Ferrari has started work on the replacement for the 458 Italia, with the hardcore Speciale unveiled at the 2013 Frankfurt Auto Show thought to be the final version of the 458 and possibly the last of the automaker’s cars to be powered by a naturally aspirated V-8.

Yes, Ferrari’s 458 replacement is expected to adopt a twin-turbocharged engine, possibly with a V-6 configuration. The move is in response to tougher fuel economy and emissions regulations, but also due to competition from McLaren’s latest 650S and previous 12C, which have proven to be more formidable on the track than Ferrari’s 458 Italia and 458 Speciale (the McLarens’ twin-turbo V-8 mills are notorious for producing prodigious amounts of low-end torque).

A test mule for Ferrari’s 458 replacement was spotted in northern Europe recently, but this was still in the very early stages of development. It is likely being used to calibrate traction and stability systems; the mule was first spotted driving on a frozen lake.

The new car it will eventually spawn won’t be a direct replacement for the 458 but rather a substantial update, meaning a common chassis. Ferrari did the same with the California’s transformation into the California T, and we saw something similar with the 458 Italia’s predecessor, the F430, which shared its chassis with its own predecessor, the 360 Modena.

With the 458 first hitting the scene in 2009, it’s likely we’ll see its replacement late next year.

When it first burst onto the scene back in 2009, the 458 Italia with its combination of stunning looks, impeccable performance and race-derived technology left its rivals in the dust. However, with the arrival of cars like the McLaren 650S and Lamborghini Huracán LP 610-4 in recent years, the 458 has become like a sharp knife that’s lost its edge.
Ferrari was never going to let that situation last for long, so behold the 458’s successor (technically it's a mid-cycle update): the all-new 488 GTB. The latest mid-engine Ferrari dons the automaker’s GTB badge, which is short for Gran Turismo Berlinetta and last used on the 599 GTB. The badge was also used on the 308 GTB launched 40 years ago, which marked the first time Ferrari used a V-8 for a mid-engine car.

As predicted, the 488 GTB sports a twin-turbocharged V-8 engine, a completely new unit not shared by any other model from Fiat Chrysler Automobiles [NYSE:FCAU], including Ferrari’s other turbocharged car, the California T.

The engine displaces 3.9 liters and produces a peak output of 660 horsepower at 8,000 rpm and 560 pound-feet of torque at 3,000 rpm. By comparison, the 458’s naturally-aspirated 4.5-liter V-8 produces 597 hp at a loftier 9,000 rpm and just 398 lb-ft of torque at 6,000 rpm in its final iteration found in the 458 Speciale. Thus, the difference the turbochargers make in the 488 GTB should be immediately apparent for anyone fortunate enough to drive both cars, with strong acceleration likely coming throughout the rev range and in most gears.

Looking at the numbers, the 488 GTB will accelerate to 62 mph from rest in 3.0 seconds and hit a top speed in excess of 205 mph. Similar claims are made for the hardcore 458 Speciale, but the 488 GTB will lap Ferrari’s Fiorano test track in a time of 1:23, which is 0.5 of a second quicker than the 458 Speciale—an impressive feat for a short track like Fiorano.
Beyond the new engine, the 488 GTB benefits from some impressive chassis technology developed using know-how gleaned by Ferrari technicians over the last decade through the XX program. Starting with the gearbox, still a seven-speed dual-clutch unit, Ferrari has added a Variable Torque Management system that controls the level of torque so that it is sent to the wheels smoothly and powerfully right across the rev range.

The car’s aerodynamic performance is also far superior to previous Ferrari models, allowing the 488 GTB to produce as much as 50 percent more downforce than the 458 as well as reduced drag. Key components include a double front spoiler, special side intakes, a flat underbody with vortex generators, and some active elements at the rear.

To further aid handling, Ferrari has added numerous electronic driving aids. These include an updated version of the side slip angle control system that debuted on the 458 Speciale. The new version, Side Slip Control 2, or SSC2 for short, is said to be more precise and less invasive, providing greater longitudinal acceleration out of corners. This works together with existing systems like the F1-Trac traction and stability control, the E-Diff limited-slip differential, and active dampers.

The interior of the 488 GTB is also different to that found in the 458. Classic Ferrari elements remain, such as the separation between the dashboard and tunnel, the multi-function steering wheel, the control switch bridge and plush bucket seats. The shape of the air vents, however, are new as are some of the controls located around the dash. Keyless start is also offered.

The weight of the car, dry, is 3,020 lbs.

The new Ferrari 488 GTB makes its world debut at the 2015 Geneva Motor Show, which gets underway March 3. To see what else will be at the Swiss show, head to our dedicated hub.

Forty years on from the unveiling of its first ever mid-rear-engined V8 model, the 308 GTB, the Prancing Horse opens a new chapter in its 8-cylinder history. The Ferrari 488 GTB provides track-level performance that can be enjoyed to the full even by non-professional drivers in everyday use. Its response times, nimbleness and on-the-limit driving guarantee a unique sense of exhilaration and unparalleled driving pleasure.

The new berlinetta brilliantly encapsulates Ferrari’s experience in both F1 and the WEC, where the 458 GT holds the World Championship title and has won its category in the last two editions of the 24 Hours of Le Mans. The new model also exploits to the full the know-how gleaned by Ferrari technicians over the last decade through the XX programme which makes extreme track-only cars available to gentleman test-drivers. The data yielded has made a significant contribution to the refinement of the electronic and vehicle control systems so that drivers can make the most of the incredible performance of this new car.

The Ferrari 488 GTB’s new 3902 cc V8 turbo is at the top of its class for power output, torque and response times, making it the new benchmark for this kind of architecture. The engine unleashes 670 cv at 8,000 rpm along with 760 Nm of maximum torque in seventh gear and a response time to the accelerator of just 0.8 seconds at 2,000 rpm. These figures are sufficient to allow the Ferrari 488 GTB to accelerate from 0-200 km/h in an astonishing 8.3 seconds and, when combined with the radical innovations introduced on all aspects of the car’s performance, lap the Fiorano track in just 1’23”.

The gearbox features Variable Torque Management which unleashes the engine’s massive torque smoothly and powerfully right across the rev range, while specific gear ratios deliver incredibly progressive acceleration when the driver floors the throttle. As is always the case, Ferrari’s engineers have dedicated great attention to perfecting the 488 GTB’s sound, creating a new soundtrack that is full, clear and totally distinctive, as expected from any Prancing Horse engine.

The car’s aerodynamics also made a pivotal contribution to performance: its 1.67 efficiency figure is a new record for a production Ferrari, and is the fruit of 50 per cent more downforce than the previous model and reduced drag. The greatest challenge was achieving these two goals simultaneously. Several innovative elements were specifically developed to do so, not least a double front spoiler, base bleed side intakes and, at the rear, active aerodynamics coupled with a blown spoiler. The aerodynamic underbody, which incorporates vortex generators, is highly sophisticated, too.

The Ferrari 488 GTB’s subsystems and electronic controls make its power and performance instantly available and controllable. It is, in fact, the most responsive production model there is, with razor-sharp response times comparable to those of a track car.

The evolved version of Ferrari’s side slip angle control system (Side Slip Control 2 – SSC2) is more precise and less invasive, providing greater longitudinal acceleration out of corners. Aside from integrating with car’s F1-Trac and E-Diff, the SSC2 now also controls the active dampers which renders the car’s dynamic behaviour during complex manoeuvres even flatter and more stable.

Designed by the Ferrari Styling Centre, the new car features very sculptural flanks which are the key to its character. Its large signature air intake scallop is a nod to the original 308 GTB and is divided into two sections by a splitter. The wide front spoiler features a double profile to improve the thermal efficiency of the radiators positioned at the sides. At the centre two pylons are combined with a deflector which channels air towards the flat underbody. The broad, low tail is also dominated by aerodynamic solutions, including an innovative blown spoiler which generates downforce without increasing drag. This works in conjunction with an aggressive ramp angle for the diffuser which features active flaps. The greater height required for the diffuser was achieved by repositioning the exhaust tailpipes. The circular LED tail lights have also been redesigned.

In the cabin, the seamless integration of the new satellite control clusters, angled air vents and instrument panel heightens the sense that the cockpit is completely tailored around the driver. Usability was the key word in the design, leading to an extremely sporty ambience that in no way compromises on comfort. There are plenty of classic Ferrari styling elements too, such as the clear separation between the dashboard and tunnel, the multifunctional steering wheel, the control switch bridge and wraparound seats. The graphics and interface of the infotainment screen have also been completely redesigned while the design of the car’s new key takes its inspiration from the car’s cylinder banks and allows keyless starts.