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1. #Gran turismo leasing driver#
2. #Gran turismo leasing manual#
3. #Gran turismo leasing software#
4. #Gran turismo leasing series#

This attractive, intuitive and unique machine comes fully loaded not only as a car you will love to drive, but one that will help you be a better driver.

#Gran turismo leasing series#

But it's a full-time no let-up supercar, and somehow that makes it slightly less miraculous.The BMW 3 Series saloon is the “everyman” of the ensemble. The HGTE is without doubt a better supercar. A normal 599 (‘normal'? when was any word less appropriate?) is such a brilliant thing because it feels like a luxury GT when you're not flogging it, and a true supercar when you are. But at low speeds, the stiffer springs make the car bang and creak a little. Ferrari says it doesn't compromise comfort much. Sometimes one can know too much.Īnd anyway, there is one detail about the HGTE that's more important. The HGTE also gets cast-finished prancing horses front and rear, instead of polished. And anyway it's optional on the standard car, except for one little pencil strip of carbon above the radio, which is apparently unique to this pack. There are carbon interior door liners and fascia garnishes but they don't save weight - it's about looking expensive. You can get them on a normal 599, but their full-carbon shells are an HGTE item only. That chassis feel comes in part through the semi-race seats, with adjustable bolsters to clamp you in. It gives you priceless confidence, and it's something that you just don't get from any of the other front-engined supercars out there. There's an even sweeter, more detailed sense of chassis feel than before. Of course, those surface changes - never mind the fact that we're going from wet to dry and back today - mean you're poleaxed unless you know what grip the wheels have, and here the HGTE serves up its most delicious surprise. Just as it checks its body movements when suddenly turning on a smooth track, it'll do an equally strong job on a road that bucks and weaves in all other dimensions. Which means you need all the suspension control you can get. Not that I took a lot of persuading, I've got the rest of the day to go squirrelling the HGTE around the Italian hills. Fiorano has some secret work to be doing, and TG is politely shooed off.

#Gran turismo leasing manual#

That moment at the end of the pit straight as the sharp-right-hander looms, and you're on the stoppers and tug back on the minus paddle, well it ought to be in the training manual for free-fall parachutists. And, of course, the carbon brakes are more than equal - I always hit them too soon. Using the revs and all its 620bhp, this car is violently fast.

#Gran turismo leasing driver#

It makes you feel like you've got a pile driver thumping against your chest, but boy does it give you a hurry-up.

#Gran turismo leasing software#

Meanwhile, the shifts are hammered through in 85 milliseconds, thanks to new gearbox software for the more aggressive manettino settings. Don't stick them to the underside of your school desk. Oh, and the tyres might be the same size and design as stock, but they're made of gummier rubber. And this gives it the newfound feeling of agility, as does a marginal change to the front wheels' camber. The dampers now turn stiffer than before as the car turns into a corner or begins to brake or accelerate - this quells the pitch and roll by far more than the static figures suggest.

But also, the adaptive damper software has been modified, at least when you call up the sportier manettino settings. Which means the car will roll and pitch less in the steady state. How does it do that? Well, the springs are a bit stiffer front and rear, and the car is lowered by 10mm. There's also red-for-stability-control-off, but I used that only on the very slowest corner where there's plenty of run-off. With each notch, the dampers' programming gets more eager, the stability control more laissez-faire and the paddleshifts quicker. The car seemed remarkably at ease, so gradually I worked my way up through white-for-sport and orange-for-race. So I set off with the manettino in the green-for-slippery setting. Frankly, it couldn't have been more treacherous if a herd of mozzarella buffalo had been out on the tarmac raising their tails and dumping for all their worth. Unfortunately the track was cold, damp, greasy and inconsistent. Not so: Ferrari uses it for R&D and demo drives with sponsors and all sorts of other work pretty well all day every day. Now I'd naively assumed that since the in-season F1 test ban, the place might be all tumbleweed this time of year. The day I tried the 599 HGTE, there was a window of opportunity at the Fiorano test track.