The California attracted a slightly different set of buyers with its laid-back manners. The Portofino successor takes the baton further.
When Ferrari launched the California a decade back, it made itself clear that it wanted to attract a slightly different set of sports car buyers.
Rather than adopting a mid-engined layout for driving enthusiasts to relish, the California saw its engine conventionally placed up front while sending drive to the rear wheels.
The California was also a two-in-one car by having a retractable tin-top for less hardcore buyers needing a coupe-like driving experience or classic open-top motoring.
What’s more, there was a 2+2 layout to theoretically handle a small family.
But the most crucial thing was its price point which allowed the California the entry-level Ferrari status at between 20-25 million baht in Thailand.
Although mid-engined models like the 488 remain the Ferrari to lust for, the California had its fans like women and men who preferred a more laid-back driving style.
It also had its critics mostly those who said the 488 is the more proper Ferrari to drive.
Which is why Ferrari is continuing the California tradition with the all-new Portofino, as tested here on Thai roads.
To cut to the chase, the Portofino is simply a mild evolution over the California albeit with improvements here and there.
First is the car’s styling, be it roof up or down. With more balanced proportions and wavier metal surfaces, the Portofino not only comes in line stylistically with other Ferraris currently on sale but feels properly modern.All of a sudden, the California looks rigid in comparison.
The Portofino also has an interior that won’t alienate owners of other Ferraris.
It’s rightfully sporty inside thanks to functions concentrated toward the driver and the multi-function steering wheel itself. You can even opt for a mini passenger-side screen displaying basic driving information.
The cabin is nicely finished, too. Tick the right boxes and you get carbonfibre trim and red stitching.
As our test car is for demo purposes not just for Thailand (via Cavallino Motors, the authorised importer) but for other countries as well, the steering wheel is on the left.
Even so, it’s safe to assume that right-hookers should also be granted the fine driving position the Portofino has to offer.
But what hasn’t changed is the near-useless rear accommodation: the backrests are too upright and there’s hardly any legroom. Speaking about practicality, the roof does rob some boot space during open-top driving.
Of course, offering some extras help for seasonal purposes, but the Portofino would arguably be better off as a Vantage rival with just two seats in either fixed or open-top form. If you really need a practical Ferrari, there’s always the GTC4 Lusso T to choose from.
Like in the California, the Portofino comes with a 3.8-litre twin-turbo V8 (the 3.9-litre variation in the 488 has a longer stroke length) producing a healthy 600hp. That’s 40hp more than in the facelifted California T but 10hp shy of the GTC4 Lusso T, which also shares this particular 3.8-litre unit.
You could hardly ask for more than this in the Portofino. There’s virtually no shortage of power at real-world speeds and remains aplenty and lively when you want to give the motor a good stretch on open roads. The eight-pot sounds nice, too, and can be made even louder with the optional sports exhaust.
As the Portofino needs to appeal to a wider audience, the steering isn’t as quick as in the aficionado’s 488 or 812 Superfast.
However, the Portofino dives into corners with ample precision and doesn’t tire the driver in urban areas with a heavy rack. Simply put, there’s enough lightness to whom the Portofino is mainly targeting.
Although the Portofino is dimensionally similar to the California, its body is stiffer allowing for better handling. This improvement can be felt on the move, although the Portofino could have had less tyre harshness and better bump absorption despite a mode to relax the suspension.
Even the driver-focused 488 seems to have a more sedate ride on uneven road surfaces. Even so, the Portofino can still be driven fast with ample confidence.
Aside the need for some more ride comfort to satisfy potential buyers, there are two other details that take away driving ease.
While the brakes are powerful when asked for, it feels too grabby upon initial bite around town. Also, considerable throttle effort is needed when moving away from standstill.
Despite these foibles, the Portofino is still fun to drive, not anywhere close to the 488 but markedly better than the GTC4 Lusso T.
But for the Portofino to immediately win hearts of punters of comparable cars from other brands is another thing because, fast it may be just like how a Ferrari should, it isn’t a perfect grand tourer yet.
However, the general recipe of being a stepping stone into the Ferrari world remains intact in the Portofino.
