We had the same problem with the 296 GTB, and it’s time Ferrari retired its capacitive wheel and replaced them all with the version that has physical buttons. Which it will do for existing owners—for a hefty fee.
But, perhaps unsurprisingly, those quibbles always seemed to fade away whenever I found an open stretch of canyon road and set the Manettino to Race mode. Doing so eases up the electronic assists, sets up the transmission and differential for sharper response, and opens up the valves in the active exhaust system. But, in contrast to convention, it leaves the steering weight, suspension stiffness, throttle response, and brake-by-wire system alone in order to maintain predictable dynamic behavior regardless of which drive mode you’re in.
Bradley Iger
Ferrari’s capacitive touch multifunctioning steering wheel continues to let down the experience of driving a modern Ferrari.
Bradley Iger
Bradley Iger
Yes, it has Android Auto and Apple CarPlay.
Bradley Iger
Bradley Iger
Ferrari was the first OEM to offer a screen for the passenger, possibly under the mistaken belief that Ferrari drivers wanted their passengers to know how fast they’re going?
Bradley Iger
Yes, it has Android Auto and Apple CarPlay.
Bradley Iger
Ferrari was the first OEM to offer a screen for the passenger, possibly under the mistaken belief that Ferrari drivers wanted their passengers to know how fast they’re going?
Bradley Iger
Although the exhaust is a bit quieter than I’d prefer, even with the roof stowed away, the sound that this V12 makes as you wind it out is the stuff that dreams are made of. It took me a moment to recalibrate to the lofty redline, though—with the gearbox set to manual mode, my mind naturally wanted to pull the column-mounted paddle about 2,000 rpm early. I blame this on my seat time in the Vanquish coupe last year. Aston’s decision to equip the Vanquish’s 5.2 L V12 with a pair of turbochargers enables it to best the 12Cilinidri’s horsepower figure by a few ponies while also providing a significant advantage in peak torque output (738 lb-ft/1,000 Nm versus the Ferrari’s 500 lb-ft/678 Nm), but it also relegates the Vanquish’s redline to a more prosaic 7,000 rpm while naturally muting its tone a bit.
OK, that’s enough torque
And to be totally honest, I don’t think the 12Cilindri Spider needs another 238 lb-ft (322 Nm), a theory that was backed by the flashing traction control light that fired up any time I got a little too brave with the throttle coming out of a slow corner. Intervention from the Ferrari’s electronic safeguards is so seamless that I rarely noticed it happening at all, though, and I can’t say the same for the Vanquish, which is undoubtedly thrilling to drive but often felt like it was fighting against its own prodigious output in order to keep the nose on the intended path. The 12Cilindri, by contrast, feels easy to trust when the going gets fast, and that sensation is bolstered by tons of mechanical grip, a quick steering rack, and a firm, progressive brake pedal.
Source: arstechnica.com
