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There is nothing electric about the renamed and lightly revised MC20, except its performance

- Story: Alan Taylor-Jones

THIS HAS BEEN A MORNING OF frustrations. As much as I have enjoyed relaxing into the new MCPura (essentially a facelift version of the car formerly known as the MC20) heading towards the Tuscan hills, there is a lot of traffic about. The sight of a sinewy stretch of road comes just as we get behind a local in no hurry to go anywhere fast. Blind corners are separated by a few hundred yards at most, so even utilising all 630 hp will make an overtake unwise.

And then it happens. Finally, a decent view ahead and the road is clear. A couple of squeezes of the left paddle-shifter and a sizeable extension of my right leg, and we are away. Warm, dry conditions allow the Bridgestones to hook up as the turbo breathes deeply and the V6 bellows purposefully, flinging the open-topped MCPura Cielo past a dawdling Piaggio Porter as if it had been pulled back by a giant elastic band.

I am still in the softest GT mode as I brake hard for the next series of bends, and it is a good match for a road that has many crumbling patches. There is enough compliance in the suspension to pass over disturbances without issue while keeping good control of body movements and roll angles. Light steering avoids feeling nervous by dodging the hyperactive rack favoured by Ferrari, and there is proper road feel coming through the alcantara rim. This is good.

Switchbacks are coming thick and fast, so it is time to turn the mode dial to Sport. Shame the dial itself feels a bit plasticky, but the twist is well worth it, unlocking maximum noise 1,500 rpm earlier at 3,500 rpm, firming up the dampers, waking up the throttle response, and making the gearbox keener to kick down. The butter-smooth shifts of GT mode now have a little contrived kick but are undeniably quicker.