Ferrari's latest trackday special could be the most exciting V8 Prancing Horse ever

New 911 GT3 RS not quite your cup of tea? Fear not, as Ferrari’s upped the hardcore supercar ante with its new 488 Pista, its latest track-focused special.

It’s the latest in a very, very talented line of cars – the 360 Challenge Stradale, 430 Scuderia and 458 Speciale before it aren’t just three of the best Ferraris, but three of the best supercars. Full stop.

Ferrari says the 488 Pista makes a ‘significant step forward’ from all of them, with lots of motorsport-derived technology leading to its name. Pista is Italian for track, if you’re wondering.

It’s the first in the series to be turbocharged, using the regular 488’s 3.9-litre twin-turbo V8 but with lots of lightweight components and a power hike, from 661 to 711bhp, a hefty 50bhp rise when the whole car has dropped 90kg. It’s now 1,280kg before fluids.

It’ll be flipping fast, then. Ferrari says 0-62mph in 2.85sec, 0-124mph in 7.6sec and a top speed of ‘more than’ 211mph. But anyone who’s driven a Stradale, Scuderia or Speciale – heck, even been within the same postcode as one – will know speed is only half the story. These cars are about noise and interaction.

A new Inconel exhaust should take care of the former; it’s the same material used in the exhaust system of the really quite loud Jag F-Type SVR, so this Pista should be a corker. Then there are all the tweaks to make the 488 handle even better.

There are aerodynamic influences from the Ferrari 488 GTE racecar; its front and rear diffuser designs are borrowed to hike downforce up by 20 per cent, without the need for an oversized rear wing (we’re looking at you, GT3 RS). The hero-making Side-Slip Angle Control system also enters its sixth generation, adding fine control of the brake calipers into its suite of tech that brings big, lurid skids to the masses (as well as the Massas).

The Pista’s styling evolution over a standard 488 is very similar to the Speciale’s over a standard 458, with squared-off angles, subtle aggression and optional stripes. We think it looks spectacular. It’s the first Ferrari to offer optional 20in carbon wheels too, if you’re so inclined. Inside it’s just like a Speciale, too, with four-point seatbelts, no carpets and a general air of focus. You can make it all posh again if you wish, but it’d be rather missing the point.

A battle royale is brewing between the 488 Pista and the 911 GT3 RS, and both will be on display at next month’s Geneva motor show. If you could take either on a trackday, which would it be? And where?

The Ferrari 488 Pista, which will be unveiled at the upcoming Geneva Motor Show, is the successor to Ferrari’s V8-engined special series – the 360 Challenge Stradale, 430 Scuderia and 458 Speciale – which have received critical acclaim for their performance and undiluted handling.

The Ferrari 488 Pista marks a significant step forward from the previous special series in terms of both sporty dynamics and for the level of technological carry-over from racing. The name is, in fact, a direct homage to Ferrari’s unparalleled heritage in motor sports.

The car’s development evolved directly from the company’s involvement in the FIA World Endurance Championship – in which it has won five Manufacturers’ titles in the GTE class in the six years since the series’ inception – and its 25 years’ experience in running the Ferrari Challenge one-make series.

The Ferrari 488 Pista’s extensive weight saving solutions, along with engine, vehicle dynamics and aerodynamic developments, all derive from Ferrari’s racing cars: the 488 GTE and the 488 Challenge. The result is a car with an uncompromising mission: to offer impeccable track-like performance on and off the road, even when in the hands of non-professional drivers.

LIGHTER AND MORE POWERFUL

The new model weighs an impressive 90 kg less (1280 kg dry) than the 488 GTB. This fact, combined with the largest ever increase in engine power for a special series car (+50 cv), sets a new benchmark for Ferrari’s V8 sports cars.

Its engine is the most powerful V8 in Ferrari history and is an extreme evolution of the turbo unit that won the overall International Engine of the Year award titles in both 2016 and 2017.

It punches out 720 cv with the highest specific output of in its class (185 cv/l) and is now lighter too, thanks to solutions adopted from the 488 Challenge. As a result it has a top speed of 340 km/h and sprints from 0-100 km/h in 2.85” and 0 -200 km/h in 7.6”.

The engine sound is unique and unmistakably Ferrari, as such a special car warrants. Both the sound quality and the intensity are higher than the 488 GTB in all gears and at all engine speeds in proportion with the progressive increase in power.

BOOSTED DOWNFORCE

The Ferrari 488 Pista makes full use of Ferrari’s motor-sports experience for maximum aerodynamic performance even on the road. Among the racing solutions adopted is the front F1-inspired S-Duct and the design of the front diffusers which feature a ramp angle that was optimised for the 488 GTE to create strong suction for increased downforce. Additionally, the rear blown spoiler is higher and longer and the shape has been optimised. The final result of all these interventions is an impressive 20% increase in downforce compared to the 488 GTB.

EXHILARATING DRIVING PLEASURE

The vehicle dynamics were designed to enhance driving pleasure and make the car’s full potential available to all drivers, professional or otherwise. The objective was to make the car’s performance on the limit easier to reach and control.

This was achieved by synergies between the development of the mechanical set-up and the electronic dynamic controls integrated into version 6 of the Side-Slip Angle Control system. SSC 6.0 incorporates all the following systems: E-Diff3, F1-Trac, the magnetorheological suspension (SCM) and, for the first time ever, the Ferrari Dynamic Enhancer. The FDE features a world-first: it uses Ferrari software to adjust the brake pressure at the callipers.

A POWERFUL, EFFICIENT DESIGN

The design of the Ferrari 488 Pista is focussed on functional aerodynamic concepts while the cockpit is pared back in keeping with its very sporty vocation. Ferrari Design used innovative elements, such as the aerodynamic S-Duct at the front, as an opportunity to visually shorten the car’s nose, creating an original floating wing effect.

The racing livery colour scheme is an integral part of the design of the car and the way it dives into the S-Duct underscores the berlinetta’s compact yet imposing forms. Contrasting edging on the aerodynamic elements on the bumpers and flanks add structure to the design.

The concept of the front is echoed in the dolphin-tail rear spoiler which appears suspended to provide an impression lightness and efficiency, while the rear volumes add a sense of power to the tail.

Engine
Type V8 – 90° twin turbo
Overall displacement 3902 cm3
Max. power output * 530 kW (720 cv) at 8000 rpm
Max. torque * 770 Nm at 3000 rpm in 7th gear

Dimensions and Weights
Length 4605 mm
Width 1975 mm
Height 1206 mm
Dry weight ** 1280 kg

Performance
0-100 km/h 2.85 s
0 -200 km/h 7.6 s
Max. Speed > 340 km/h

Fuel Consumption and C02 Emissions
Under homologation

* With 98 octane petrol
**With optional lightweight features

The changes don't explain how drastically different it feels

MARANELLO, Italy — Ferrari's special-edition V8s have a long history of delivering more than the sum of their individual parts. The 360 Challenge Stradale (2003), 430 Scuderia (2007), and 458 Speciale (2013) each leapfrogged the capabilities of their donor cars to cement their notoriety in supercar history. The latest in that lineage is the Ferrari 488 Pista, a hopped-up variant that is the most powerful road-going V8 in Ferrari history. The Pista is so quick that its lap time around the company's own private Fiorano circuit is only 1.8 seconds behind the LaFerrari.

With 49 more horsepower pushing around 198 fewer pounds, the $345,300 488 Pista looks, at least on paper, like a no-brainer for deep-pocketed speed fiends. But there are also a slew of tiny changes that alter its persona — 50 percent of the engine components are new — as well as intangible characteristics. The carbon fiber intake manifold, for instance, shaves weight but also features shorter, lower-volume intake runners for better throttle response. The turbocharger's turbines are composed of a new aluminum-titanium alloy that slashes inertia in half, trimming the powerplant's already minimal turbo lag. Titanium connecting rods aid cylinder acceleration. And new robot-welded Inconel exhaust manifolds are 10-percent wider and slightly longer, offering reduced back pressure and a throatier note. Coupled with reduced sound-deadening materials, the pipes are responsible for more engine sound reaching the cabin.Before tackling the famed Fiorano track, I drive the 488 Pista on the street to see what 710 horsepower in a twin-turbo Ferrari feels like, and my first impressions came on thick. Sure, there's the expected interior upgrades of copious Alcantara and carbon fiber, visible aluminum floor plates, and massive carbon paddles borrowed from the 488 Challenge race car. Hold the red steering wheel-mounted engine start button with a press of the big drilled aluminum brake pedal, and the 3.9-liter V8 fires up with a noticeably more bass-heavy thrum than before, the first hint that this is an entirely different beast than the off-the-rack 488.

Leave the seven-speed dual-clutch in automatic, and gearshifts happen remarkably smoothly, even in the second-most aggressive "CT Off" mode, which removes traction control but keeps stability control active. In auto mode there's a tendency to upshift early when trundling around town, but lay into the throttle and appropriately responsive downshifts summon the meaty part of the powerband rather quickly, summoning an intense rush of power. The Pista's acceleration is so brutal, violent, and quick that it's difficult to mentally process how much ground you're suddenly covering.

The V8's wail escalates as it approaches its 8,000-rpm redline, not with the fearsome shriek of Ferrari's previously naturally aspirated flat-crank V8s but rather with a deep-toned howl, accentuated with the whoosh of the wastegate and the high-pitched whine of the quick-spinning turbochargers. The Pista borrows a system from the Challenge race car that estimates turbine speed and adjust electronic wastegate settings accordingly. Enhanced turbulence of the engine's fuel combustion enables the two turbos to produce more boost and avoid engine knocking. That efficiency meant Ferrari engineers didn't need to resort to larger turbines, which would have also increased lag.

The 488 Pista's neck-straining acceleration is now capped off by a revised rev limiter, which is capable of what Ferrari calls a "wall effect." Unlike previous engine management systems, which taper off power near redline and allow a slight overrun followed by a dip in rpms, the new setup maintains constant power as revs approach redline, and continues a level output instead of abruptly dipping power. This enables stable vehicle dynamics at the limit.

Contrast that with new shift mapping that in manual mode delivers more torque during gearshifts. Ferrari describes it as "shotgun + overtorque," and the effect is dramatic. Though the dual-clutch is capable of delivering smooth cog swaps in automatic mode, upshifts and downshifts become punctuated by a sharp punch of power. The feeling, while appropriate for the track, is a bit dramatic on the road, which begs the question as to whether it might have been worthwhile to give the option of manually operated shifts without the slam/bam effect. On the flip side: if you've ever been underwhelmed by the silky smooth polish of a dual clutch, you might very well appreciate this characteristic.

Development driver Raffaele de Simone, who has likely accumulated more laps around Fiorano than nearly anyone, says the change came at his suggestion, adding that it sometimes felt "boring" to decelerate and downshift without any input from the driveline. For what it's worth, Ferrari says the effect is good for 0.4-second quicker laps around Fiorano, adding a functional element to the emotional effect. Coupled with its sharp turn in, progressive steering feedback, and prodigious grip from the new Michelin Pilot Sport Cup K2 tires, the Pista feels exceptionally flat and nimble on quick switchbacks, dicing back and forth while lurching and retreating when instigated with stunning responsiveness.

As fierce as the 488 Pista felt on the road, however, I never took it beyond "Race" mode, which kept the car tidily tucked into its lane despite generous throttle inputs. On the track, however, turning the manettino to "EC Off" revealed an entirely different character to the chassis. The Pista marks Ferrari's first use of brake vectoring while cornering, and the effect eliminates the snapping effect of throttle-instigated oversteer, enabling more manageable drifts when appropriate countersteering measures are used. Lift the throttle and yank the wheel, and you can feel the stability control keeping the car from spinning out; trigger a drift more elegantly and subtly, and the system makes it feel effortless, if a bit disconcerting to trust entirely since the massive reserves of torque make it easy to wag the tail in "EC Off" mode.

Experimenting first on a few small corners quickly bolstered my confidence at Fiorano, though it would have taken more than four hot laps for me to find just the right balance of steering and throttle inputs to confidently maintain full corner-to-corner powerslides. Regardless, this system that Ferrari calls the "dynamic enhancer" marks a significant shift in their stability management philosophy, embracing a brake-modulated yaw control system that has long been used by manufacturers like Aston Martin, Lamborghini, McLaren, and Porsche.

The setup speaks for itself, since the 488 Pista's Fiorano record is the first time a street car's timing was not recorded with all systems off, but rather in the yaw-controlled "EC Off" mode. The carbon ceramic brakes offer appropriately deep and fade-free stopping characteristics, inviting a more aggressive driving style that's well-suited to the track. Meanwhile, high-speed stability is enhanced through revised aerodynamics that deliver 20-percent more downforce – 529 pounds at 124 miles per hour.

As with its hot-rodded predecessors, the 488 Pista manages a quantum leap in performance that transforms it into a remarkably different performance machine. But also significant is the role of technology in achieving those goals: its turbocharged characteristics are so effectively masked that this special variant offers a no-excuses alternative to naturally aspirated engines, while its advances in stability control and introduction of brake vectoring broaden its performance envelope with greater control.

Perhaps it's those aspects that evoke a sort of digital quality to the 488 Pista, one that requires driving remarkably high speeds to fully experience its true nature. While its awesome power can certainly be experienced on the street, it's a dish best served where the 488 Pista's personality can be fully exploited: on the race track.

The new version of the 488 GT3, which will compete in the main international GT championships in 2020, has just been unveiled at the 2019 Ferrari Finali Mondiali at Mugello. The new Evo package is the result of Ferrari's desire to further refine certain aspects of one of the most successful cars in the marque's history. This has been achieved using innovative concepts derived from its track experience and feedback from the teams competing with the 488 GT3.

Aerodynamics, vehicle dynamics, ergonomics, safety and reliability were the main focuses of development, all, of course, in compliance with the strict power and aerodynamic efficiency performance limits imposed by FIA regulations.

The engineers honed the Ferrari 488 GT3 Evo 2020′s aerodynamics to boost the car's stability with the new front-end design making a significant contribution. Over 18,000 hours of calculations and CFD simulations, followed by wind tunnel testing, went into the design of a new bumper with a smaller frontal section under the headlights. This has allowed the introduction of a pair of flicks to generate more downforce, making the car more stable without modifying the aero balance thanks in part to turning vanes inside the splitter. Aerodynamic development also extended to other areas of the front of the 488 GT3: the vents on top the wings are larger than the current model and the front section of the door is now more tapered to more efficiently channel lateral flows. The vents on the rear wing have also been completely redesigned.

The 488 GT3's vehicle dynamics have been key in its success, and this area has been further improved in the new 488 GT3 Evo 2020. The wheelbase is longer, as in the 488 GTE, to optimise tyre use, reduce tyre wear and facilitate the conversion from GT3 to GTE. The engineers also focused on reducing the car's weight with the result that more ballast can be used to attain the minimum weight imposed by the Balance of Performance, thus lowering the centre of gravity. In addition all the vehicle dynamic controls, including the traction control and ABS, have been optimised.

No performance upgrades have been made to the engine, a twin-turbo V8 with a 90-degree angle between the cylinder banks, nor have any components been modified. However, it does benefit from a new engine management system which improves reliability and guarantees smoother, more precise torque delivery.

Endurance racing has evolved to the extent that it is increasingly resembling extended sprint racing. This demands meticulous attention to detail, including in the cockpit. The Ferrari 488 GT3 Evo 2020 debuts a new seat which meets the new FIA safety regulations. Developed jointly with Sabelt for both the GT3 and GTE, it is not only more rigid and robust but is also 2.4 kg lighter with new belts and a new buckle.

The additional 24H/Endurance package is specifically designed for clients interested in that particular type of racing. The basic equipment includes a front bumper with additional headlights, quick-fill couplings for engine oil and coolant, carbon-fibre clutch, brake callipers adopted from the GTE and steel wheel nuts. Optional features include sensors for the coolant level and refuelling completion with warning lights, and Le Mans-type, 4,500 lumen LED main headlights.

The new components and improvements introduced in the 2020 version of the Ferrari 488 GT3 Evo are also available as upgrade kits for existing cars.

The new Ferrari 488 Challenge Evo has made its debut during the 2019 Ferrari Finali Mondiali underway at the Mugello Circuit. Three years after the presentation of the 488 Challenge during the Finali at Daytona, the Prancing Horse has developed a kit that increases the car's overall performance and its consistency in race conditions, and also improves the handling for even better feedback and driving pleasure.

The aim of the Evo package is to maximise the synergy between aerodynamics and vehicle dynamics - that is, the interaction between tyres, balance of downforce and electronic controls. Better performance is guaranteed by higher downforce and new Pirelli tyres, while driving feedback was addressed from the early stages of development using Ferrari's GT driving simulator, revising the aero balance between the axles. To improve turn in and reduce understeer out of corners, in fact, the downforce over the front has been increased.

The aerodynamic balance 'dialogues' with the E-Diff3 and F1-TCS control systems based on the Side Slip Control (SSC), which offers new dedicated settings. The SSC concept, which is based on the estimation of the yaw angle, has been modified in view of the new levels of performance. This has made it possible to provide the control systems with a common language designed to maximise agility in cornering and traction on exit.

The proven collaboration between the technical department and the Ferrari Styling Centre resulted in a comprehensive redesign of the front of the car to ensure an increase of 30% in aerodynamic efficiency compared to the 488 Challenge. The length of the front overhang has been altered to boost overall downforce and optimise the balance. The profiles of the radiator grille intakes have been lengthened and, at the centre of the bumper, a U-shaped intake feeds the front brakes and underlines the Ferrari 488 Challenge Evo's sporty character. In the lower part of the bumper, a large splitter with turning vanes at the ends improves the control and direction of the airflow from the side vents. The sides of the bumper have been re-proportioned by reducing the surface volume to allow the adoption of a second side flick, improving the quality of the airflow. The car thus has 50% more overall downforce than the current 488 Challenge.

On the flank, below the rear-view mirror, there's a new small wing with endplate designed to divert air flow towards the intercooler. The rear, on the other hand, includes clear references to the FXX-K. The sides of the bumper feature an extremely aerodynamic surface with two vents to extract the flows generated inside the wheelarches. Below the rear spoiler, a new air vent set in the engine air outlet grille increases downforce. There is also a new nolder on the rear wing that produces an increase in the coefficient of downforce.

The Ferrari 488 Challenge Evo introduces a first for the Prancing Horse's one-make series: the option to modify the front downforce independently of the rear, so that the driver can set up the balance without having to change the ride height. The driver can select different configurations ranging from high downforce to low downforce before each race, depending on the circuit's characteristics and the weather conditions. These developments ensure an increase of more than 20 percentage points in the downforce over the front axle compared to the 488 Challenge.

The braking system includes a number of innovations that maintain its performance over a race. In particular, there is a significant reduction in brake wear thanks to the adoption of a new front disc design and larger rear discs.

New Pirelli tyres - 275/675-19 (front) and 315/705-19 (rear) - have also been introduced. During nigh-on seven months of development, the new tyre was tested not only in the laboratory but also on the new car at various European circuits, including Vallelunga, Mugello, Le Castellet and Silverstone. As well as seeking to boost overall performance, these tyres also ensure greater consistency in lap times during a long run session.

The interior, with its decidedly racing character, features a conceptually different kind of steering wheel, developed from the experience gained with the FXX-K Evo and the 488 GTE, which triumphed at the 24 Hours of Le Mans this year. The steering wheel, with integrated paddle shift, significantly improves ergonomics so the driver can always keep their hands in an ideal position, bringing advantages in terms of visibility and control of the car's systems. There is a new ABS management strategy incorporated in the manettino. The driver can select four different modes, two dry and two wet, which implement a strategy focused on performance or stability.

A new rear camera derived from the 488 GTE has been introduced in response to feedback from the participants in the championship's various series (Europe, North America, Asia Pacific, along with last year's addition of a new UK national series). This considerably improves rear visibility.

The new components and improvements introduced with the Ferrari 488 Challenge Evo are also available as upgrade kits for existing cars.

Ferrari’s latest track-only weapon is called the 488 GT Modificata, and it is a limited edition model that employs technology developed for both the 488 GT3 and the 488 GTE. You can only use it during track days and at Ferrari Club Competizioni GT events.

Power comes from a twin-turbocharged V8 unit, with around 700 HP, which is more than on the GT3 and GTE variants. The new transmission ratios and carbon fiber clutch help manage the increase in power and torque.

Think of the 488 GT Modificata as a sort of mix between the 488 GT3 and the GTE, combining their most effective and innovative solutions, claims the carmaker. This new model also benefits from the fact that its powertrain is no longer limited by the FIA rule book.

Ferrari engineers gave the 488 GT Modificata revamped high-downforce aerodynamics, shifting the pressure center forward. This way, the car generates higher downforce at the front without increasing overall drag, meaning it becomes less sensitive to changes in the rear wing angle. Total downforce generated is rated at more than 1,000 kg (2,200 lbs) at 230 km/h (143 mph).

Like the 488 GTE, its body is almost entirely made from carbon fiber, apart from the aluminum roof and uprights that is. The braking system meanwhile was developed alongside Brembo, featuring low residual torque calipers like the ones fitted to world championship racers. The ABS system is borrowed from the 488 GT3 Evo 2020, but set up specifically for the GT Modificata.

Standard equipment includes a V-Box working in conjunction with Bosch’s telemetry data acquisition system, a high-resolution rear-video camera, second seat, plus the TPMS system for measuring tire temperature and pressure. As for customization, buyers can pretty much get whatever they want in terms of exterior and interior aesthetics.

Since this is a limited series model, the Italian carmaker will initially only sell it to drivers who have recently participated in Competizioni GT with Ferrari or Club Competizioni GT. Next year’s Club Competizioni GT calendar includes the Virginia International Raceway, Monza, Watkins GLen, Suzuka and the Nurburgring.