THE FERRARI CALIFORNIA T
The concern
is that this may dampen that high-revving Ferrari madness we all love, while
adopting a dollop of bothersome lag. And the 3.8-liter twin-scroll turbo V-8
seen here forms the basis for upcoming models, including the 458’s
replacement. It’s a sign of the times: Naturally aspirated motors will in the
not-so-distant future become extinct, thanks to fuel mandates around the world.
So this
motor’s success is important, and Ferrari has been working on it for years. The
eye-watering statistic is that it boasts 49 percent more torque than the
outgoing California, complementing its 560 prancing ponies with 557 lb.-ft. But
there’s an asterisk with that. The full 557 is only available in seventh gear.
In lower gears, it’s artificially limited — not to spoil the fun, but to feign
a lack of turbos. By regulating torque, and fiddling with the mapping to match
Ferrari’s desired torque curve, it offers the sensation of requiring high revs
to extract its full potential, making it feel like the 7,500 rpm redline is
higher than it actually is.
And 7,500
rpm is sky high for a turbo motor. But even still, from behind the wheel, you
do miss those extra revs (the 458 tops out at 9,000 rpm). Fuel efficiency jumps
15 percent compared to the outgoing model, which is the whole point of this
experiment anyway.
Driving the
car, you immediately sense the lack of body roll, thanks in part to the
engine's compact size and 30mm lower center of gravity, as well as an 11
percent increase in shock stiffness. It feels poised and together, something
the previous Cali did not. It's also blisteringly fast, shaving two tenths off
its 60 mph sprint time to 3.6 seconds, while hitting 125 mph in just 11.2
seconds.
Talking of speed,
the steering rack has been quickened. It’s precise and agile, but the
power-assist does feel over-boosted — a little light and floaty, especially on
center. Much of this is by design. A California buyer doesn’t want a screaming
track-carver. They want a comfortable cruiser with those Ferrari traits
embedded within.
Arriving in September for around $198,000, the Cali finally does justice
to the Ferrari name. But what about the engine? While I do miss those extra few
revs, the artificial tinkering makes it feel as naturally aspirated as possible
– which is to say very good. And while this does foretell the future, we all
know what will ultimately become attached to these turbo rigs in around five
years or so: An accompanying electric motor, which will eliminate all turbo lag
and replace it with thumping, instant torque. For a million dollars, you can
buy a car like that now. And when the technology cheapens to the level where it
trickles down to lesser models, all this concern over turbo lag and keeping the
revs high will be irrelevant.
THE RESULT,
AS SHOWN IN THESE PICTURES, IS A DRAMATIC, COMPACT AND ULTRA-LIGHTWEIGHT
SPORTSCAR CONCEPT THAT ALSO HAS THE NAME OF ‘PASSOCORTO’ (ITALIAN FOR SHORT
WHEELBASE). THE COMPACT TWO-SEATER WEIGHS JUST 840 KGS, THANKS TO ITS
CARBONFIBRE CHASSIS AND HAS A REAR MID-MOUNTED 4-CYLINDER 1.6-LITRE BI-TURBO
ENGINE. APPROPRIATELY FOR A CAR DESIGNED IN ITALY, THE FLOWING LINES OF
PASSOCORTO ARE FINISHED IN A FIERY ORANGE – A TRIBUTE TO THE BRIGHT COLOURS
THAT CLOTHED MANY OF THE 1970S CREATIONS THAT HAVE HELPED TO MAKE ITALIAN
SPORTS CAR DESIGN SO FAMOUS.
