~*~2010 FERRARI CALIFORNIA CONVERTIBLE~*~

2010 FERRARI CALIFORNIA CONVERTIBLE

BLACK EXTERIOR

BLACK INTERIOR

ONLY 26K MILES***

DAYTONA SEATS

FERRARI SHIELDS

RECENTLY SERVICED

NEW MOTOR MOUNTS

THE 2010 FERRARI CALIFORNIA HAD A LONG LISTS OF "FIRSTS"

FIRST YEAR WITH FRONT V8 ENGINE

FIRST USE OF DIRECT INJECTION

FIRST RETRACTABLE HARDTOP

FIRST LAUNCH CONTROL SYSTEM

FIRST STACKED EXHAUST

454 HP

DUAL-CLUTCH 7 SPEED AUTOMATIC

A TRUE SUPERCAR!!!!!!!!!!!!!!!!!

EVERYTHING WORKS ON THIS BEAUTY!

BELOW IS SOME MORE INFORMATION REGARDING THE 2010 CALIFORNIA..........

There have been front-engine sixes and 12s, but this is the first front-engine eight and with it Ferrari has managed to make the entry-level California a true supercar in every sense of the word. The direct injection helps improve mileage and decrease emissions but because the California is heavier than the F430 it shares its engine architecture with, the tuning is optimized to boost torque by 14 lb-ft at the expense of 29 horsepower, for a total of 454 hp and 357 lb-ft.
In addition, the neck-snapping caused by the old F1 gearbox is gone. All you're left with is a constant acceleration accompanied by a sweet-sounding bark between shifts.
The California has a true launch-control system. So how does it work? Turn the CST traction control off, foot on brake, launch button pressed, wait for the beep, and then mat the gas. When the revs hit around 3000 rpm, lift off the brake. All you need do now is just hang on and keep the car pointed straight. The California's new transmission, set up in launch mode, auto upshifts for you until you run out of gears.
Instead of going with the conventional ragtop, Ferrari opted for a retractable hardtop. Usually when you make a car a convertible, you lose a lot of the structural integrity, but that's not the case with the California. The all-new chassis works amazingly well at maintaining the rigidity we've come to know and love in Ferraris. Another interesting part of the drop top is its intelligence. If you're stopped at a light, intersection, or even in your garage, and want to raise or lower the top, the car will do only it if it deems the situation safe. Since the whole rear end moves out about a foot and a half when in motion, the sensor at the rear determines if there is anything it might hit while raising or lowering the top.
You might be asking what the big deal is about a stacked exhaust, as it would seem to be nothing more than a styling change.
Ferrari does nothing strictly for styling; everything it does to a vehicle is for a specific purpose, as is the case with the exhaust treatment. At high speeds, air pressure can build in the wheelwells, creating lift, which is not a good thing. Ferrari's solution to this was to put a vent in the back of the wheelwell to expel that pressure, eliminating the possibility of the car's rear end getting light while playing in the triple-digit zone. The traditional side-by-side design did not work as well at relieving that pressure buildup.

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