Ferrari F8 Tributo Arrives its most powerful V8 Supercar Ever in History
Watch the video from Pista to understand the basics of the aero package here.
Out with the 488 GTB, in with the F8 Tributo. Ferrari is justifiably proud of its powerful 3.9-liter twin-turbo V8 engine, so it has busted out its favorite infinity background photo studio to introduce its latest supercar ahead of a pubic debut in Geneva next weekend.
Ferrari F8 Tributo: Ferrari’s Latest Mid-Engine V8 Supercar Will Remain The Benchmark
Ferrari will unveil the successor to the 488 GTB at the Geneva Motor Show next week. Ferrari promises that the F8 Tributo will be lighter, far more powerful, more aerodynamically efficient, and possess a far more advanced stability control system that will make it easier to fully exploit the car’s power and capability. These photos are a first look at the car.
F8 Tributo’s 3902cc V8 is an evolution of the 488 twin-turbo V8, much related to the 488 Pista version of the powertrain. It spools up 710 horsepower, a tick over 49 horsepower more than the outgoing 488. At 710 horsepower, F8 Tributo matches the challenge posed by the McLaren 720S. The engine produces 182 horsepower per liter, the highest specific output for a road-going Ferrari V8.
Important for grand touring on open roads, F8 Tributo produces 568 lb. ft. of torque at a very low 3250 rpm. If the character of the 488 is any indicator, once on the boil a driver will rarely let revs drop much below 4000 rpm anyway. In short, this engine will have the goods.
Ferrari states that the engine will deliver power without any hint of turbo lag. The 488 warrants the term “virtually no lag” so one can assume Ferrari has honed further.
Ferrari has announced acceleration times of 2.9 seconds to 100 km/h (0-62 mph) using the Launch system of the gearbox, which is engaged with a big button on the center console. Two hundred km/h (124 mph) comes up in 7.8 seconds, which means this car will be easily into the low ten-second range in the quarter-mile, that measure of performance we Americans love so much. It will be interesting to see the numbers American car enthusiast media can produce in testing; they almost always cut one- or two-tenths off the cautious factory claims.
Inside, the dash, door panels and center console have all been redesigned in the high-quality materials we’ve come to expect in Ferraris of recent years. Just as in the 488, switches and buttons are limited in number and logically sited, and should retain the same firm, deliberate feel established in 488. Tachometer with its gear-selector digital readout is sited directly ahead of the driver. The steering wheel retains the LED rev counter built into the top section of the steering wheel rim, a brilliant visual when on the go.
The wheel itself has a slightly smaller diameter, but placement of controls—Start button, suspension damping button, and Manettino that controls calibration—are entirely familiar. Ferrari continues to enhance the passenger-side touchscreen displays in each new vehicle, adding capability to fully engage the passenger. The screen now measures 7 inches.
With lessons drawn from both Formula One and the Le Mans 488 efforts, aerodynamics are a huge part of the Tributo, not least of which is the “S-duct” vent seen in the front hood, an aero devise that debuted on the 488 Pista and sticks the front wheels into the pavement. Also, Tributo adopts the laid-back positioning in the nose of the front radiators, a design pioneered with Pista. More compact horizontal LED headlights accommodate more generous brake cooling intakes in combination with those on the outside of the bumper, improving air flow throughout the entire wheelarch. By better cooling the brakes, F8 Tributo can carry over much of the 488’s front braking system, helping save weight at the front corners.