paul
12-25-2008, 09:42 AM
The driver of Fiat Ducato gets out of the house, as I flash him with the xenons from the other side of the road. He honks and waves his arms, shouts something through the side window and grins. No, actually he laughs wholeheartedly. As I sit in the brand new Ferrari California Enrice stops
me, because he wants to enjoy the loud VB once again from a close range. What a declaration of love for Ferrari
51 years after the legendary 250 GT California Spider, Fer¬rari has now introduced the new California in unprecedented form. The framework and engine are made of aluminium which awakes desirousness. But for me it was
by no means love at first sight. On the contrary, I found it too angular in the first pictures, and took time getting used to it. Now though, I have succumbed to this 4.56metre long sports car - a sculpture by Pininfarina. And it's true whether it's with the Spider's hardtop (byWebasto) or without with the roof folded in, which it does in 14 seconds. I and Enrice like the new California, even if the old one is more beautiful, undoubtedly.
The Italians aren't suckers for cheap show-off bits like striptease on remote control or unnecessary cruising in front of cafes. But, the California still has a few fine gimmicks up its sleeve.
Inside, the cockpit is dressed completely in leather but not per¬fectly stitched, of course. It does however, for the first time, get a touchscreen-monitor. Moreover, the "+2-option" gets two auxiliary seats with Isofix at the rear. Ferrari is now more practical for sure.
Between the front seats meanwhile sits an elegant curved aluminium console which evokes genuine curiosity. There are three but tons on it with "R", "auto" and "launch" inscribed on them. But, before I try them, I slide into the seats which can be moved back and forth, nervously. Launch control is for catapulting the car from a start still, while the other two knobs are to work the new dual¬clutch transmission or in short, the an oil bathed seven gears with paddle shifts and merciless driving fun.
Already, the start-up works like an aphrodisiac and degrades every Porsche
Boxer to the choirboys. I have no clue how it runs with such homogeneity but more importantly, it takes off in a jiffy.
180
The evil sounding direct injection 4.3-litre V8located between the driver and the front axle is now at work screaming till the tacho needle hits 8000rpm. The acoustics are deafening and the involvement so intense it's like the grasp of Carabinieri (a part of the Italian army) with whip like slamming for every gear change as their weapon. It's almost obscene, almost orgiastic. The 460bhp engine not only sounds colossal but it has those 285 section rubber at the rear wheels under so much pressure thanks to the way it sends that power that the California storms ahead like a tifosi. l00kmph in four seconds and a top speed of 310kmph says Ferrari. First, we test it and later look at the on-board computer to see 315kmph saved as the top speed.
The reason that the Califor¬nia is so sensational to drive is because of its very quick direct transmission with two clutches. It was separated from the engine for weight reasons (53 percent in the rear) and put at the back.
It shifts with no apparent pause as it thrashes the seven gears and then does it with such poise that nei¬ther human nor mechanics can equal.
It honestly does not need anything else. The Califor¬nia is one of those sports cars which are pleasantly comfortable on an everyday basis as well. And helping this cause is the manettino on the steering which helps the driver choose a suitable driving profile. In sports mode sideways traffic increases and all senses of the California are noticeably sharpened. The scared passengers, of course, hate it. Turn the CST off and you have no electronic protection other than ABS. Needless to say, the driver needs to bring is some talent along in this mode. If the talent is missing however, then make sure the fingers are on the switch.
You don't really want a 1,76,200 Euro car resting in gravel come a nasty curve. It would be really unfortunate to say the least. Not because of money, but for people like Enrice who won't like to bid farewell to the car.
me, because he wants to enjoy the loud VB once again from a close range. What a declaration of love for Ferrari
51 years after the legendary 250 GT California Spider, Fer¬rari has now introduced the new California in unprecedented form. The framework and engine are made of aluminium which awakes desirousness. But for me it was
by no means love at first sight. On the contrary, I found it too angular in the first pictures, and took time getting used to it. Now though, I have succumbed to this 4.56metre long sports car - a sculpture by Pininfarina. And it's true whether it's with the Spider's hardtop (byWebasto) or without with the roof folded in, which it does in 14 seconds. I and Enrice like the new California, even if the old one is more beautiful, undoubtedly.
The Italians aren't suckers for cheap show-off bits like striptease on remote control or unnecessary cruising in front of cafes. But, the California still has a few fine gimmicks up its sleeve.
Inside, the cockpit is dressed completely in leather but not per¬fectly stitched, of course. It does however, for the first time, get a touchscreen-monitor. Moreover, the "+2-option" gets two auxiliary seats with Isofix at the rear. Ferrari is now more practical for sure.
Between the front seats meanwhile sits an elegant curved aluminium console which evokes genuine curiosity. There are three but tons on it with "R", "auto" and "launch" inscribed on them. But, before I try them, I slide into the seats which can be moved back and forth, nervously. Launch control is for catapulting the car from a start still, while the other two knobs are to work the new dual¬clutch transmission or in short, the an oil bathed seven gears with paddle shifts and merciless driving fun.
Already, the start-up works like an aphrodisiac and degrades every Porsche
Boxer to the choirboys. I have no clue how it runs with such homogeneity but more importantly, it takes off in a jiffy.
180
The evil sounding direct injection 4.3-litre V8located between the driver and the front axle is now at work screaming till the tacho needle hits 8000rpm. The acoustics are deafening and the involvement so intense it's like the grasp of Carabinieri (a part of the Italian army) with whip like slamming for every gear change as their weapon. It's almost obscene, almost orgiastic. The 460bhp engine not only sounds colossal but it has those 285 section rubber at the rear wheels under so much pressure thanks to the way it sends that power that the California storms ahead like a tifosi. l00kmph in four seconds and a top speed of 310kmph says Ferrari. First, we test it and later look at the on-board computer to see 315kmph saved as the top speed.
The reason that the Califor¬nia is so sensational to drive is because of its very quick direct transmission with two clutches. It was separated from the engine for weight reasons (53 percent in the rear) and put at the back.
It shifts with no apparent pause as it thrashes the seven gears and then does it with such poise that nei¬ther human nor mechanics can equal.
It honestly does not need anything else. The Califor¬nia is one of those sports cars which are pleasantly comfortable on an everyday basis as well. And helping this cause is the manettino on the steering which helps the driver choose a suitable driving profile. In sports mode sideways traffic increases and all senses of the California are noticeably sharpened. The scared passengers, of course, hate it. Turn the CST off and you have no electronic protection other than ABS. Needless to say, the driver needs to bring is some talent along in this mode. If the talent is missing however, then make sure the fingers are on the switch.
You don't really want a 1,76,200 Euro car resting in gravel come a nasty curve. It would be really unfortunate to say the least. Not because of money, but for people like Enrice who won't like to bid farewell to the car.