2015 Ferrari California T Tech Explained

We'll obviously start under the new vented bonnet, where we find a direct-injected 3,855 cc. This V8 delivers 560 HP at 7,500 rpm and 557 lb-ft (755 Nm) at 4,750 rpm. To achieve this, it employs two twin-scroll turbines. These come from IHI, as revealed by an interesting supplier list we’ve placed in the gallery below. Here you’ll find Ferrari’s partners for the most important components of the car. Many of these were known, but it’s nice to see the Prancing Horse’s transparency.

As you can also see in the image gallery, Ferrari doesn’t believe in the German way of placing the turbines in between the cylinder banks. Audi, BMW and (in the future) Mercedes do this in order to reduce turbo lag, but the Italians probably preferred to have the turbos on the sides of the engine in order to lower the center of gravity. This asset is much more important in a sports car than it is in the German supersaloons, so the choice was an easy one.

Despite this, Ferrari promises zero turbo lag: “This is also the first time virtually zero turbo lag has achieved on an engine of this type, guaranteeing instantaneous response to commands and, as with naturally-aspirated power units, a torque curve that increases constantly across the rev range thanks to Variable Boost Management.”

At this point, we don’t know how much the new 3.9-liter unit shares with Maserati’s 3.8-liter twin-turbo V8, which is “designed by Maserati in Modena and built at the Ferrari plant at Maranello”.

The forced induction brings the 0 to 62 mph sprint down form just under 4s to 3.6 seconds, while the top speed goes from 310 km/h (192.5 mph) to 316 km/h (196.3 mph). Of course, these changes pale in comparison to the behavior modification the turbo path brings. Sure, we get 70 extra horses, but torque is the name of the game here. You receive 49 percent more and it’s all coming earlier - the curves aren’t out yet, so we don’t know precisely how early.

Somewhere along the way, the “downsizing” has reduced the fuel efficiency and emissions by 15 percent. Thus, the California T’s official figures (NEDC) show 10.5 l/100 km (22.4 mpg) and 250 g CO2/km. Nonetheless, to achieve this you must opt for the (obviously pricy) HELE tech pack.

Then there’s the sound. The Prancing Horse brags about the California offering “the most exhilarating soundtrack any turbo has ever yielded”. To achieve this, they haven’t rested on the exhaust valve laurels. Oh no. Instead, the V8 powerplant features a flat-plant crankshaft, as well as a three-piece cast exhaust manifold and turbo housing - both are known to make nice musical instruments.

Of course, Ferrari has adapted its F1-Trac traction control system to cope with the extra muscle. Alas, the California’s Manetinno switch still only gets three positions. This kind of defeats the purpose of a Manetinno, since most performance care have three-mode stability control systems.

In the new configuration, Ferrari’s California T sheds a mere 5 kg (11 lbs), now coming with a dry weight of 1,625 kg (2,205 lbs). As for the weight distribution, this stays at 47:53 (front:rear). And speaking of metal, the Webasto retractable hardtop doesn’t seem to have changed, since is requires the same 14 seconds to switch from one state to another.

As for the twisty part of the action, Ferrari explains the driver will have to perform less steering wheel action, but will get more feedback. The steering box is new and so is the suspension setup. The California features new springs, as well as BWI’s latest-gen Magnaride adaptive shock absorbers.

This has probably remained an optional feature, which is, most likely, also true for the new ceramic discs and rotors.

All the aforementioned tech bits and pieces seem like a really good tactical plan applied to a car that we found as rather unreasonable when we drove it. We were disappointed by the California, as it didn’t manage to shine in terms of either GT comfort or performance. Nonetheless, the T at the end of its designation does seem to have the potential to transform it. Until we find out if this is true, let's just enjoy the pretty colors, shall we?