When Ferrari says that it hopes that 50 per cent of its California buyers will be women lured away from top-spec SLs and Bentleys, you can’t help but worry that this is one toned down Ferrari. But, as Bespoke discovers, it’s a complex machine that manages to defy any negative first reactions.
First off, I have to come clean and admit I used to never be a big fan of this new Ferrari California. I mean from a design perspective how could I be? Ferrari actually raised expectations to almost unattainable levels by giving it the California name, a moniker that dates back to the 250 GT special editions, designed for export to America by Sergio Scaglietti during the late 1950s and early 1960s. Those classic Californias (of which I prefer the short wheel base models, although I’d gladly take a long wheel based version) are among my favourite cars ever made. You know the ones: Ferris Bueller drove one on his day off – although his was obviously a replica for they’re worth well over 10 million dollars nowadays. That’s what happens to classics, but fifty years from now, I suspect you’ll see classified ads for 2011 Ferrari Californias going for a bargain basement price. Why is that? Because this model personifies characteristics at odds with the Prancing Horse and it excels in no particular field.
“Sacrilege” I hear some of you muttering. Yet, I also know the great majority of you know exactly what I’m talking about, you just dare not say it. A cruiser built by the legendary maker of sportscars? And an unsightly one? Then again, aren’t we led to believe that an ugly Ferrari is like a lousy Picasso – the fault just has to be in the eye of the beholder, right? Not really, take any picture of the Ferrari and study it: isn’t it derivative? The California is an uninspiring design mishmash of creases and folds. The gills are an obvious retro touch (why is Ferrari doing retro?), the phony brake inlets are superfluous, the bizarre lines on the side are overdone, the rear end is a disaster, the black plastic trim is jarring and the quad stacked pipes are, well, Lexus-like!
Rant aside, all that I have written so far is evidently the argument of someone who has never witnessed the car in the flesh, let alone had the opportunity to interact with it. Let me put it this way: it would be easy to make a case about the unattractiveness of Haifa Wehbe, especially if you’d never met her and were basing your judgement on just a few (probably unflattering) images. She’s not actually that photogenic, and neither is the Ferrari California. The reason is that both have got some questionable angles. There are also a few unnatural curves on both. What’s more, Haifa’s look, just like the Ferrari’s, is imitative and rather uninspiring in this eco-friendly, organic-loving new millennium. But, meet her in person and you’ll find yourself bashfully admiring only her positive aspects. The front end for example (I’m back on the Ferrari), or the remarkably straight A-pillar that doesn’t curve back over the driver’s head, as it does on so many cheap folding hardtops. Furthermore, if you actually take it for a ride (I’m still on the Ferrari), you’ll discover a beast so visceral, yet accessible, that you could actually imagine wanting to domesticate it so you could live with it on a daily basis, forever. In fact there are so many similarities between Haifa and the California that I’m actually going to write to Ferrari and ask that they rename this model the Ferrari Wehbe. It would make a much superior name to that of the divine California.
My personal experience with Ferrari’s newest addition to the stable was an eye-opening one. I was to be given the keys to my very own California for the duration of a single day, during which I could do whatever I wished and go wherever I pleased. I had come to Dubai purely for this reason and my day started bright and early with a quick meeting with Ferrari Middle East’s delightful press manager. A few signatures and a couple of disclaimers later, and I was sitting behind the wheel of Ferrari’s first ever front engined V8 car. Of course, that’s not the California’s only claim to fame: it’s also the first Ferrari to feature a folding metal roof (like a Mercedes SL), it’s the first to employ a 7-speed dual clutch transmission, it’s the first to be fitted with a multi-link rear suspension and the first to utilise thirst-deprivating direct petrol injection. Oh, and in my books, it’s also the first to look like it desperately needs a diet and lose all that ‘junk in the trunk’ (an inherent problem on all folding hardtops).
To be fair it’s pretty attractive in person and it looks even better in darker colours than lighter ones. Mine was in Scuderia red, which is of course the most popular colour for any Ferrari. But having also witnessed the car in grey and black, I can positively confirm that neutral hues suit the car much more. After all, how much do you really want Haifa to stand out? Rationally speaking, she’s going to draw the attention of every red-blooded male within sight of her, and that’s whether you try to control her into a more presentable outfit or not. Horses for courses I suppose, I just prefer the motto “if you’ve got it, don’t flaunt it.”
Probably the most alluring aspect of the Ferrari Wehbe is the front end. Strangely that doesn’t come across so clearly in photographs, even our excellent ones. Another surprise is how very accommodating this car is, well for a Ferrari. There’s a surprising amount of room inside and, if you play around with the seats for long enough, even I was able to find more than enough space, and I measure 1m95. Strangely however, the seats are brutally hard for what many label a grand tourer, so don’t expect to go too far without rest breaks or you’ll have to be plied out of the car by medics.
Another notable observation I made was that with the roof up, the exhaust notes and frequency vibrations can quickly tire you. Solution: always keep the roof down, thereby guaranteeing an exquisite sonic masterclass. In fact, if ever you are feeling in need of positive reaffirmations of this car’s Ferrari credentials: put the roof down, open up the throttle and enjoy every last bit of it. Despite those Japanese looking vertically stacked pipes, this is a car that’ll make the Tifosi proud.
So how was the Ferrari Wehbe on the open road? The good news is that even though it can be driven in automatic mode, it feels like a Ferrari, albeit a new-age, digital one. The standard ceramic brakes are almost otherworldly in their stopping power. The steering is light yet agile, offering ample amounts of feel and fluency. The engine, though it feels lazy and torquey is in fact deceivingly powerful and speedy when you push it a little. And the fit and finish are terrific meaning there’s absolutely no scuttle or shake so often associated with convertibles.
One of my favourite little tricks is the simplicity with which you can change her character. Haifa, take note! With a simple flick of a switch on the steering wheel Mannetino, you can go from docile and well behaved (in ‘comfort’ mode the exhaust valves remain shut at cruising speeds, the transmission is not too hurried and the ride is more supple) to full on foul-mouthed dominatrix. In ‘sport’ mode the V8 roars with a full cacophony of sound effects, the gear selections are instant, the suspension stiffens and the traction allows a bit more play. In fact, ‘sport’ mode allows just the right amount of leniency to afford you mind-blowing fun; including a good degree of tail swapping and tire mashing, but most importantly it’ll keep your irresponsibility in check. If you really feel you’re the man then switch all electronic driver aids off by switching to CST-Off, I personally didn’t think it would be a good idea to do so, especially not on public roads.
So despite all my initial reservations it’s obvious that the Ferrari Wehbe is an old fashioned GT car in the best Ferrari tradition. While it is undoubtedly modern, the California harks back to a time when Ferrari had stopped making racing cars for the road or road cars you could race, and just made really beautiful road cars. The fact that it’s probably the ultimate poseurs car is not entirely its fault. But for those who would like to justify their high performance machines with a modicum of practicality, this car will be hard to beat.
Did I love my time with the Ferrari Wehbe? Yes I did. Has the experience made me redress my earlier diatribe? Certainly. Could I drive it on a daily basis? Probably not, as I just don’t enjoy that amount of attention. Nevertheless, we did do some things together, which I should not speak of as I’m sure the traffic authorities will not take kindly to such behaviour, but, in the spirit of honest journalism, I have to tell you: I managed to reach 294 km/h on the long Omani dual carriageways. I was aiming to break a personal record of 300 km/h but a slow moving, and therefore fast approaching, lorry made me see reason.
So our day came to an end and like any affair, there were three parts to the way it had to end. The first was coming clean about the affair. In this regard I must say that my daily ride did not seem to mind too much, yes she seemed painfully slow in comparison, but in all fairness you should never attempt to compare a mortal beast to a Ferrari. The second part is never seeing or communicating with the lover again. Adieu Ferrari Wehbe. The third part is getting through symptoms of withdrawal after a permanent separation takes place. That’s the hardest part of all, for even though initially I did not like, nor did I want to like, the California, after the beautiful and memorable day we spent together I do find myself longing to rekindle our special relationship.
