The 488 Pista is a showcase of Ferrari know-how.
In the wake of the 360 Challenge Stradale, 430 Scuderia and 458 Speciale, Ferrari unveils a sharper version of the 488 GTB. Ferrari claims a weight reduction 90 kg compared to the GTB, bringing dry weight down to 1280 kg. Power gains 50 hp from 670 to 720 hp, reached at 8000 rpm. Specific power reaches a dizzying 185 hp per liter of displacement. Peak torque gets a 10 Nm to reach 770 Nm from 3000 t/min “in 7th gear”, a qualifier which can induce confusion.
In principle, peak torque is reached in every gear, but Ferrari has worked relentlessly on its Variable Torque Management system to achieve the same crescendo as with naturally aspirated forebearers. Peak torque is therefore only delivered at 3000 rpm in the seventh gear, while this value is reached at higher revs on shorter gears, as illustrated in principle in the graph below.
The engine has been revised in depth with the introduction of solutions inherited from the 488 Challenge race car, including Inconel exhaust manifolds, a lighter crank and flywheel, titanium connecting rods and an intake plenum in carbon fiber. Eighteen out of the ninety kilograms of weight reduction come from engine re-design.
The 488 Pista engine is the first roadgoing V8 whose turbochargers are mounted with a speed sensor, a device first implemented on the 488 Challenge. This sensor feeds the ESP control unit with information on the rotation speed of each turbocharger, a leading indicator of boost and therefore torque. The ECU can therefore anticipate torque variations and regulate the wastegate more precisely.
The 488 Pista aerodynamics packagte has been redesigned in depth, with particular attention to thermal management. The first noticeable difference is that the side air intakes have lost their horizontal fins. The engine air intake has been relocated at the very back of the rear fenders, on both sides of the rear wing, freeing up space for a larger intercooler, and benefiting from a colder air flow which enhances thermodynamic efficiency.
The lateral air intakes are now entirely devoted to charged air cooling. The intercoolers are only 7% larger than the GTB components, while with the 488 GTB aero package, they would have had to grow by 25%.
This result is obtained by the implementation two main solutions:
– warm air evacuated from the front radiators (now positionned flat) is extracted through the large side vents. The warm air flow is channelled along the side skirts to prevent it from reaching the intercooler intakes
– the air intakes are mounted with 3 small horizontal fins whose function is to eliminate turbulence and ensure an optimal flow toward each intercooler.
These refinements contribute to an improvement in thermodynamic efficiency at high revs and contribute to a significant power increase while peak torque evolves more modestly.
| Ferrari 488 Pista | Ferrari 488 GTB | McLaren 720S | Lamborghini Huracan Performante | |
| Engine | V8 twinturbo 3902 cm3 | V8 twinturbo 3902 cm3 | V8 twinturbo 3994 cm3 | V10 5204 cm3 |
| Power (hp / rpm) | 720 / 8000 | 670 / 6500-8000 | 720 / 7250 | 640 / 8000 |
| Torque (Nm / rpm) | 770 / 3000 | 760 / 3000 | 770 / 5500 | 600 / 6500 |
| Transmission | AR | AR | AR | AWD |
| Gearbox | F1 DCT 7 | F1 DCT 7 | SSG 7 | LDF 7 |
| PWR (kg/hp) | [1.77**] | (2.20) | (1.97) | [2.16*] |
| Weight DIN (mfr.) | [1280**] | (1475) [1370] |
(1419) | [1382*] |
| 0-100 km/h (sec.) | 2.85 | 3.0 | 2.9 | 2.9 |
| 0-200 km/h (sec.) | 7.6 | 8.3 | 7.8 | 8.9 |
| Top speed (km/h) | >340 | >330 | 341 | >325 |
| Tires front | 245/35R20 | 245/35R20 | 245/35R19 | 245/30R20 |
| Tires rear | 305/30R20 | 305/30R20 | 305/30R20 | 305/30R20 |
| Base price (CHF) | NC | 257’300 | 267’720 | 287’000 |
| Base price (EUR) | 296’000 | 219’607 | 249’175 | 234’048 |
* Dry weight **Dry weight with carbon rims
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.
The 488 Pista is offered at a reference price of 296’000 € for the italian market, VAT included. Carbon rims pricing was not available at the Geneva motorshow.
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