2016 saw Ferrari's latest reach the Autocar test track. Here's how it performed:
We may have entered the fifth decade of the mid-engined V8 Ferrari, but the buildup to the 488 GTB’s launch was dominated by one key technical change: a twin-turbo 3.9-litre V8, which makes for sizeable gains in peak power and torque relative to the V8 of its predecessor, the 458 Italia, which had a naturally aspirated V8 like every model during this model line stretching back to the 1975 308 GTB.
The 488 GTB continues with an aluminium tub made from various alloys and deployed in various thicknesses. It’s a choice that costs the car little on claimed dry weight versus its all- or part-carbonfibre peers. The 458 Italia’s dry weight was 1380kg and therefore the 488 GTB’s is 1370kg if you choose weight-saving options. A McLaren 650S betters it by only 40kg.
Which brings us to the most event: Ferrari’s ‘F154 CB’ 3.9-litre V8, with its 90deg bank angle, flat-plane crankshaft, oversquare cylinder design and two IHI twin-scroll turbochargers, one for every cylinder bank. The engine produces 661bhp from 6200rpm to 8000rpm, with up to 561lb ft at as little as 3000rpm (depending on which gear is chosen within the Getrag seven-speed dual clutch automatic gearbox).
Two things impress about the 488’s performance: its ferocity and therefore the nature of its delivery. to urge a turbocharged engine to travel fast is one thing, and Ferrari has: the 488 dashes off the 0-60mph sprint in 3.0sec dead and reaches 150mph in just 13.3sec. A 650S is usually a minimum of a few of tenths adrift.
But Ferrari’s greater achievement is to form the 488 GTB the best turbocharged engine in production. Several manufacturers have moved from natural aspiration to turbocharging recently, but among them, the 488’s engine is remarkable for a way little lag there's and the way convincingly speed builds towards the highest end, because it rattles into the 8000rpm limiter, when it seems like it’s barely out of the mid-range.
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The 488’s handling feels serious without losing friendliness and it's a scarcity of intimidation that’s remarkable during a 661bhp supercar. Its limits are as approachable as a Toyota GT86’s. This Ferrari has a very good chassis.
Ferrari’s greatest achievement with the 488 GTB isn't simply how briskly it goes, nor how it's integrated turbos or given the car all the power of the 458 Speciale that went before it. It’s how all of the above are melded into today’s greatest supercar. Ferrari has done it again.
We may have entered the fifth decade of the mid-engined V8 Ferrari, but the buildup to the 488 GTB’s launch was dominated by one key technical change: a twin-turbo 3.9-litre V8, which makes for sizeable gains in peak power and torque relative to the V8 of its predecessor, the 458 Italia, which had a naturally aspirated V8 like every model during this model line stretching back to the 1975 308 GTB.
The 488 GTB continues with an aluminium tub made from various alloys and deployed in various thicknesses. It’s a choice that costs the car little on claimed dry weight versus its all- or part-carbonfibre peers. The 458 Italia’s dry weight was 1380kg and therefore the 488 GTB’s is 1370kg if you choose weight-saving options. A McLaren 650S betters it by only 40kg.
Which brings us to the most event: Ferrari’s ‘F154 CB’ 3.9-litre V8, with its 90deg bank angle, flat-plane crankshaft, oversquare cylinder design and two IHI twin-scroll turbochargers, one for every cylinder bank. The engine produces 661bhp from 6200rpm to 8000rpm, with up to 561lb ft at as little as 3000rpm (depending on which gear is chosen within the Getrag seven-speed dual clutch automatic gearbox).
Two things impress about the 488’s performance: its ferocity and therefore the nature of its delivery. to urge a turbocharged engine to travel fast is one thing, and Ferrari has: the 488 dashes off the 0-60mph sprint in 3.0sec dead and reaches 150mph in just 13.3sec. A 650S is usually a minimum of a few of tenths adrift.
But Ferrari’s greater achievement is to form the 488 GTB the best turbocharged engine in production. Several manufacturers have moved from natural aspiration to turbocharging recently, but among them, the 488’s engine is remarkable for a way little lag there's and the way convincingly speed builds towards the highest end, because it rattles into the 8000rpm limiter, when it seems like it’s barely out of the mid-range.
Back to top
The 488’s handling feels serious without losing friendliness and it's a scarcity of intimidation that’s remarkable during a 661bhp supercar. Its limits are as approachable as a Toyota GT86’s. This Ferrari has a very good chassis.
Ferrari’s greatest achievement with the 488 GTB isn't simply how briskly it goes, nor how it's integrated turbos or given the car all the power of the 458 Speciale that went before it. It’s how all of the above are melded into today’s greatest supercar. Ferrari has done it again.
