What is it?
The new and improved version of the Ferrari California – a car that divided opinion like few others from Maranello in recent years when it was launched in 2008. Some didn’t like the idea of it: thought that this grand touring coupe-convertible, like the 1980 Mondial, somehow cheapened Maranello’s world-famous brand.
Of those who could get past that philosophical misgiving, plenty weren’t particularly taken with the initial execution of the car – specifically in reference to its handling. And in the latter respect, we’ve been amongst the critics.
As have a decent proportion of California owners, it turns out. The V8 drop-top has sold strongly through a challenging time for Ferrari, hitting 8000 global units in four years. Seven out of ten California owners are new to the Ferrari brand. Most are won over by the idea of a car they can use everyday, for a wide variety of occasions, and need to make very few allowances for.
But feedback from many of those owners – those giving up AMG Mercs and Porsche 911 Turbos, for example - also suggested (perish the thought) that a little more outright speed and dynamic poise from this £150k supercar wouldn’t hurt.
What’s it like?
The mid-life revisions to the California run deep. The car gets a redesigned aluminium body-in-white now made of sixteen different alloys, which contributes to a 30kg overall weight saving for the car without compromising rigidity. The California’s suspension and power steering has been retuned, and its 4.3-litre atmospheric V8 updated to produce 30 additional horses, and 14 extra footpounds of torque. Ferrari’s 0-62mph claim drops by a tenth to 3.8sec, while the weight-saving and suspension update promise cleaner dynamic responses, improved body control and a slightly quieter, more comfortable ride.
Those who still find the California wanting can also now specify Ferrari’s ‘Handling Speciale’ pack, which brings with it stiffer suspension springs (15 per cent up front, 11 per cent at the rear), a more direct steering rack (2.3 turns lock-to-lock rather than 2.5) and a more aggressive setting for the car’s magnetorhelogical dampers. Costing less than £5000, it seems a well-priced option by Ferrari’s standards – and many will probably have it just because they can. But should they?