular vehicle can typically be found on a sticker on the driver's side or in your car owner's manual.)

Fixing a car that has failed an emissions test and is out of tune can also improve its gas mileage by about 4%, which translates into 14 cents a gallon in gas savings.

In addition, defensive -- versus offensive -- driving can save you some gas money. Aggressive driving -- speeding, rapid acceleration and braking -- wastes gas, can lower your mileage by about 33% on the highway and by about 5% in town, and can cost you from 18 cents to $1.16 per gallon of gas, according to the Department of Energy.

Planning, Combining Trips

It might seem obvious, but try cutting down on driving to save on gas.

If you're commuting to work, consider participating in carpools and ride-share programs, which can chop your weekly fuel costs in half, the Department of Energy says.

Also think about using public transportation if it's an option in your area. The American Public Transportation Association offers information about public transportation in your state.

Comparing The Gas Savings: Fuel Efficient Vs. Standard Cars

Are you are in the market for a car and considering a fuel-efficient hybrid, which uses both gas and electric power, or a diesel, which use diesel fuel?

If saving money on gas is why you're considering a hybrid, which on average sells for about $6,500 more than a gas-powered car (according to J.D. Power & Associates), you need to first compare the extra cost of the vehicle to what you'll reap in gas savings over time.

According to Omotoso, a Ford Fusion hybrid -- which costs $4,600 more than astandard Fusion with a four-cylinder engine -- is rated at 36 miles per gallon compared to 25 miles per gallon for the non-hybrid.

Driving 12,000 miles per year (the average mileage of a typical driver in the U.S.) with the Ford hybrid, assuming that gas is $3.50 per gallon, would cost you about $1,167 in annual fuel costs.

With the regular Fusion, you'll spend about $1,680 for a year's worth of gas--$513 more than the hybrid.

But will your gas savings cover the $4,600 more you've paid for the hybrid over five years -- the average length of time drivers own a car? With the Ford Hybrid, you'll save about $2,565 at the pump over five years, but the cost of the hybrid still exceeds your gas savings over that period by $2,000, Omotoso says.

It's up to you to decide "if paying the hybrid price premium is worth it to you in terms of image and the feel-good factor" of owning a fuel-efficient car, he says.

Diesel cars are not as common in the U.S. and tend to be less expensive than hybrids, although they cost between $1,000 to $4,000 more than gas-powered cars, Otomoso says.

A Diesel Jetta is rated at 34 miles per gallon, compared to 25 miles per gallon for a standard Jetta. You'll save $410 a year with the Diesel Jetta, assuming that diesel fuel is $3.50 per gallon. "Over five years, that's a $2,050 in fuel savings," Omotoso says.

So let's say you buy a diesel car that costs $1,600 more than a gas-powered car, you'll save $450 over five years -- but that's assuming that you're buying one of the least expensive diesel cars.

If you have your heart set on a new fuel-efficient car, consult The U.S. Department of Energy's Find and Compare Cars section to help you find one that meets your needs and your budget.

First Drive: 2012 Ferrari FF

Ferrari Smacks Us With An All-Season Rocket

by Matt Davis

The last time Ferrari blew absolutely everyone away with wall-to-wall surprises and equally sizzling performance all wrapped into one car was in 2002 with its Enzo. We're not saying that all things between then and today have been shabby, mind you. And we're also not saying that the 2012 Ferrari FF does it in marquis-and-fireworks Enzo-style, but the unexpected innovations aboard this gorgeous trailblazing all-weather shooting brake will keep conversation heated for an uncommonly long time. This is Ferrari thinking way outside its box of usual GT forms and, for no other reason than this, we must applaud them.

You're probably expecting us to drop the "But..." right about now, yanking the carpet away in the damning-with-faint-praise tradition, however, there isn't one to drop on the parade here. We've just reeled off some 150 miles of sheer V12 driving joy in the endlessly challenging Dolomite Mountains of northeastern Italy, and when finished with that, we only wanted more. Admittedly, we could do with a better onboard sat-nav and command center than the Harman Kardon unit, as well as a slightly weightier steering map for warm and dry days, but these are our only moments of quandary when assessing the FF.


FF means "Ferrari Four" and this unashamedly standout model will most likely cost around $300,000 when it hits North American ports in the end of October of this year. That's cheap. Why keep a $173,200 Porsche Panamera Turbo S, a $39,680 Jeep Grand Cherokee Limited 4x4, a $111,100 Corvette ZR1, and a $21,200Ford Transit Connect cluttered in your drive, when you can save both money and garage space by snapping up the ingenious and rare all-wheel-drive 651-horsepower Ferrari FF and call it a day? For that matter, why buy a house when you can have all the comfort and room we took advantage of inside the FF? The leather is luscious and an optional Schedoni [pronounced ske-DOH-nee] luggage set outfitted in the same hides runs around $10k.



We are not ignorant of the fact that some of those who can afford an FF – together with legions of the less wealthy who aspire to simpler pleasures like a BMW xDrive model or some such thing – have been exuberantly vocal (usually in writing, huddled away in their computer lairs) about what an atrocity the FF is to the Ferrari brand and heritage. We have only one thing to say before we say more things: stick it in your ear. The FF is a genius move from a company that we frankly saw getting itself into a small rut and having an increasingly challenging time selling V12-engined dream cars, no matter how gorgeous they might draw them or how well they were engineered. Thinking of a world without a briskly selling V12 Ferrari makes us break out in a worrying sweat for humanity.

And seeing as there has been a real challenge for anyone selling 12-cylinder cars lately, any new V12 needs to be about a lot more than simply the engine and its power. That said, even the 6.3-liter "F140 EB" V12 sitting front/amidships in the FF possesses a raft of sophisticated improvements. Nuances to the FF's engine almost make the outgoing 612 Scaglietti's F133 F 5.7-liter V12 and its 536 horsepower seem historic. The 6.3-liter has more in common with the 611-to-661-hp 6.0-liter V12 in the 599 line. Just add 200-psi direct injection and new "reed" valves in the dry sump to keep oil from seeping back up with the pistons. Voila! 651 hp and 504 pound feet of torque and at least a 15-percent improvement in fuel consumption and CO2 emissions.




Certainly we must talk design and packaging of this latest Ferrari that has succeeded in surprising everybody. First, just like Porsche and others before it, Ferrari found itself at a point where it needed to create something more "practical" – using the term very loosely, of course. Bringing new blood to the brand was necessary. One measure that reassures as we eye the FF before driving it is the 1.4 inches taller that it stands versus the 612 Scaglietti, while at the same time still remaining 1.5 inches squatter than a Panamera Turbo S. In all other key measures, the FF is almost exactly the same size as the Scaglietti, though the aluminum chassis and every aluminum body panel are all new. So, the FF still sits low down enough to be a sleek two-door supercar worthy of the Ferrari badge.

Marking Ferrari leader Luca Cordero di Montezemolo's words, there will never be a four-door Ferrari and hence, nary an SUV or crossover. So, also along these lines, the four-honest-seat FF should be as close to such genres as the company ever gets.



How Ferrari designers have established the taller rear section of the greenhouse is a thing of beauty, with rear-seat head- and leg-room that is copious for anyone up to six-feet, two-inches tall. Luggage space in back ranges from 15.9 cubic feet up to 28.3 cubes with the rear seatbacks simply falling forward and laying flat. Bagged skis and golf bags can also be stored by loading through the center section of the rear seats very comfortably. For many car companies, these facts and figures would be far from miraculous, but the FF is a 208-mph Ferrari with a thoroughly heart-wrenching exhaust symphony that sets it miles apart.

Helping the exterior proportions are the surface treatment and detailing of all the lines of the FF's sexy rear, as well as the standard 20-inch wheels bookending the long 117.7-inch wheelbase. Whereas we're still not 100-percent convinced by the headlights of the sensational 458 Italia, the LED light design up front on the FF is just right. Does the FF have too large a mouth? That V12 does need to breathe a lot and stay cool, hence the constant Italian smile.



Sitting in the multi-adjustable driver's seat within the first class cabin, before us is an impressive steering wheel that's clearly inspired by the one gripped on occasional Sundays by Felipe Massa and Fernando Alonso. By forgoing all traditional stalks, the now larger column-fixed carbon-fiber shift paddles for the new seven-speed F1 DCT automated manual gearbox sit closer to the backside of the wheel, and thus right at our fingertips like never before. Besides the five-mode GT manettino switch and red Engine Start button, a windshield wiper toggle and the "Schumacher" button for softer suspension while in Sport or ESC Off on the manettino, Ferrari has incorporated the turn-signal controls into the 3-o'clock and 9-o'clock positions for thumbs to activate or deactivate. This seems small as far as features go, but it's a revelation of functionality. There are also the "Look, Mom, I'm racing!" red LEDs that light up left to right at the top of the wheel as the revs build to the 8,000-rpm redline.

Luckily, we were directed to many a tunnel with perfect acoustics during our drive day, and this obligated us to downshift even when not really necessary, and there were a few occasions when we couldn't help but pull both paddles to find neutral so that we could then just blip the throttle like rabble rousers. And what a sound from the FF's four burnished tips! The throttle is so responsive that we could blip out entire songs as we coasted briskly through the heart of many a mountain. There's nothing anywhere more emotionally evocative as a carefully tuned Ferrari V12 singing in a tunnel.

And it's not just all sound and fury with no substance. The 651 horses and 504 lb-ft of torque work together with all that sweet tech on board to move this 4,147-pound Ferrari as though it weighs about half a ton less than it does. Despite all of the changes, the FF weighs just 13 pounds more than the 612 Scaglietti. Given its added power and torque, acceleration to 62 mph is quoted officially at 3.7 seconds versus the Scaglietti's 4.0 seconds. We'll take odds right now on a digitally timed 3.3 seconds to 60 mph as soon as Ferrari lets us do that. Four adults and their bags – moving very quickly.

The Dolomites are a perfect testing area for dynamics and engine characteristics. The A-Number-1 innovation on the FF is the two-ratio gearbox mounted in front of the V12 linked directly to the crankshaft, looking a bit like the motor hung on the front of a Morgan 3-Wheeler when it's naked. These two ratios in front are what give the FF its lightweight all-wheel drive only when needed. Think about it: Do 99 percent of all-wheel-drive vehicles need to be all-wheel-drive at all times? No, they do not. How often do you need four-wheel drive in gears 5 through 7? Just about never.



This system is labeled "4RM" – "4 Ruote Motrici" meaning "four driven wheels" – and it is a Maranello in-house patented approach that we know others will be using in the future. First off, it is mechanically much simpler than a traditional all-wheel-drive setup, it weighs half as much and the reactions are silk smooth. There is no center differential needed and no additional shaft is required to pass from the rear axle back up to the front axle. You do not talk of a torque split here. Rather, the seven-speed F1 DCT and E-Diff torque vectoring on the rear axle still run most of the show and they are built to manage up to five times the torque of the front axle. The mechanism on the front of the crankshaft is referred to as a PTU, for power take-off unit or power transfer unit. Take your pick.

Wet clutch packs on the rear transaxle and the front PTU are synchronized by the FF's sophisticated ECU to make sure all four wheels are doing everything they can at all times to give you the dynamic advantage under all driving conditions. The PTU has one gear that acts on the front wheels while the F1 gearbox is engaged in either first or second gear in back. The PTU's second gear is used with the F1's third and fourth gears. There is more slip programmed into the PTU in first or third gear, while less slippage happens when in second or fourth. This variation is to simply maintain proper wheel speeds between front and back at all times while in these more sensitive first four gears. The PTU's first taller gear is good up to around 60 mph, while the longer-legged second gear can engage up to 125 mph or so before rendering the car a traditional full-time rear-wheel-drive Ferrari fast-lane funfest from fifth through seventh gears.



We drove plenty of sundrenched dry mountain roads with a plethora of hairpins that would suck the wind out of and overtax the weight-shift characteristics of almost all other cars we know that can compete. We flew over graveled sections of road, hammered the third-generation Brembo CCM ceramic brakes ad infinitum and played a lot with the third-generation Delphi magnetorheological dampers via the manettino switch and Schumacher button. The throttle to the new direct-injected V12 motor knew no rest and the responses were precise. Overtaking a constant flow of delivery trucks and people driving slowly into the mountains for the weekend became an afterthought as the FF's mid-range enthusiasm imposed itself.

Shifts from the Getrag-Ferrari F1 DCT gearbox are emotional moments, and happen exactly as we hoped they would while staying in Sport mode practically all day long. In full Auto mode with the manettino set at Comfort, this DCT is far more livable than the former Graziano single-clutch race-oriented boxes. Do not let yourself be fooled, though, it's still manically satisfying to slap the carbon-fiber paddles up and down the scale. The FF's downshift throttle blips are the stuff of legend.



In those myriad curves – ascending, descending, flat, and all in abundance – the all-season 20-inch Pirelli P Zero tires – 245/35 ZR20 (95Y) front, 295/35 ZR20 (105Y) rear – were made to look infallible thanks to the 4RM system conducting all negotiations between the PTU in front, E-Diff with F1 DCT in back, and the agile F1 Trac rear axle torque control. Launch Control comes on all FFs and it can be used in all five settings of the manettino this time around. On the dry, just stand on the brake with the left foot, press the Launch button and insert first gear, floor the throttle, which holds at 3500 rpm, and let go of the brake. The F1 tranny then takes over and automates all the shifts at the 8,000-rpm power peak. Sadly, all our testers this day wouldn't let us try out the LC party – something about cars possibly flying off the narrow mountain roads in unskilled hands and whatnot. We'll just need to hit the closed track later, we suppose.

The FF also proves itself a capable snow-goer on optional 20-inch Pirelli Sottozero tires. We really see the entire 4RM suite of features at work here and the controlled oversteer drifts are just weird since we've never been encouraged to behave this way in a Ferrari. On our testers, there was a Traction Index interface to the left side of the driver's display that was as addictive to watch as the green graphics in any slow-moving Japanese tree-hugger car. This digital display showed the traction values jogging between the four wheels in real time as we scooted over ice and snow, or over wet or dry pavement. It was fascinating stuff that a Ferrari spokesperson confided will not be offered on production models. Pity, because it was amazing to play with – especially when kicking out tail in empty hairpin sections.



It's in exactly those tail-swishing dynamic sections of road where the FF equation all comes together. In our preferred Sport manettino position, feeling the forward PTU help pull us through and out of all hard curves while still letting the rear end swing around was akin to ballet. The FF profits from a typical 47/53 percent fore/aft Ferrari weight distribution and there was no perceivable understeer through whatever curves we were barreling into and screaming out of. It was also here, on dry pavement, that we wanted the feedback of a slightly heavier wheel, just as we've come to love on all other Ferrari models – especially the 458 Italia. In the slick stuff on winter tires, this lightness is ideal, but we were looking for it to tighten up a touch on warm, dry asphalt.

Funnily enough, a Ferrari guardian angel/spokesperson (who came to aide us after our left front Michelin Super Sport summer tire found a nail) handed us his backup FF and said in passing, "Try the steering feel on this car." Later, after having driven this other FF all the way back to base camp, someone informed us that the steering map had been increased by ten percent for this pre-production car as an experiment. It was just the ticket and we hope that this calibration at least gets offered as an option somehow.



Other than all that, what can we say? Those out there who are so caught out by the non-traditional nature of this amazing Ferrari GT variation are only going to cheat themselves. Maranello has absolutely done it to a tee with the FF. In a sense, the FF is one of those beautiful moments where a company has answered a question that nobody was asking, only for us to drive it and smack our foreheads for not having thought of something like it sooner. It takes all of the racing lore Ferrari puts into each car it builds and adds every single bit of correct versatility that we'd add were we in charge.

The FF's first year of production is already sold out and annual volume is planned at around 800 units, though Ferrari intends to stay open to making more if and when more are needed. European left-hand-drive FF deliveries start the end of May, worldwide right-hand-drive units ship in July, and North America gets federalized FFs into buyers' hands in late October.

Just in time for the early snows.