Ferrari Portofino 2019 Review
The all-new Portofino is Ferrari's most important model, given it acts as a gateway to Maranello's vast supercar line-up
Just like its California predecessor, the hardtop-convertible Portofino is Ferrari's most affordable model, but that doesn't make it any less crucial. Some 70 percent of California buyers were new to the brand, and Ferrari expects this far-superior replacement to continue the trend.
- Beastly handsome, without being overtly masculine
- Seductive blend of practicality, day-to-day liveability and refined grunt
- Barking mad exhaust noise
- Over-light steering weighting
- Virtually unusable rear seats for anyone with legs
- Astronomical cost of options
Is it right for me?
If a Ferrari is your flavour of performance car, and open-top motoring is a must, then the Portofino argues a strong case for itself. It’s deeply convincing in all its forms, from top-down cruising to full-throttle blasting, suburban pottering, and even heavy-traffic commuting.
Can I afford it ?
If you have to ask, then almost certainly not. While the Portofino’s $399,888 starting price is lower than the old California T with Handling Package’s sticker, even a minor dabble in Ferrari’s options catalogue will cost you dearly. Some stuff we can totally see the point of, such as the Magneride dual-mode suspension system ($8970), parking camera ($6950), adaptive front lighting system ($5500), foldable rear seat backrest ($2717), coloured floor mats with logo ($2156) and possibly even the JBL Premium hi-fi system (the priciest option on our test car at $10,100). Others, like a carbonfibre steering wheel with LED shift light ($8300) and Apple CarPlay (a steal at $6793) make a vat of Krug champagne seem good value.
What do you get for your money?
Besides a ripper all-round supercar with free servicing for the first seven years, perhaps more than you’d think. A slick folding-roof system that can electrically lower or erect itself in 14 seconds, excellent carbon-ceramic brakes, full LED headlights and tail-lights, 20-inch alloy wheels with tenacious Pirelli P Zero tyres, front and rear parking sensors, keyless engine start (via a charming red button on the steering wheel), yellow Scuderia Ferrari shields on both front mudguards, a vast 10.25-inch multimedia touchscreen with digital radio, a car-protection cover and a battery maintainer are all inclusive in your 400-grand investment.
How much does it cost to maintain?
As we mentioned, virtually zip for the first seven years (besides a healthy thirst for fuel). Beyond that, expect servicing and parts to be commensurate with an ‘entry level’ Ferrari that starts at 400 big ones, potentially offset by its robust residual value if you treat your Portofino kindly, and make tasteful colour and trim choices.
Is it well built?
Compared to Italian cars of the past, and even the comparatively stripped out Ferrari 488 of today, the Portofino presents itself as polished and premium. Gorgeous leather trim (in a stunning navy blue in our test car), beautifully tactile shift paddles, classy instrument graphics and some truly high-end upholstery stitching and retro ‘Portofino’ badgework make this two-plus-two cabin feel special. Admittedly, some trim sections don’t quite match up perfectly, and the switchgear is well below Bentley or Rolls-Royce quality, but for a contemporary every-person’s Ferrari, the Portofino nails its brief.
What are the Standout features?
Gorgeously muscular styling for starters, which is welcome relief from the gormless, slightly bulbous look of its somewhat dorky California predecessor. And once on the move, the Portofino’s ability to master so many aspects of driving, from its docility in city traffic and smooth, torquey drivetrain response, to its thrilling engine rasp and laugh-out-loud exhaust bark when planting your right foot and playing with the gears is motoring heaven.
What does it have that others don't?
A Ferrari ‘Prancing Horse’ badge, beaming loud and proud from the triangular Scuderia shields at the trailing edge of both front guards. The Portofino may be the definition of understated muscularity, but those two yellow inserts are as shouty as Versace furniture. Then there’s Ferrari’s awesome 3.9-litre twin-turbo V8, which is just as delightful in the Portofino as it is in the sportier two-seat 488, combining effortless torque with enormous performance reserves. The fact that the Portofino sounds luscious even when you’re tootling about is all most people will want.
How practical is it?
Surprisingly so, given its low-slung, two-door stance. Sure, the Portofino’s back seat offers such marginal legroom that front occupants will have to move the seats forward for any child beyond toddler status, but it has rear seats. A Porsche 911’s rear pair may be more useable but with the roof down, the Portofino has limitless headroom, and the back row is great for bags and backpacks and shopping. The front seats almost drop onto their runners, delivering both a centre-of-gravity advantage and plenty of adjustment for basketballers, while the Portofino’s boot capacity is 292 litres with the roof up. That isn’t a massive amount but it’s workable for a cheeky weekend away, and better than a California’s.
Is it comfortable?
Absolutely, even riding on 20-inch wheels. The front buckets aren’t cushy, but their support is outstanding, and they feel like they’re custom-made to work in unison with the Portofino’s taut suspension. Our test car featured optional ‘Magneride’ dual-mode suspension dampers ($8970), with Comfort and Sport settings, and a ‘Bumpy Road’ mode to dial off the kidney punishment on Australia’s inconsistent surfaces. But even in Sport, the 1664kg Portofino treads surprisingly lightly, dancing across bumps and potholes rather than crashing into them.
Easy in, easy out?
For a two-plus-two supercar standing 1318mm tall, the Portofino is much easier to jump in and out of than many regular coupes. It’s more accessible than a 911, for example, and the door opening is broad enough to allow most people to retain their dignity, depending on the tightness of your shorts or the brevity of your mini-skirt. There’s no keyless entry – only keyless start – but the Portofino’s triangular-shaped door handles are reasonably easy to use, though lacking flair in their design and operation. The rear-view mirrors mounted on thin stems are both pretty and allow for an unimpeded view around each A-pillar.
Space and versatility?
As a two-seater, the Portofino is brilliant. It plays its coupe card to perfection by feeling abundantly spacious up front without ever feeling oversized or flabby on the road. But the Portofino’s versatility spans more than just its ability to squeeze three aircraft cabin bags into its boot with the roof erected. It’s about being a consummate all-rounder. This svelte Ferrari is defined by its effectiveness as both a genuine daily driver and a twisty-road stunner.
What's the engine like?
Frigging awesome! Ferrari’s twin-turbo 3855cc V8 was the outright winner of the International Engine of the Year award in 2016 and 2017, and the Portofino shows why. It has enough muscle to pull from just 1200rpm in higher gears yet will forcefully charge towards its 7500rpm redline just like Ferrari’s much-loved naturally aspirated engines of the past. With two turbochargers fluffing up its lower and middle ranges, however, this 441kW/760Nm powerhouse manages to be all things to all people. It’s a cinch to drive in traffic, but also addictively delicious in the way it exponentially gathers speed. Few could dismiss a 0-100km/h claim of 3.5 seconds, or a top speed in excess of 320km/h. This ‘hairdresser’s Ferrari’, if you want to be brutally unkind, is almost as fast as a Porsche 911 Turbo, yet makes up for its slight performance deficit by sounding incredible. Whether extending every gear right out or short-shifting manually and feeling the hairs prickle on your arms as the Portofino’s exhaust barks a thunderous whip-crack, there’s infinite enjoyment to be had here.
How much fuel does it consume?
Again, if you have to ask, you almost certainly can’t afford it. The Portofino’s official fuel consumption figure on the European combined cycle is 10.7L/100km, giving it a theoretical range of almost 750km from its 80-litre tank (filled with 98-octane premium unleaded). But if your right foot becomes at all creative, expect to see numbers above 20L/100km. The same applies in heavy traffic. The one saving grace, though, is Ferrari’s excellent idle-stop system, which shuts the engine off at a standstill, and almost instantaneously restarts when you touch the accelerator again. It’s one of the finest systems on the market, irrespective of price.
Is it enjoyable to drive?
Is the Pope Catholic? Is listening to talkback radio like being stabbed in the eye with a knitting needle? Given its two-plus-two, hardtop-convertible brief, the Portofino isn’t as dynamically hardcore as many of its stablemates, but it comes surprisingly close. There’s a litheness to this near 1.7-tonne Ferrari that belies its weight and configuration, fulfilling pretty much every expectation of a Maranello-engineered product. With the steering wheel’s Manettino switch set to Sport, there’s an accuracy of cornering line and an intimacy of handling balance that encourages the Portofino’s driver to keep pushing harder. With 54 per cent of the car’s weight biased towards the rear axle, underpinned by vast 285/35ZR20 rear tyres, there’s inherent mechanical balance and grip in the Portofino, and you can feel that from behind the wheel.
What’s not so apparent is a natural level of steering weighting. The harder you drive, the chattier the Portofino’s feedback, but much of the time its steering is simply too light for a car of this calibre. The response is near-perfect – super-keen to change direction, but never nervously so – however we wish there was a little more meat in this particular sandwich.
What really elevates the Portofino’s driving experience, however, is its multi-faceted character. Aided by a body structure that’s 35 percent stiffer than the California’s (while trimming 80kg from overall weight), the Portofino feels robust with the roof dropped, yet supple enough in the suspension department to maintain its cool on most Aussie roads – especially with the ‘bumpy road’ button activated on its steering wheel.
Does it perform as you expect?
Absolutely. Despite carrying almost 200kg more than a Ferrari 488 GTB, the Portofino is a lusty, thrusty, thrilling performer. The higher the needle climbs on its central tachometer – a bright yellow one in our test car (for a not inconsiderable $1256 extra) – the greater the intensity of its acceleration, as it should be in any performance car, let alone any Ferrari. With maximum power of 441kW achieved at the Portofino’s redline (7500rpm), this is proper supercar stuff. But equally as important is the Portofino’s continental shelf of torque – a staggering 760Nm from 3000-5250rpm – and not just because its engine capacity is a mere 3855cc. This abundance of all-round muscle perfectly supports the Portofino’s jack-of-all-trades versatility. Pretty yet beautifully muscular, docile yet devastatingly quick, Ferrari’s ‘entry-level’ coupe-convertible feels every bit as premium as its badge, and its price, would suggest.
2019 Ferrari Portofino Price and Specifications
Price: $399,888
On-sale: Now
Engine: 3.9-litre twin-turbo V8
Power: 441kW at 7500rpm
Torque: 760Nm at 3000-5250rpm
Transmission: 7-speed dual-clutch
Fuel use: 10.7L/100km