As such, the ride is impeccable, but only when driven at eight-tenths. Extracting that last morsel of performance will leave you begging for a sportier, firmer setup, as the “prancing horse” rolls and flops around more than it actually prances. Otherwise, its compliance and sophistication over bumps, even in the racier sport mode, are nearly faultless. The same can be said of the insanely rapid 7-speed dual-clutch gearbox, which takes just 40 milliseconds to effect a gearchange.
The steering is equally quick, some 10 percent faster than before, which resulted in initial bouts of over-correction on my part. After several false starts, I soon began to appreciate the car’s ultra-quick steering rack, especially through the tighter hairpins on our test route. The carbon-ceramic brakes (optional on Singapore-spec California Ts) also take time for me to adjust to, as the pedal requires a firm jab before the “anchors” begin working convincingly.
Besides the improved dynamics, the car has been given a cosmetic makeover – one so comprehensive that only the folding hard-top and windscreen have been carried over. Gone is the previous California’s vertically stacked twin-tailpipe configuration (that contributed to the dumpy Kim Kardashian-like rear end), replaced by twinned horizontal items on either side. The front is sleeker, too, with a wider and more aggressive grille, slender swept-back headlights and a pair of butch-looking bonnet vents.
It’s just as nice on the inside. Swathed in soft, luxurious leather, the layout and quality of the redesigned cabin are hard to fault. And you get Ferrari’s stalk-less steering column (as seen in the 458, F12 and LaFerrari), where most of the controls (for turn signals, lights and wipers) are integrated into the front of the wheel. These controls also include Ferrari’s Manettino, which lets you choose between the various driving modes. In addition, there’s a new infotainment system, controlled through buttons on its fascia, or by interacting directly with it via the 6.5-inch touch-sensitive display.
Aside from the bells and whistles, what potential owners might appreciate (70 percent are newcomers to the marque, says Ferrari) is the surprisingly spacious boot, which is enough to fit two medium-sized bags, even with the roof down. The rear seats, like before, can be folded down to accommodate longer items such as a golf bag, but they’re good only for children and shorter people (and hobbits, possibly), as legroom is in very short supply.
Unlike its predecessor, labelling the new California T entry-level or effeminate is grossly unfair. It may not have the same pedigree as the last turbocharged Ferrari, or indeed the sharpness of other models in the current lineup, but the revisions made to the new car over its predecessor make it perform better than before.
Add to that a cleaner, more efficient “blown” powerplant that thinks it’s naturally aspirated and the California T is quite a tantalising prospect, especially if cruising is more important to you than bruising.
The biggest and most welcome change to the car is its rump, which is leaner and less fussy-looking.
2014 Ferrari California T 3.9 (A)
ENGINE 3855cc, 32-valves, V8, turbocharged
MAX POWER 560bhp at 7500rpm
MAX TORQUE 755Nm at 4750rpm
GEARBOX 7-speed dual-clutch with manual select
0-100KM/H 3.6 seconds
TOP SPEED 316km/h
CONSUMPTION 9.5km/L
CO2 EMISSION 250g/km
PRICE EXCL. COE On application
Click here to read our review of the Ferrari California T Handling Speciale.
Ferrari has replaced the California with the Portofino.
