Changes under the bonnet are few, but significant. The basic 65-degree, 6.3-litre, quad-cam V12 stays largely the same, but has a higher compression ratio, redesigned cylinder head and pistons and exhaust manifolding, which make the fuel/air mix burn more efficiently giving 30 more horsepower. The engine will scream up to 8,250rpm, with peak power of 681bhp coming at 8,000rpm and 514lb ft peak torque at 5,750rpm. Top speed remains the same at 208mph, but the 0-62mph acceleration is down slightly to 3.4sec. Fuel consumption gains 0.5mpg to 18.8mpg and CO2 emissions are top tax-band 350g/km.
Most of that power travels down a propeller shaft to the rear-mounted, seven-speed, twin-clutch transaxle, but some of it comes off the front of the crankshaft into Ferrari's own extraordinary four-wheel-drive system, consisting of a simple, helical-cut, hydraulically controlled two-speed and reverse gearbox with a couple of continually slipping Haldex-type multiplate clutches to activate each wheel when required in first to fourth gears and at speeds below 124mph. New for the GTC is a ZF rear-steering system, an electric-motor powered ram, which pushes the rear suspension against its bushes to give a couple of extra degrees steering in either direction. Driving these systems, together with the F1 electronic rear differential, electronic stability system, magnetorheological adjustable dampers and the torque vectoring, is handled by the Ferrari's fourth-generation side-slip-control system. This is designed to improve stability and agility at all speeds and all road surfaces and Ferrari claims a five per cent improvement in responsiveness (the reduction in steering delay) and an eight per cent improvement in agility (the reduction in steering response).
It's a lot of intervention from a lot of different systems, however and, while Pietro Rigamonti from the chassis department says that it should all work seamlessly, he adds, somewhat portentously: "If you feel anything, we have failed."