Ferrari 488 GTB

	Ferrari 488 GTB
	Debut: 2015 Maker: Ferrari Predecessor: 458 Italia

Published on 18 Jul 2015

It is difficult to imagine how Ferrari could improve on the mighty 458 Italia, especially the last Speciale edition. It was jaw-dropping sexy, lightning fast, razor sharp to handle yet comfortable to live with. In my opinion, the 458 was the most remarkable Ferrari in modern ages, one easily eclipsing the already incredible 430 Scuderia, F355 and F40. Even at this day it still beats newer rivals like McLaren 650S or Lamborghini Huracan. Does Ferrari really need to replace it? I doubt. Actually, I am a bit worry that its replacement might lose some of its magic, especially when I heard it would switch to turbocharging…

Yes, turbocharging is often the cause of troubles on many modern performance cars. The latest BMW M3/M4 and Renault Clio RS are victims of turbocharging as they have lost the razor sharp throttle response, linear power delivery and exciting sound of the past. The next generation Porsche 911 Carrera is likely to follow suit (fortunately the GT3 and RS remain normally aspirated). It goes without saying that manufacturers switch to turbocharging because they need to cut CO2 emission to satisfy new regulations, in particular the strictest ones mandated in European Union.

Emission, emission... not even Ferrari could escape

Under the latest EU regulations, the average fleet emissions of mass production manufacturers shall not exceed 130 g/km from 2016 and then 95 g/km from 2020. Medium size manufacturers which sell between 10,000 and 300,000 cars a year in EU, such as Porsche, shall have their average emissions reduced by 25% by 2016 and 45% by 2020 from the level of 2007. Niche manufacturers selling fewer than 10,000 units may propose their own reduction targets, but those should be consistent with the development of technology and subjected to the approval of European Commission, thus no way to avoid drastic reduction measures. Nevertheless, some are not influenced as much. Lamborghini, for example, is part of the Volkswagen group thus its high emission level may be offset by millions of fuel-sipping VWs, Skodas and Seats. No wonder it can keep using normally aspirated V10 and V12 engines. Ferrari is not so lucky. Although it is part of the FCA group, boss Sergio Marchionne is working to spin it off to raise capital. Once the IPO is completed, Ferrari will be seen as an independent car maker thus needs to take care of itself. It has 2 options to reduce emissions: electrification or turbocharging. The former is adopted on LaFerrari, while the latter is to be used on its production models, starting from California T and then 488 GTB.

The first thing you notice about the 488 GTB, even before seeing it, is its name. This is the first new model launched since the exit of Luca di Montezemolo, no wonder it reverts to the traditional nomenclature preferred by Enzo Ferrari – 488 is the cylinder capacity in c.c., while GTB stands for Grand Turismo Berlinetta. I love it.

Evolved styling, polished aero

Despite the new name, the 488 is unmistakably an evolution from the 458. It is not exactly a mid-life facelift, as some 85 percent of parts are new, but it is not a clean sheet development either, unlike the 458. This has to be predictable, because Ferrari’s V8 line always alternates between full redesign and heavy modification. Just like the relationship between 308 and 328, 348 and F355 or 360 and F430, the 488 shares much the same styling, (aluminum spaceframe) body structure and suspension with 458. Its windscreen, side glass and roof are carried over intact, while wheelbase is identical to its predecessor. Other dimensions are close to the old car's, though the rear track is widened by 40 mm to make room for turbos and intercoolers. The nose and tail are restyled mainly for improving aerodynamics and enhancing cooling to satisfy the hotter engine.

Visually, the biggest difference between the 488 and its predecessor is a pair of huge intakes opened at the rear fenders. Each of them is split half-half by a carbon-fiber flap. The air streams passing above and below the flap feed the engine intake and intercooler respectively. To pay homage to the classic 308 GTB, scalloped air channels are sculpted on the doors, though their XL size is a bit over the top. Is the new Ferrari still sexy? Yes, definitely, if not quite as pure as the 458 it replaces.

As you would expect, Ferrari improved its aerodynamics again. Its drag coefficient is lowered slightly from 0.330 to 0.324, while downforce is increased by 50 percent at 155 mph, amounting to 325 kg. I can't think of any other standard road cars generating as much downforce. For instance, the new Porsche 911 GT3 RS, even with racing style aero kits, needs 186 mph to produce the same downforce. Brilliantly, the Ferrari achieves that without using any visible wings. It goes without saying Maranello is still leading the sports car industry in aerodynamics.

So what did Ferrari modify? The front bonnet of 488 GTB now incorporates a pair of air channels to enhance downforce. The whole rear end has been redesigned, replacing the Italia’s centrally-mounted triple exhaust with 2 higher, side-mounted exhaust. Less aesthetically satisfying might be, they do make space for larger diffusers which help sucking the car to the ground. As in LaFerrari and 458 Speciale, active movable flaps are added to the diffusers to vary downforce according to speed. Finally, the new car introduces a patented aero design called "blown spoiler" – air stream coming from the roof enters a small intake at the base of rear screen and exits the tail through an outlet located just above the rear bumper. This generates downforce without needing to raise the rear spoiler, thus cuts drag compared with conventional spoilers.

Turbocharged V8 that pretends to be atmospheric

The highlight is the 3.9-liter twin-turbo V8, of course. As usual, Ferrari’s V8 runs dry-sump lubrication to lower center of gravity and flat-plane crankshaft to enable higher revs. It also employs full variable cam phasing, direct injection and ion current sensing knock control like its predecessor. However, the similarity ends there. Derived from the F154 family that started life in California T, this engine shares cylinder block with the latter, whereas cylinder heads, pistons, con-rods, camshafts, intake system, exhaust and turbos are all bespoke. It keeps the 86.5 mm bore of its sister (vs 94 mm in 458) while increasing stroke by 1 mm to 83 mm (vs 81 mm in 458), resulting in a swept volume of 3902 c.c. The bore/stroke dimensions are much less “oversquare” than the past but this is usual for turbocharged motors. Note that the new engine has lost titanium connecting rods, a feature used by every generation of Ferrari V8 since F355. It doesn’t need them because the turbocharged engine is not as high-revving anyway. While its predecessor was good for 9000 rpm, the 488 engine gives up revving beyond 8000 rpm. This inevitably robs it some thrills, especially aurally.

On the plus side, it is a lot more powerful than the old naturally aspirated unit. Maximum power is 670 horsepower at 8000 rpm, a full 100 ponies more than before and even eclipses the last Enzo supercar! Expectedly, the maximum torque is even more impressive, lifting from 398 lbft / 6000 rpm to 560 lbft / 3000 rpm, or an increase of 40 percent at half the rev! Thanks must go to a pair of IHI twin-scroll turbochargers. They are larger than the ones used on California T so that they can boost at most 1.5 bar instead of 1.3 bar. Meanwhile, they are also faster to spool up as their turbines are now made of titanium-aluminum alloy (50% lighter), and their shafts are mounted on ball bearings. In a typical response test, Ferrari found the turbo takes 0.8 second to respond to throttle input, compared with 1.1 second in the case of California T. Of course, it is no match with the 458 Italia’s 0.6 second, but the gap is narrower than expected, very close to “lag-free”.

Ferrari found most turbocharged motors fail to impress keen drivers because their torque curves are simply too flat. As peak torque arrives early, there is no reward to squeeze the engine to sky-high rpm. To address this issue, the ECU on 488 deliberately limits the torque output at lower revs to replicate the characteristic of naturally aspirated motors. At the first 3 gears, the torque curve rises linearly across the rev like a larger NA engine. It keeps rising until 6250 rpm, where it peaks at a regulated 516 lbft. In this way, it encourages you to chase higher rpm and make use of the lightning gearshifts of its Getrag 7-speed twin-clutch transmission.

Now you might ask, isn’t it a waste of turbocharging then? Well, even though the torque curve is artificially suppressed, it is still easily stronger than that of 458 at any rev. Moreover, at higher gears the limitation is progressively reduced. The higher the gear, the faster the torque curve rises at low revs and the more they look like typical turbocharged curves. However, those curves still rise steadily, if at a slower rate, from 1750 rpm to the peak at 6250 rpm / 516 lbft. Only at top gear the curve is completely flat from 3000 to 6000 rpm, where the full 560 lbft is released. Thanks to this variable torque management, the Ferrari V8 feels closer to an NA engine, albeit with superior punch and reduced emission. The latter is rated at 260 grams per km, down 15% from 458 Italia or 5.5% from Speciale. It might be modest, but think of that extra 100 horsepower and 40 percent more torque simultaneously and you have to admit only turbocharging can deliver.

Turbochargers tend to suppress exhaust note and downgrade sound quality. Ferrari avoids this by employing unusually long, equal-length exhaust manifolds to amplify the harmonics before the gas reaches the turbos. It also employs a freer, louder muffler, reduces sound insulation and even cuts holes in the firewall to let the engine sound penetrating into the cabin. We shall see whether it works later.

Rest of the package: built on the strength of Speciale

The rest of the car is developed from the Speciale. Its Getrag 7-speed twin-clutch gearbox is carried over, just fitted with longer ratios to match the torquey engine. Gearshift is significantly faster than that of 458 Italia as a result, i.e. upshift and downshift are 30% and 40% faster respectively. The aluminum spaceframe chassis is mostly unchanged except a new rear subframe to carry the wider engine. The new engine accompanied with intercoolers is 16 kg heavier, so the car’s front-to-rear balance is marginally worsen by half a percentage point to 41.5:58.5. On the plus side, the new engine’s center of gravity drops by 5 mm. Thanks to some weight reduction elsewhere in the chassis and body shell, the whole car weighs 10 kg less than its direct predecessor.

The steering rack is carried over from the 458. It keeps the super-quick ratio of 2.0 turns lock to lock, and its servo remains hydraulic. The suspension basics remain unchanged, too, but the 3rd generation magnetorheological adaptive dampers promise to react faster. To deal with higher performance, both the front and rear Michelin Pilot Super Sport tires get 10 mm wider, although they might not be as sticky as the Cup 2 tires on Speciale. The Brembo carbon-ceramic brakes are derived from LaFerrari. They measure the same size as before (398 mm front and 360 mm rear), but the new materials warm up faster and new calipers improve cooling, so Ferrari claims braking distance is shortened by 9 percent.

As in the case of Speciale, traction and stability is managed by F1-Trac and SSC (Side Slip Control), but the latter is now the second generation. It not only alters the electronic active differential and traction control but also firms up or softens the suspension damping to control power slide more accurately. Overall, Ferrari said the new car achieves 12 percent faster acceleration out of corners and with 13 percent less body roll.

On the Road

Get on board, you will find a familiar environment. Yes, the main instrument gets a second display and there are more storage cubbies, but the design and architecture are just the same. Forward and lateral visibility remains excellent for a super sports car.

Push the start button, it is a relief to hear the turbocharged V8 starts with a gruff snarl typical to Ferrari’s flat-crank V8s. Its pitch is lower, bassier, but the exhaust note is just as loud in normal driving. The throttle response is quick. Prod the throttle and you will see the rev rises and falls immediately. It is almost, if not exactly, as sharp as the 458’s. If you have never driven the old car or the equally mighty F12, you might be hard pressed to tell if it is a naturally aspirated motor. Driving at legal speed through the first 3 gears, the power delivery is remarkably linear. Turbo lag? What turbo lag? It makes a McLaren 650S feels laggy, almost like an on-off switch.

The ride quality feels even better than its predecessor. It glides over broken pavement without much complaint, and soaks up bumps on mountain roads with ease, maintaining excellent composure. The easy going manner of 458 is retained. The hydraulic steering remains super quick, incisive and communicative, but it gains a little bit more weight to feel more confident to handle the extra power. Despite a lot more torque to cope with, the twin-clutch transmission shifts even faster without losing smoothness. It is a work of wonder. Ditto the phenomenal braking.

Out on open roads and start pushing it, the 488 responds with violent thrust and acceleration that is a whole level up from the 458. Thanks to the superior torque, it gathers speed in a mind blowing manner. There is no doubt that it can sprint from rest to 60 mph under 3 seconds, 124 mph in 8.3 ticks and ultimately reach 205 mph – Subjectively it feels even faster! Maybe forthcoming road tests could prove. When it accelerates, the noise gets increasingly frenetic across the rev, and every corner is accompanied with turbo whooshes and exhaust crackles. However, as you stretch the twin-turbo V8 closer to its 8000 rpm redline, it is also obvious that it is not quite as sensational as a 458 howling at 9000 rpm. It might be the best sounding turbo engine we have ever heard, but not good enough to replicate Maranello’s best atmospheric engines. What a pity.

That said, the absolute performance is more than enough to compensate for the slight loss of emotion. The 488 is not only fast on straight but equally capable in bends. Its best time in Fiorano is 1 min 23 sec, i.e. two seconds faster than 458 Italia or half a second quicker than Speciale – the latter is a lightweight track special fitted with semi-slick tires, remember.

Despite of much stronger power, the new car is not fearsome to handle in any means. In fact, its chassis is as razor sharp as Speciale. Perhaps a bit more forgiving at the limit. Its traction and balance are phenomenal. When its power overwhelms rear tire grip, it breaks lose in a more progressive manner. The softer throttle response of turbo seems to smoothen the transient response of oversteer and make it easier to control. For sure the SSC2 guarantees that it slips beautifully, but even with traction control switched off you will find a superb inherent balance. Meanwhile, the stronger low to mid-range torque gives you more options to induce oversteer anytime, anywhere. This car is both sharper and calmer than 458 Italia. Very close to 458 Speciale for precision and feel, but more friendly on roads.

However, the 488’s power and performance are probably too much for the road. Yes, they don’t come at the expense of drivability or emission, but they are hard to exploit on public roads. The beauty of 458 is that it feels right at the limit for road use, no matter the sharp handling, lightning acceleration or crazy sound. As I said from the beginning of this review, even today I don’t think it needs to be replaced. The 488 is undoubtedly a better car, but it doesn’t come close to 458 as a masterpiece. Its existence is not driven by art and emotion but by emission and the threats of McLaren 650S. This will make it a bit less memorable from the perspective of history.

Verdict:

Published on 23 Aug 2018

488 Pista

458 Speciale set a very high bar, but 488 Pista lifts its further.

Since F355, the Ferrari V8 line was rarely challenged. Sometimes Porsche 911 GT3 or GT2 could give it some headache, but Maranello struck back convincingly with a lightweight special called 360 Challenge Stradale in 2003. It was followed by 430 Scuderia in 2007 and 458 Speciale in 2013. The latter was particularly impressive. Until today we still can't quite understand how it could be so fast, so thrilling yet so obedient. Unquestionably, the 458 Speciale is destined to be a future classic.

However, since the launch of Speciale, the market segment has changed a lot. McLaren developed so fast that even Maranello could be shocked. Most recently, its 720S produces 50 more horsepower than the 488 GTB, weighs less and sprints from 0-124mph half a second quicker, accompanied with an untouchable top speed of 212 mph. Moreover, there are now a very good 911 GT2 RS, a Lamborghini Huracan Performante and a Ford GT to challenge the Ferrari, and the list will grow further when the upcoming mid-engined Aston Martin Vanquish and Corvette C8 arrive next year. Fans of Maranello cry for a strong response, and they get the answer called 488 Pista.

Ferrari’s track-oriented machine is not overly hardcore. It is nearly as useable on normal roads as the GTB.

Pista is the Italian word for Track, but unlike the growing numbers of track specials from other makes these days, Ferrari’s track-oriented machine is not overly hardcore. It is nearly as useable on normal roads as the GTB, as we shall see later. On the other hand, it has all the performance figures dialed to 120 percent. This car is 90kg lighter than the GTB (exactly the same reduction from 458 Italia to Speciale). At 1280kg dry, it undercuts the McLaren by 3 kilos! which is remarkable considering its aluminum spaceframe chassis is inherently heavier than the McLaren’s carbon-fiber tub. Its engine produces 50 more horsepower than the standard car at 720hp, and it gains 7 pound-foot of torque to 568 lbft. They are released at the same 8000 rpm and 3000 rpm, respectively, so the performance gain is real: 0-60 mph now takes 2.75 seconds, 0.05 less than the McLaren. Top speed runs neck to neck as Ferrari quotes 211 mph-plus. Most important, the Pista needs 7.6 seconds to go from 0-124 mph, 0.2s quicker than the McLaren. By the way, it also beats 911 GT2 RS by 0.7 second. Mission accomplished.

In terms of aerodynamics, the Pista is heavily revised from GTB. Its front end is sculpted massively to take advantage of an F1-inspired S-duct, which draws air from the front splitter to the bonnet, generating downforce. The sides of the front overhang have new winglet extensions which incorporate air outlets. At the rear fenders, the huge intakes of the GTB have been made smaller because they need to feed only the intercoolers now, whereas engine intakes have been moved back to the top of the fenders near the rear spoiler. The fixed rear spoiler has been enlarged and curved further. When viewing from the back, it is now clearly separated from the body, although its "blown spoiler" function remains. The sides of the rear bumper have opened new air outlets. Overall, downforce is lifted by 20 percent, amounting to 240kg at 124mph. Meanwhile, drag is increased by merely 2 percent.

It brings back the exotic feel we have lost so long...

Magically, the aggressive aero treatment does not downgrade its beauty. On the contrary, I found the pointier nose, sharper skirts and wings bring back the exotic feel we have lost so long – remember when all boys had a poster of Lamborghini Countach, DeTomaso Pantera GT5, Koenig 512BB or Vector W2 on the wall of their rooms? I like the styling of McLaren 720S, but it doesn't arrouse your emotion quite like the 488 Pista. Maybe this is the difference between British and Italian designs.

Predictably, the engine is still that marvellous 3.9-liter twin-turbo V8, but it gets new carbon-fiber intake plenums, lightweight Inconel exhaust manifolds, lighter crankshaft and flywheel and the return of titanium con-rods. Inertia of its rotational parts is reduced by 17 percent, while the entire engine cuts 18kg. There are also new hollow valves, friction-reducing DLC-coated piston pins and stronger cylinder heads. Compression ratio is lifted slightly from 9.4:1 to 9.6:1. The turbos now incorporate rev sensors to ensure identical charge pressure on both cylinder banks. Variable boost management remains as the peak torque is available only at the top gear.

Apart from a lighter engine and exhaust, the Pista cuts weight by adopting traditional tricks, e.g. more carbon-fiber body panels such as bonnet, bumpers and rear spoiler, a lithium battery, deleted sound insulation, carpets and glovebox, lightweight seats and Ferrari’s first carbon-fiber wheels – the latter is a £14,000 option that saves you 10kg.

Compared Speciale, its exhaust note is gruffier and bassier, more bark than scream.

On the road, the Ferrari twin-turbo V8 is sensational. As before, it is remarkably responsive for a turbocharged unit. Throttle response is the sharpest you can get in the turbocharged world. Turbo lag is almost non-existent – you need to concentrate to feel it. Floor down the throttle and its power surges at an insane rate, 8000 rpm is hit in an eye blink and the twin-clutch gearbox upshifts as fast as a shotgun. Despite all that low-down torque, the Ferrari V8 doesn’t feel any boosty, because of its wide power band and its keenness to rev. Its new exhaust brings a louder and harder-edged noise than the GTB. However, compared with the old naturally aspirated unit of Speciale, it is gruffier and bassier, more bark than scream. Purists still moan the end of naturally aspirated era.

On the Fiorano track, the Pista is faster everywhere. It does a lap in 1:21.5, two seconds faster than both the GTB and Speciale. Surprisingly, the chassis is altered only slightly. Springs are only 8-10 percent stiffer, while the magnetorheological dampers are left untouched, ditto the ultra-quick electric power steering. The brakes are unchanged, too, although the pedal is recalibrated. The Michelin Cup 2 tires keep their sizes but get new bespoke compounds. Ferrari updated the software of Side Slip Control, which can now adjust brake caliper pressure through a new function called FDE. These mods sound modest, but in addition to the reduced weight and added downforce, you can feel the difference. It feels lighter and more agile. Its steering seems to gain more weight and precision, now fast without feeling nervous. The brake pedal is firmer, with a shorter travel and faster response. There is more front-end grip generated at higher speed corners. The car not only can corner faster, but also more progressive in big, 30-to-40-degree power slide. With traction control switched off, you can decide your angle of attack at will. Its chassis response is so fast yet so controllable. Even when you step beyond its limit, it won’t bite you. Just a quick counter-lock and back off will settle the car. We have yet to see another supercar so sharp yet so docile. There is no character change from the GTB, just better in every direction.

The car not only can corner faster, but also more progressive in big power slide.

What you would not expect for a track special like this is, it feels comfortable to thread through mountain roads, too. The 2.0-turn-lock-to-lock steering makes cornering hairpins easy. The suspension, in bumpy mode, is absorbent enough to tackle the worst bumps. Even on the firmer setting, it is hardly punishing. Save the louder cabin, it is no more demanding to drive than the GTB. The Pista is not a track-oriented version of 488 GTB, but a road-going supercar that can be taken to enjoy track days, do some impressive laps and beat some track cars, all the while retaining the style and desirability of the best mid-engined Ferrari. At £253,000, it is pricier again than the 458 Speciale (£208,000), but it is definitely worth so much.

Verdict:

Published on 20 Mar 2020

F8 Tributo

Another refresh of the 458 proves how great its genes are.

308, 328, 348, F355, 360, F430, 458 and 488. What patterns do you find from this series? Yes, the Ferrari V8 line always alternate between a new generation and a mid-life update. New generations were 308, 348, 360 and 458, while the others were modified from them. This tradition is finally broken by the latest F8 Tributo, which is the second update of the 458 series.

Why is the change? There are speculations that Ferrari could kill the V8 line, replacing it with a mid-engined hybrid V6. The fact that F8 Tributo means “tribute to Ferrari V8 line” made this story more credible. However, I never believed. Just like believe in God, if you worship the Ferrari V8 line like me, you shall have faith in it. Don’t believe in heresy, just trust the V8! Trust the Prancing Horse! Trust Maranello! Eventually, the God of Maranello replied to my prayers, pointing me to read a news: Maserati is to launch a mid-engined hybrid V6 supercar called MC20. Now the picture is getting clear. The rumored car under development was actually a Maserati. While hybridization is still highly possible to Ferrari in the future, as demonstrated by the SF90 Stradale, Ferrari is not going to kill its most successful product line. I am pretty sure the V8 line will live forever, because there is no reason to kill it.

So why is no all-new generation? My guess is, the hybrid technology today is not matured enough to use in the production model. Think about this: the hybrid parts on SF90 adds as much as 270 kg, requiring a lot of carbon-fiber parts to offset the weight gain (yet the car is still 135kg heavier than the F8 Tributo). For a high-end model selling at £750,000, that may not be a big problem, but for the production V8 line, the hybrid technology is not ready yet. If it takes another 4 years to mature, what would you do now? Extend the life of the 488 series further, of course.

Pista performance at GTB's money.

In this way, the F8 Tributo is an evolution of the 488GTB and 458 Italia. It shares the same chassis, the same glass, the same doors and the same roof with its predecessor. Other body panels have been reshaped to enhance either aerodynamics or style. Its sharper nose section is definitely better looking than the 488GTB. Ditto the quad-circular taillights, which pays tribute to the original 308GTB. Meanwhile, the louvered polycarbonate rear screen is inspired by the mighty F40.

Aerodynamics have been improved. It might be too boring to describe how this is achieved, but I can tell you that its downforce is increased by 15 percent, while aerodynamic efficiency, or downforce-to-drag ratio, is improved by 10 percent. This means the drag coefficient goes up a little bit. Like 488 Pista, its front end sports an S-duct that draws air from the nose to the top of front bonnet. The tail has enhanced blown spoiler and diffusers with movable flaps. The middle of the underbody has vortex generators. Many of these tricks are learned from the Pista.

Compared with its predecessor, the F8 has slashed 40kg of weight, thanks to using polycarbonate rear screen, carbon-fiber rear spoiler, lighter bumpers, optional carbon-fiber wheels and a Pista-spec engine that is 18kg lighter. The Pista engine saves weight by titanium conrods, lighter crankshaft and flywheel, an Inconel exhaust manifold and carbon-fiber intake plenum. Despite the addition of particulate filters to pass latest emission standard, this engine produces the same 720 horsepower and 568 pound-foot of torque, 50 ponies and 8 bft more than the old car. This allows the car to do 0-60 mph in 2.8 seconds, a tenth quicker than 488 or half a tenth slower than the 50kg-lighter Pista. It hits 124mph in 7.8 seconds, half a second faster than before but trails Pista by 0.2s. Top speed is lifted from 205 to 211 mph. Incidentally, all figures are identical to its arch-rival McLaren 720S. Undoubtedly, the existence of that car drove the development of this car.

The suspension hardware is basically unchanged, but Ferrari reprogrammed its adaptive dampers to provide a bumpy road setting, upgraded its SSC control and adding FDE from the Pista (see above for details). No changes to the ceramic brakes or P-Zero road tires, though this time Michelin Cup 2 tires are available for track abuse.

What makes it so special is how approachable it is on the road.

On board, the cabin is changed a little, mostly cosmetic, like the jet-style air vents, the instrument housing and a smaller steering wheel, which is handy. The view forward and sideway remains excellent for a super sports car, but now the rear view gets poorer, distorted by the Lexan rear screen.

The only way to forget that is to drive faster, and this car is so good at doing so. Ferrari’s turbocharged V8 is still by far the best of its kind in the world. It has virtually no turbo lag, a great achievement for an engine with such a high specific power. Its delivery is so linear that you could mistake for a high-revving naturally aspirated engine. And the power it offers at high rev is simply incredible. If there is any weakness, it must be the noise, which is muffled by turbochargers initially and then the particulate filters. Fortunately, Ferrari’s engineers have added a resonating duct to feed the high frequency harmonics from the engine into the cabin. It is still not good enough to match the 458’s naturally aspirated engine, but at least it is true sound, more natural than the electronic synthesized sound of some German cars.

The rate the F8 gathers speed on a public road is incredible. Floor down the throttle and it takes just a blink of eye to hit the 8000 rpm limiter. Gearshifts come at lightning speed yet smoothly. Its straight line performance has the equal measure of McLaren 720S and easily beats any production Lamborghinis or Porsches. However, what makes it so special is how approachable it is on the road. You don’t need a racing circuit to have fun, because its handling is so sharp and precise that you can place the car accurately on a twisty mountain road, and usually at a pace unimaginable on other cars. The steering is still very quick, but now it has added weight, so it feels more natural and confident, easy to get used to. The traction afforded by its rear tires is remarkable. The ride is more absorbent than the Pista, and its bumpy road mode even deals with cobble-stone streets with ease. For maximum excitement on a track, it is not quite as outstanding as Pista. That car is sharper, faster and noisier still. We know the Pista is still highly usable on the road, but the F8 Tributo is easier to live with. On a cruise, its cabin is much quieter. The gearshift is a bit smoother. The steering feels more natural. The leather seats and interior are more comfortable. Moreover, it is also considerably cheaper at £204,000.

Verdict: