At the front, Ferrari introduces a S-Duct device in herited from Formula 1. Air is channelled under the nose fin and presses on the sloping hood before being evacuated on the sides. The objective is to balance downforce between front and rear, and compensate the changes made to the rear aero design.

Under the belly, Vortex generators have been redesigned to improve their ability to evacuate dirty air on the sides and feed the rear diffuser with a clean air flow. The diffuser itself is longer and integrated the same “double kink line” as the 488 GTE.

Aft of the engine cover, the duck tail has been extended in reach and height, and now incorporates a second, sharply sloped blown device, functionning in tandem as dual plane wing. This new design contributes 25% to the overall improvement in aerodynamic efficiency (the ratio between downforce and drag), which bests the 488 GTB by 20%.

Version 6.0 of the Side Slip Control (SSC) electronics management system integrates E-Diff3, F1-Trac et SCM, as well as the new Ferrari Dynamic Enhancer. This new system uses for the first time an input channel based on the brake pressure. The goal is to improve the predictability of the car reactions at the very edge of the handling envelope.

Ferrari is introducing for the first time carbon fiber composite rims. They are 40% lighter than the cast alloy wheels used on the 488 GTB, and 20% lighter than the forged alloys available as standard on the 488 Pista. They are mounted with Michelin Pilot Sport Cup 2 in a new K2 specification optimized for the Pista. In addition to the 18 kg saved on the engine, the front bonnet, front and rear fascia made of carbon fiber are other major contributors to weight savings.