From £182,78910
Ferrari's replacement for the 458 Italia is here. It promises to be faster but, with a turbocharged engine, will it be as thrilling?

Our Verdict

Ferrari 488 GTB

Can the turbocharged successor to the 458 raise the bar again?

  • First Drive

    2016 Ferrari 488 GTB review

    A first drive of Ferrari's mid-engined V8 488 GTB in right-hand drive configuration confirms our suspicion that it's the new act to beat
  • First Drive

    2015 Ferrari 488 GTB review

    Ferrari's replacement for the 458 Italia is here. It promises to be faster but, with a turbocharged engine, will it be as thrilling?

What is it?

The Ferrari 488 GTB, replacement for the 458 Italia. Before we drove it, it was presented to us via the medium of graphs. Lots of graphs, charts and illustrations. The message was that the 488 might be based ostensibly on the same architecture as that of its predecessor, but don’t think it’s a facelift.

It should be duly noted, then, that there are lots of new things on the 488 GTB. About 85% of its things, in fact. Chief among them is – gasp - a turbocharged engine. More graphs, and message number two: this is still very much a Ferrari motor. Duly noted? We’ll see.

The new engine is turbocharged because it’s smaller, leaner and more efficient this way. And, inevitably, more powerful. By a lot.

The unit, still with a flat-plane crankshaft, now displaces only 3.9 litres, rather than the 4.5-litres of its naturally breathing predecessor, but its two IHI turbos, each with dual scrolls and many, many friction-reducing parts (I’ve seen the diagrams), spool up exceptionally quickly. When boosting, they make 661bhp, although now between 6200rpm and 8000rpm rather than the 9000rpm of the 488’s predecessor. 

What really makes this engine a Ferrari engine, we’re told (yes, yes, we’ll see), is that the torque is artificially reduced at lower revs in lower gears. Only in seventh is full torque – 561lb ft – available, at 3000rpm. It’d be faster if Ferrari let it all loose, all the time. But it would also sound a bit crummy, say its engineers. Unleash the full gamut of pounds-feet in every gear and the noise would be a constant burp rather than a Marenello-spec yelp.

I’m happy to believe everything else is Maranello-spec before I’ve even driven the car, because if you doubt the value of Ferrari’s limited-run project cars, the 488 GTB is the perfect case study. The steering rack is from the 458 Speciale, so a bit quicker than the regular 458 Italia’s. Ditto the adjustable dampers and the tyre sizes. Brakes are exactly the same as LaFerrari’s and the 488 GTB has a new generation of the Speciale’s Side Slip Control called, imaginatively, SSC2. 

SSC2 not only acts via the electronically controlled limited slip differential like SSC1 did but now also softens or firms the dampers subtly to give you an even more carefully metered dose of opposite lock should you want to look like a hero and are bold enough to keep the throttle pinned in a 661bhp supercar.

What's it like?

This is about to sound ridiculous, but keeping a 488 GTB’s throttle pinned is not a particularly frightening thing to do. Yes, this is a car with 34bhp more than a McLaren F1, which has an engine in its middle and which, when you turn stability control off, hands control of whether you continue forwards, sideways, or fall off backwards entirely over to you. 

But on the experience we had at Maranello, all too briefly on Ferrari’s Fiorano test track and then in more depth out on Modenese hillside hairpins, the 488 GTB is among the most docile-handling mid-engined cars I’ve driven. It has an astonishingly forgiving chassis, with hardly a hint of understeer early in a corner, and extremely fast but communicative steering, and when it breaks traction, which it does gladly, it adopts a hopelessly easily controlled attitude and then regains grip cleanly and communicatively.

In part this is, I’ve no doubt, because Ferrari’s chassis engineers are among the best in the business. But I have also begun to wonder if it’s because the engine is turbocharged. I always thought that an instantly controllable, naturally aspirated engine, capable of giving, immediately, just the amount of power you asked for – and taking it away just as quickly – was key to exploiting the adjustability of a mid-engined car. You asked, you got. You un-asked, it was taken away, and so on the edge the car balanced. 

But maybe, just maybe, a touch of lag and a healthy wedge of torque is actually more effective and easier. Maybe the on-throttle spool and the off-throttle hang softens the edges of the oversteer’s entry and exit. Certainly the slug of soft torque seems to make it easier to break away in the first instance. 

So perhaps I need to unthink all I thought about turbos. Perhaps a turbocharged engine will liberate, not stifle, a Ferrari’s handling. Or perhaps it’s just that Ferrari’s chassis engineers are even cleverer than I thought.

Either way, if having an engine like this means getting a chassis like this, it’s a sacrifice I’m prepared to make. Sacrifice? I’m afraid so, for the greater good. A moment’s reflection, dear reader, and grief.

Yes, the new Ferrari engine is a Ferrari engine, but not quite as we know it. It still sounds extremely good. It still responds very well. And, Lord knows, it delivers. But it is just a wee bit less tingly and exciting than those that have come before it. If you like your engine in your car’s middle, the closest alternative that will still give you that instant hit, that breathtaking response, is Lamborghini’s Huracan. It’s fortunate, then, that the 488 GTB’s compensations are so intense elsewhere.

Should I buy one?

If you’re in this market? You might as well. There are improvements beyond the chassis, too. To my eyes the 488 is less pretty than a 458 but you cannot argue with the genuine downforce developed both front and rear (graphs, my friends, graphs).

This is the first series-production Ferrari to have active aerodynamics, via a rear diffuser that will sometimes stall itself, lessening downforce but also drag. The gearbox software has been revised so that the seven-speed dual-clutch automatic gearbox, a thing of wonder before, is even more wonderful now. Those LaFerrari brakes are phenomenal and, it would seem, all but unburstable on this acquaintance. 

And I should mention – because these things do matter - that the cabin is more habitable, with more storage cubbies, there is keyless start (though nowhere obvious to stow the fob) and the prices are only moderately increased?

The 488 GTB is, then, the archetypal supercar refined, honed, tweaked and… perfected? Not quite as perfect as the graphs would have you believe. But as close as it currently gets.

Ferrari 488 GTB

Location Italy; On sale Now; Price £183,974; Engine V8, 3902cc, twin-turbocharged, petrol; Power 661bhp at 6200-8000rpm; Torque 561lb ft at 3000rpm; Gearbox 7-spd automatic; Kerb weight 1475kg; Top speed 205mph; 0-62mph 3.0sec; Economy 24.8mpg (combined); CO2/tax band 260g/km, 37%

 

Join the debate

Comments
24

4 June 2015
See, look at that. 661BHP and 260g/km Co2. That is an engine fit for 2015, not the 299g/km of the Ford Mustang V8 with 414BHP.

5 June 2015
winniethewoo wrote:

See, look at that. 661BHP and 260g/km Co2. That is an engine fit for 2015, not the 299g/km of the Ford Mustang V8 with 414BHP.

Yes that was the first thing I wanted to know about a brand new Ferrari as well. Sod the design and technology or even the driving experience as there's nothing more interesting about new cars than their Co2 figure is there!!

5 June 2015
but £140k change from the Mustang goes a long way towards your tax bill.

5 June 2015
Citytiger wrote:

but £140k change from the Mustang goes a long way towards your tax bill.

Yes, 180K car has a more technically advanced engine than a 35K car shocker!!

5 June 2015
The 'pure' 911 elsewhere discussed is a far more appealing concept than these video games brought to life. I wish Ferrari would offer something similar. Freeing itself from the need to be ever faster would be so liberating...

5 June 2015
eseaton wrote:

The 'pure' 911 elsewhere discussed is a far more appealing concept than these video games brought to life. I wish Ferrari would offer something similar. Freeing itself from the need to be ever faster would be so liberating...

Maybe the Dino will major on basic trills as it's price point will inevitably require it to be less tech heavy

5 June 2015
Well said. I like fast cars as much as anyone, but this has gotten ridiculous, and is only getting more so. 661 hp is almost never usable on the road. Was the 458 not crazy-quick enough? Who has used a 458's full performance on the road, at least without being homicidal/suicidal except for very brief moments, and then thought "What I really need is another 70hp"? These cars are now so fast and with limits so high that, at anything resembling even very fast road speeds, the cars are so within their performance capabilities that they are not that exciting to drive. To experience what they offer, to get them actually working hard, requires speeds so high that those speeds are just not possible on the road without acting like a complete idiot. I have much more fun far more of the time in a fast -- but not absurdly fast -- car that I can actually push fairly hard and get somewhere near experiencing what the car has to offer.

5 June 2015
Excuse me, mr Prior.... but the tone of the review sounds quite "envy of" rather than enthusiastic, as the five start verdict would have implied. Ferrari have never been popular on this mag and with its editors, but - come on - please at least try to describe how the car feels and goes. Will have to wait for Chris Harris?

5 June 2015
RednBlue wrote:

Excuse me, mr Prior.... but the tone of the review sounds quite "envy of" rather than enthusiastic, as the five start verdict would have implied. Ferrari have never been popular on this mag and with its editors, but - come on - please at least try to describe how the car feels and goes. Will have to wait for Chris Harris?

Yep, I still have no real idea what this car is like after reading this review. And still not mean on turbo Ferrari replacing such a landmark sports car.

Cyborg

5 June 2015
The Chris Harris will be infinitely better than this review, just like they always are.....

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