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Ferrari of San Francisco

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Ferrari 488 GTB

 
Ferrari 488 GTB

Forty years on from the unveiling of Ferrari's first ever mid-rear-engine V8 Berlinetta, the 308 GTB, the Prancing Horse opens a new chapter in its 8-cylinder history.

The 488 GTB name marks a return to the classic Ferrari model designation with the 488 in its moniker indicating the engine's unitary displacement, while the GTB stands for Gran Turismo Berlinetta. The new car not only delivers unparalleled performance, it also makes that extreme power exploitable and controllable to an unprecedented level even by less expert drivers.

An exceptional engine and sophisticated aerodynamics combined with refined vehicle dynamic controls radically improve the already razor-sharp responsiveness of Ferrari's road cars to near-track level.

Power (670 cv), engine and vehicle response times (0.8 s and 0.06 s respectively)give the 488 GTB a unique character and guarantee unmatched driving pleasure to drivers of all abilities.

To achieve this result, Ferrari drew on its experience in both F1 and GT racing, in which the 458 holds the WEC title and has won its category in two editions of the 24 Hours of Le Mans. The new model also exploits to the full the know-how gleaned by Ferrari engineers over the last decade through the XX Program which makes extreme track-only cars available to gentleman test-drivers.

This 3902 cc power unit is the Prancing Horse's most high performance engine ever with zero turbo lag and a unique, seductive soundtrack. It delivers 670 cv at 8,000 rpm with a specific power output of 172 cv/l, a new record for a road-going Ferrari, maximum torque of 760 Nm in seventh gear and a throttle response time of just 0.8 seconds at 2000 rpm in third gear. Consequently, the 488 GTB sprints from 0-100 km/h in 3 seconds flat and from 0-200 km/h in just 8.3.

These superb performance figures are the result of a focus on achieving maximum efficiency across the board. In terms of combustion, this means new specially-shaped high-tumble intake ports combined with 200-bar direct fuel injection. The new 488 GTB's V8 also has an ion-sensing system which measures ionizing currents to control ignition timing and adaptively predict misfires, as well as a multi-spark function.

Mechanical efficiency is guaranteed by an oil pump that supplies oil either at high pressure or low pressure. Cylinder heads with roller finger followers reduce the power absorbed by the valve train by 10 per cent at low revs thanks to reduced friction. The use of flat-plane crankshaft architecture guarantees maximum compactness, lower mass and helps improve the engine's internal fluid-dynamics.

Numerous components contribute to the powertrain's exceptional response times. In the 488 GTB, the twin Turbo are on ball-bearing-mounted shafts to reduce friction and the compressor wheels are in TiAl, a low-density titanium-aluminum alloy, which, thanks to its lower inertia, ensures maximum spool-up speed. In addition, twin-scroll technology directs the exhaust gases from each cylinder through separate scrolls and increases the efficiency of the exhaust pulses for maximum power.
As the revs rise, the 488 GTB V8's soundtrack increases in volume and clarity, in line with the increase in power. Pivotal to the sound in the cabin are the exhaust headers with longer, equal-length tubing and the flat-plane crankshaft. The soundtrack was further enhanced by an in-depth study of the harmonics and tonality at different engine speeds.
To turn the 488 GTB's extreme power into unadulterated driving pleasure regardless of conditions, Ferrari drew on the vehicle dynamics experience it has built up in competition and through its laboratory cars on the various circuits worldwide.
Subsystem and electronic control development focused principally on maximum responsiveness to the accelerator and total control with response times (0.06 seconds) comparable to those of a track car.

The gearbox features specific ratios to make the most of the engine's incredible torque. Variable Torque Management delivers increasing amounts of torque up through the gears. As a direct result of these solutions, the 488 GTB delivers track-style gear-shifting: it takes just 6 seconds to go from standstill in first to the limiter in fourth gear.

The evolved version of Ferrari's Side Slip Control System, SSC2, is more precise yet less invasive, analyzing various parameters to boost longitudinal acceleration out of corners by 12 per cent (in the Race and CT Off Manettino positions). Aside from just integrating with the car's F1-Trac and E-Diff, the SSC2 now also controls the active dampers, rendering the car's dynamic behavior during complex maneuvers even flatter and more stable.
The 488 GTB's excellent dynamics are due in part also to the SCM 3 magneto rheological damping system which has a faster ECU to modify the magnetic field in the dampers, as well as three new sensors on the car body. This all translates into a feeling of greater body control with better bump absorption. The latest evolution of the ESP guarantees even more efficient ABS intervention in low-grip situations.
Thanks to the new Brembo Extreme Design braking system, the 488 GTB's stopping distances are 9 per cent shorter than the previous model. Derived from the LaFerrari, the brakes also have new calipers that allow optimal cooling under extreme driving. They also feature new materials that ensure they reach optimal operating temperature faster and are more durable.

Aerodynamic solutions derived from Maranello's experience on the track augment down force without increasing drag, resulting in an efficiency figure of 1.67, a record for a road-homologated Ferrari. Down force is 50 per cent higher than on the previous model despite drag being reduced.

The front of the car is dominated by the central Aero Pillar and an F1-inspired double spoiler which boost the efficiency of both the radiator and down force generation.

The 488 GTB has an innovative aerodynamic underbody that incorporates vortex generators, special curved aerodynamic appendages which accelerate the air thereby reducing pressure. The result is that the car's underbody is "sucked" down to the ground and down force is higher but drag is not. This contributes to overall down force generation of 325 kg at 250 km/h.
The large rear diffuser has curved fences which optimize the expansion of the huge amount of air channeled under the car. It also features variable flap geometry controlled by a CPU, integrated with other vehicle control systems, which adjusts the balance between increased down force (flaps closed) and drag reduction (flaps open).

The Ferrari-patented blown spoiler is a new solution. Air enters an intake at the base of the rear screen and exits via the bumper. This guarantees increased down force and avoids having to extend the height of the rear spoiler and thus helps keep drag low.

The base bleed air intakes on the car's sides are divided by a central flap. The flow over the upper part of the flap, which is also used for the engine air intake, is deflected and exits from the tail area to reduce the drag caused by the low-pressure wake directly behind the car. The flow from the lower part of the flap goes to the intercoolers to cool the intake charge.

Designed by the Ferrari Styling Centre, the 488 GTB features very sculptural flanks which are the key to its character. Its large signature air intak
e scallop is a nod to the original 308 GTB and is divided into two sections by a splitter.

The front is characterized by the dual grille opening which channels air into the two radiators. There is also a double front spoiler which, on close inspection, looks very like those of the F1 single-seaters. At the center two pylons are combined with a deflector which channels air towards the flat underbody. The bonnet has pronounced, raised central section and two side channels. These channels have the dual function of making the car look more sporty and chann
eling the air from the two vents in the bumper which have been skillfully hidden from sight in the front view to keep the lines clean.

The tail is dominated by the blown spoiler and the large air v
ents which help improve the car's aerodynamics. The new exhaust tailpipes have been repositioned to accommodate the greater height required for the diffuser. The overall result exudes a sense of power and performance.

A new color, Rosso Corsa Metallizzato, was developed to underscore this model's supremely spo
rty character as well as its unique elegance and exclusivity. Seen at close quarters, it has a surprising depth and glossiness achieved by using a triple-layer formulation in which millions of micro-particles are suspended in the paint.



























 















 


 
 







 

 

 




 

 




 
 





 

 




 

 



 


 



 

 





 
 





 

 




 
 

 
    













































 
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