That Riviera touch
Can the Portofino, Ferrari’s California T successor, be a genuine everyday GT?
The PorTofino, replacement for the California T, gets off to a great start. It’s more handsome, both on the approach and from behind the wheel. Press the start button and the more powerful bi-turbo V8 sounds deeper-chested and more confident, and before you’ve driven more than half a mile you appreciate that the steering is both better connected and more natural in its responses. It’s ticking a lot of boxes.
For many die-hard Ferrari enthusiasts, the California’s looks and appeal are inversely proportional to its value to the company. Launched in 2008, the 2+2 soon became Ferrari’s best-selling car ever, and its 2014 replacement, the California T, last year accounted for 35% of sales. It’s a big deal, and Ferrari has strived to make the Portofino an even better GT but also, you sense, a more credible driver’s Ferrari, too.
It’s not just the extra 40bhp, lifting the tally to an attention-grabbing 592bhp (600ps), that improves the power-to-weight ratio. Casting the same-sized shadow and still boasting a retracting hardtop, the Portofino nonetheless weighs a significant 80kg less. This is mainly down to a thorough revision of its body-in-white, though there are lots of other, smaller contributors including new magnesium alloy-framed seats.
Although lighter, the Portofino’s structure is also significantly stiffer. Suspension spring rates have been increased front (+15.5%) and rear (+19%) and the latest adaptive, magnetorheological damper system is used. Another change is the adoption of electric power steering with a slightly slower rack. The California T was criticised for having steering that was fast but lacking feel, and clearly the ratio change and the integration of EPAS and chassis control in the Portofino is a success because its steering feels more measured, more natural and more connected. It’s perhaps a fraction heavier than expected but the confident feel of the car in all sorts of scenarios means that this is soon forgotten.
A near-600bhp, turbocharged engine sounds like it will give the rear tyres a proper workout but traction is strong and the engine does its best work at high revs. Electric valves in the tailpipes control the exhaust note at low revs and the flat-plane-crank V8 can sound a bit droney, whereas at high speed it is superb – sweet revving and enthusiastic. The alertness of the engine and gearbox and the tautness of the suspension ramp up when you twist the manettino from Comfort to Sport, the dual-clutch box never anything but slick and smooth. The ride is good on most surfaces but fumbles on broken asphalt, becoming a bit crashy, which is unexpected.
The front seats are physically thinner but still comfortable and free up more space in the rear, though the +2 seats are still better for luggage than even small kids. The new, more coupé-like roof is slick as ever and even with it stowed there’s enough boot space for a couple of small cases. Roof up, it’s cosy and refined; roof down the new windbreak keeps the cockpit largely draught-free.
The Portofino is better than the California T in many ways: it’s better-looking roof up or down (but can’t quite disguise its chunkiness), and more rewarding to drive quickly due to better steering and body control. The only reservation is that the ride is less supple and cosseting on poor surfaces, and that feels just a little out of step with its everyday GT brief.