The convertible version of Ferrari’s new 488 GTB has been revealed, and we can confirm that the car is simply known as the 488 Spider and not 488 GTS or any of the other names that were previously rumored. The new car replaces the mechanically-similar 458 Spider in the Ferrari stable and makes its official world debut this September at the 2015 Frankfurt Auto Show.

The shape of the vents on its rear deck looks different to that on the 458 Spider; no doubt they’ve been designed in such a way as to circulate more air around the car’s force-fed mill. The engine, a twin-turbocharged 3.9-liter V-8, is the same unit found in the 488 GTB and here its output is unchanged at 660 horsepower and 560 pound-feet of torque.

Virtually all of the other mechanical bits are common to the 488 GTB as well, such as the aluminum spaceframe chassis, seven-speed dual-clutch transmission, active aero components and Side Slip Control 2 handling feature. Of course, the retractable hard top is unique.

Like the outgoing 458 Spider, the new 488 Spider’s spaceframe is composed of a number of materials that ensure the car’s torsional rigidity and beam stiffness remains identical to the fixed-roof model. The roof itself folds backwards in two overlapping sections to rest flush on the engine in a very compact solution. It takes just 14 seconds to go up or down.

Complex aero elements have also been implemented around the body. These ensure that the 488 Spider is the most aerodynamically efficient open-top Ferrari ever built. Some of the features include a blown spoiler and an aerodynamic underbody incorporating vortex generators. The end result is boost in downforce combined with a reduction in drag—two normally mutually-exclusive objectives.

The aero engineers also took into account factors relating to in-car comfort. The glass wind deflector at the rear, for example, can be adjusted to one of three positions to guarantee maximum comfort when the top is lowered.

As for the performance numbers for the car, Ferrari says 0-62 mph acceleration should take place in 3.0 seconds flat, and 124 mph should come up in 8.7 seconds. Top speed will be somewhere in excess of 200 mph.

Ferrari announces the launch of the 488 Spider, its most powerful ever mid-rear-engined V8 car to feature the patented retractable hard top along with the highest level of technological innovation and with cutting-edge design.

Ferrari was the first manufacturer to introduce the RHT (Retractable Hard Top) on a car of this particular architecture. This solution ensures lower weight (-25 kg) and better cockpit comfort compared to the classic fabric soft-top. Just like all previous spider versions of Ferrari’s models, this is a car that is aimed squarely at clients seeking open-air motoring pleasure in a high-performance sports car with an unmistakable Ferrari engine sound.

Every area of the car has been designed to set new technological benchmarks for the sector: from the aluminium spaceframe chassis and bodyshell to the new turbo-charged V8, aerodynamics that reconcile the need for greater downforce with reduced drag along with the specific cabin air flow demands of an open-top car, and vehicle dynamics that render it fast, agile and instantly responsive.

The world premiere of the 488 Spider will be at the Frankfurt International Motor Show in September but can be seen from today finished in the new Blu Corsa livery at Official Ferrari website.

The heart of the 488 Spider

Beneath the engine cover throbs the 3902 cc turbo-charged V8 that debuted just a few months ago on the 488 GTB. Its performance levels are nothing short of extraordinary: a maximum power output of 670 CV combined with maximum torque of 760 Nm at 3000 rpm send the 488 Spider sprinting from 0 to 100 km/h in 3 seconds flat and from 0 to 200 km/h in 8.7 seconds. This is also an exceptionally efficient engine as it is not only 100 CV more powerful than the previous naturally-aspirated V8 but also has lower CO2 emissions.

The turbo V8 has a unique character, delivering increasing levels of power right across the rev range, and completely eliminating the traditional turbo lag with a throttle response time of just 0.8 seconds. This is thanks not merely to components such as the turbos, but also to a sophisticated production process only made possible by Maranello’s leading-edge facilities which are shared with the Scuderia to foster the transfer of racing technologies to the road cars.

In line with Ferrari tradition, this model has its own absolutely distinctive soundtrack created using solutions such as exhaust headers with longer, equal-length piping and a flat-plane crankshaft. It was also further enhanced by an in-depth study of harmonics and tonality at different engine speeds. The sound is seductive but never invasive when the top is dropped, with both volume and clarity increasing as the engine instantly responds to the accelerator pedal and revs rise, reinforcing the sensation of massive performance.

Sculpted by the wind

This is also the most aerodynamically efficient Ferrari spider ever built, thanks to a series of complex aero solutions designed to guarantee optimal downforce whilst reducing drag, two normally mutually-exclusive objectives. Maranello’s engineers managed to achieve both goals simultaneously by introducing several innovative devices, including a blown spoiler and an aerodynamic underbody incorporating vortex generators.

The air flow studies also took into account factors relating to in-car comfort. The electric glass rear wind stop can be adjusted to one of three positions to guarantee maximum comfort when the top is lowered. Fully lowering the wind stop allows the occupants to enjoy the engine soundtrack even with the roof raised regardless of the weather or driving conditions.

Form and function sculpted in aluminium

Designed around the concept of the retractable hard top, the 488 Spider has a spaceframe chassis made of 11 different aluminium alloys combined with other noble metals, such as magnesium, each one used in a highly specific way. This yields the same torsional rigidity and beam stiffness figures as the coupé, improving the chassis’ performance by 23% over that of its predecessor. An extraordinary result, given that the roof is structural, that is only possible thanks to the expertise of the Scaglietti centre of excellence that engineers Ferrari’s aluminium chassis and bodies.

The RHT folds backwards in two overlapping sections to rest flush on the engine in a very compact solution. The mechanism is exceptionally smooth and takes just 14 seconds for the top to fully retract or deploy.

Working with aluminium is important not only in functional terms but also because, by tradition, it demands every detail be treated sculpturally to express the technical excellence of the project through its beauty. Cases in point are the flying buttresses which optimally channel air flows to the engine cover, the ribbing on the engine cover and the air intakes with sculpted mesh grilles which lend that area of the car a sense of incredible dynamism. To achieve this result the Ferrari Styling Centre completely reworked the aesthetics compared to the 488 GTB.

Speed and control across the board

The introduction of a sophisticated simulator, similar to the one used by the Formula 1 Scuderia, allowed the human factor to influence the car’s design from the earliest stages by giving the engineers instant feedback from the test-drivers long before the first 488 prototype was physically built.

To make its dynamic behaviour even more engaging, the development team honed the car’s mechanical set-up in tandem with its electronic systems which are now fully integrated with the SSC2 Side Slip Angle Control System, resulting in 12% faster acceleration out of corners than the 458 Spider.

Over all, response times are 9% more rapid than the previous Spider without any compromise whatsoever being made in comfort. The car’s design was adapted to efficiently meet the typical the demands of open-top driving and use. In fact, the Spider’s dynamic behaviour is effortless on even the most challenging routes. It is remarkably easy to drive on the limit thanks to flawless handling even on the most demanding of roads.

After issuing a recall on the 2016 California T, Ferrari [NYSE:F] has ordered a stop-sale on the 2016 488 GTB due to a potential fire risk. A recall wasn't necessary because none of the cars have been sold in the United States yet.

A manufacturing flaw in a fuel-system component could lead to an engine-compartment fire. Specifically, a low-pressure fuel line, supplied by Dytech, may not be properly connected to the fuel pump’s feed line due to an "improper coating treatment" where the metallic portion of the fuel pipe connects to the fuel pump. That could lead to a fuel-vapor leak in the engine compartment, and an increased chance of smoke and/or fire.

Ferrari identified problem the on the California T last month during “a routine pressure check” at the assembly line, and on December 18 the company sent recall announcement letters to those owners.

Since none of the 116 488 GTBs built for the U.S. so far have been sold, Ferrari has issued a stop-sale to fix the issue before the cars are delivered to customers. That should give Ferrari owners some piece of mind, and prevent possible disaster for owners of what is sure to be an exciting car.

After issuing a recall on the 2016 California T, Ferrari [NYSE:F]

Ferrari 488 Challenge

The 2016 Ferrari World Finals event in Daytona saw the unveiling of the latest model to join the ranks of Ferrari's prestigious international Challenge racing series for clients. The Ferrari 488 Challenge is the sixth model to participate in the one-make series which, in 2017, celebrates its 25th anniversary.

Since the announcement of the racing series in 1992, there have already been over 1000 races, with over 1000 drivers taking part in up to three series organised on three continents. Over the years, the Ferrari Challenge has proved to be an ideal platform for drivers looking to compete in international GT and prototype championships, and an impressive number have gone on to win in Grand-Am, IMSA, the FIA World Endurance Championship and even the 24 Hours of Le Mans.

The Ferrari 488 Challenge is the first ever turbo-charged model to race and is the most powerful Challenge car ever, powered by the 670 cv 3.9-litre V8 derived from the series production engine that took the overall 2016 International Engine of the Year Award.

Thanks to extensive development of the car's engine, aerodynamics and chassis, the Ferrari 488 Challenge reaches new levels of performance, chopping a second off the Fiorano lap time of the preceding 458 Challenge EVO for a new record of 1'15.5".

Compared to the production 488 GTB V8, the Challenge's powertrain features specific engine mapping, optimised for racing performance, and shorter gear ratios. The variable torque management has been modified to prompt the driver to shift up at the ideal moment during longitudinal acceleration, thus making maximum use of the performance characteristics of the turbo engine. The F1 DCT transmission features a new racing shift strategy which enables the car to accelerate from a standstill to maximum revs in 4th gear in just six seconds. Further improvements include a reduction in overall powertrain weight.

With regard to vehicle dynamics, Ferrari's patented Slip Slip Control (SSC) software makes its first ever appearance on a Challenge car. The SSC is integrated in the vehicle electronic dynamic controls and is calibrated, along with the traction control and E-Diff3, to improve turn-in, cornering and acceleration out of corners ensuring that maximum traction is ensured throughout.

To enable Challenge drivers to tailor the car's handling to their driving style to an even higher degree, the vehicle control functions (traction and braking) are now governed independently thanks to the adoption of three manettinos. One is dedicated just to braking, while the other two, set either side of the steering wheel, govern the traction control and electronic differential.

These two manettinos regulate the two phases of traction control, meaning they work independently on when and how the intervention activation occurs. The right-hand manettino (TC1) governs 'when', in other words the point of intervention under acceleration. The left-hand one (TC2) instead governs 'how', controlling the degree of intensity of torque reduction as it senses the rear wheels spin.

In such a race-oriented application, the combined action of the two regulations provides a greater integration between the driver's expectations and the vehicle's response, especially when referred to the varying conditions met during racing. As a result the average acceleration out of a reference bend (Monza) is improved by 11.6%, thanks to the better torque delivery controlled by the evolved traction control and differential.

The most noticeable changes to the Ferrari 488 Challenge compared to the production car regard the aerodynamics. To achieve the technical objective of increasing the car's aero efficiency while respecting the design, the engineers worked closely with the Ferrari Styling Centre. The front radiator layout was reworked, inverting the rake so that they are now inclined towards the rear. This solution improves the air flow over the radiators in racing conditions whilst, at the same time, reducing drag. The new layout required new vents at the bottom of the bumper ahead of the wheels.

The front bumper itself has been completely redesigned with a more pronounced splitter and flicks to increase downforce and balance the rear load, for a 7% improvement in efficiency compared to the 458 Challenge EVO.

The front bonnet is all new with triple vents and integrated flaps to direct the hot airflow from the radiators rearwards. To increase stability at high speeds, the Ferrari 488 Challenge features a bigger rear wing, with an air foil profile similar to that used on the 2016 FIA World Endurance Championship-winning 488 GTE, which alone increases efficiency by 9% compared to the 458 Challenge EVO.

The intakes on the rear flanks now take cooling air to the rear brakes, optimising downforce, while the engine air intakes are now positioned laterally under the rear spoiler, taking advantage of the high pressure generated in this area.