The first test is to take the car from the factory out on to public roads. Well, we’ve come to Maranello to find out for ourselves. Only a very few elements remain from the 488, incidentally – bodywise, for instance, it’s only the roof and doors.įerrari claims that, to drive, the F8 Tributo is better than the 488 GTB in every measurable area. It’s not just the F40 that’s referenced stylistically: other Prancing legends providing inspiration include the F355 and 288 GTO (twin circular tail lights) and 812 Superfast (interior). While the rear screen looks great, looking out of it can be a real pain, especially as the louvres vibrate like a trumpeter’s transparent lips. Some weight is also saved by using Lexan for the rear screen, complete with louvres – all very F40, and very deliberately so. The weight loss amounts to as much as 40kg, if you specify a few carbon options – and there are many more of those than before, including Pista-style carbon wheels, yours for a cool £13k. Two of the main reasons for this eye-popping pace are that the F8 has lost weight and is also more slippery through the air. But the amount by which it exceeds the 488’s performance is striking, particularly in the upper reaches: 0- 62mph takes 2.9 seconds (versus 3.0 sec), while 0-124mph occurs in a mere 7.8 seconds (versus 8.7 sec). That the F8 is faster than the 488 is, therefore, no surprise. Among a whole raft of changes are new hollow valves, titanium con rods, lighter flywheel, bigger plenum, Inconel exhaust manifold and ball bearing twinscroll turbo with race-spec speed sensor.īut the key fact is that it retains the same 720hp power output as the Pista – a rise of 50hp over the 488 GTB. Well, not quite: it’s actually slightly different. The F8 Tributo celebrates that V8 by shoehorning in the breathed-on version from the 488 Pista. The car that succeeds the 488 GTB – it’s actually a facelift, albeit a pretty huge one – is named after Ferrari’s award cabinetbusting F154 V8 twin-turbo engine, which was launched back in 2015. No, it isn’t yet the aural equal of Lamborghini’s Huracán V10 but it’s much nicer to listen to and the heads swivelling as you pass by show general approval from the outside, too. It’s not only louder (up by 8dB at its peak), but also brawnier and more sparkling in the highest frequencies. So the first of many good pieces of news about the F8 Tributo is the noise. Its turbo-boosted V8 was tuned for devastatingly efficient performance, but lacked a soundtrack to really set the heart aflutter. Somehow, the 488 GTB (which the F8 replaces) never really excited me in the sound department. That’s just the first of the F8 Tributo’s many major achievements.
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