2017 Ferrari 488 GTB review, road test

For the first time, Ferrari’s mid-engine V8 is put to the ultimate test that is Indian roads. Can it still deliver the magic?

Published on Sep 28, 2017 07:00:00 AM

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F1-style aero pillar manages longitudinal and transverse airflow.

Special channels on the bonnet deflect air and reduce front-axle lift.

Scuderia Ferrari insignia is optional and will cost a cool Rs 5 lakh a pair.

In an age of carbon-fibre, the 488’s use of aluminium could be considered surprising. But having invested in the aluminium monocoque construction since the 360 Modena, the 488 GTB continues to use an aluminium tub. And one look at the scales will show you this decision hasn’t heavily penalized the 488. With its weight-saving options, it tips the scales at 1,370kg; that’s lower than the Lamborghini Huracán with its carbon-aluminium composite structure which comes in at 1,422kg (dry weight).

The 488 inherits the suspension geometry from the 458 Italia and the Speciale using aluminium double wishbones at the front, and multiple transverse and longitudinal links at the rear.

Most Ferraris today are no longer penned by Pininfarina, and the 488 GTB too is designed by Ferrari’s own styling centre. It’s pretty evident the company let form follow function, with prominent side air intakes that are a bit ungainly, as are the aero bits on the doors. These little fins neatly trim the airflow into the intakes, and they also double as the handles; or is it the other way around? Not everybody was a fan of the fine, wind-tunnel-honed elements. To most, the 458 Italia and the 355 ranked as the prettiest of this series. But the rest of the car drew no complaints, and the wedge-like nose really does grow on you the more you look at it.

The front is dominated by an F1-inspired double spoiler. The top element works together with the duct to channel air into the radiator, while the lower section generates suction which pulls the air towards the lower part of the underbody, generating downforce. The underside is new, with vortex generators and a large rear diffuser featuring variable flap geometry controlled by a CPU. In corners, the flaps close to increase downforce, whereas on straights they stay open, reducing drag.

Maranello’s new principle is ‘aero by subtractions’ – removing things from the car to improve downforce or reduce drag, rather than adding bolted bits. The rear is a good example of this. It has a blown spoiler where air enters the base of the rear screen and exits via the bumper; this avoids having to extend the height of the rear spoiler, thus keeping drag low and the rear end neat. All the aero engineering has resulted in the 488 developing 325kg of downforce at 250kph – a massive 50 percent increase over the 458.

The 488 comes with magneto-rheological dampers that allow you to soften the ride considerably and are perfect for Indian conditions. And though it costs a crazy Rs 18 lakh, you must buy Ferrari’s superb nose lifter that raises the nose off the road in 4.5sec.