Ferrari 488 GTB 2017 review

Jack Pyefinch takes the Ferrari 488 GTB on a pilgrimage from Sydney to Panorama Mountain with performance, fuel economy and verdict.

It's impossible to describe what it's like to drive a ferocious Ferrari like the 488 GTB on a big, scary race track, but it's close. If I were talking to you in person, I would make primitive bellowing noises, wave my hands quickly in front of you, and express comical awe and violent fear on my face. But that's not the case, so we fall back on the numbers - 493kW, 100 mph time in exactly three seconds, a twin-turbocharged V8 (hard to swallow for fans of naturally aspirated supercars).

But one number beats them all - 8.3 seconds. That's how long it takes a noisily 488 to sprint from standstill to 200 km/h, a figure that's made all the more astonishing as it's over two seconds faster than the already amazing 458 that replaces this one. automobile.

Indeed, we're in completely different territory in every aspect, from performance to price to prestige, so it's only fitting that we rode it in the completely unusual conditions of the Mt Panorama race track in Bathurst.

Price and features

The funny thing about really very rich people is that they probably didn't become a wasteful spender of money. And yet they seem strangely ready to be mistaken by high-end car makers for suckers who help them feel, look and live their own way.

Of course, there is probably an argument that a car as advanced and amazing as the 488 GTB costs $460,988, and yes, most of that amount goes to the government in the form of taxes.

"Practicality" was probably not the key term in the minds of the madmen who designed this machine.

But there's certainly no way to justify the company charging $21,730 for "vintage paint" (i.e. matte grey, in our case), $2700 for extra gold paint on your calipers, and another $19,000. for the two-tone daub on the roof. not to mention $10,500K for the wheels, $15,000K for the carbon driver's seat, and $1250 for the "special thick stitching" on that seat.

And the list goes on and on, bringing the total price to $625,278. For which our car didn’t even get an extra rearview camera ($4990).

In terms of features, the passenger display our test car had, which allows your passenger to keep an eye on your speed, gear position, etc. on its own screen, was very cool, but it's also a $7350 option. The car offers Apple CarPlay (another $6,790 despite being standard on some cheap Hyundais these days), but it has a nifty non-touch screen.

On the other hand, Ferrari offers a Pit Speed ​​button to set the top speed for your pit stops (or cruise control as the non-Tifosi call it), an F1 Trac system, a car boot, carbon ceramic brakes and a Magnaride Shock. Shock absorbers, all standard.

practicality

Let's just move straight ahead? Not? So, there are two seats, you can put your jacket behind them, and in front there is a trunk that can easily fit enough luggage for the weekend. Behind you is a glorious glass-framed engine (surrounded by a carbon-fiber engine bay that will cost you an extra $13,425) and caressing your ears.

In terms of achieving its intended function - being awesome - it should get a 10 out of 10.

Losing your license, while seemingly inevitable, is also not particularly practical. But back then, "practicality" probably wasn't the key term in the minds of the madmen who came up with this machine. There were no coasters, although there are two small ones.

In terms of achieving its intended function - being awesome - it should get a 10 out of 10.

Design

Few would argue that the 488 is an eye-catching and extreme-looking piece of design, but even the most ardent fans can't argue that it's the most beautiful Ferrari of all time. Indeed, it is not as handsome as the car it replaces, a truly stunning, almost perfect 458.

The GTB has the beauty it needs, like those huge air intakes behind the doors to provide air for all that turbo heating.

To see them parked together is to witness an argument in which the engineers and aerodynamicists won, not the designers.

The GTB has the beauty it needs, those huge air intakes behind the doors to supply air for all that turbo heating, for example, but the refinement and cleanliness of the 458 has been sacrificed as a result.

However, in terms of interior, the new car is a step forward, showing more quality and technology.

Engine and transmission

"There's no substitute for displacement" becomes an old grizzled argument in the face of the tectonic turbos we see on cars like the 488. Yes, it has a V8, but only a 3.9-liter, which seems too small to make 493kW and 760 Nm.

Although it's 600cc smaller than the naturally aspirated V8 on the 458, it makes a whopping 100 horsepower (or 74 kW) more power and 200 Nm more torque. Anyone who has ever driven a 458 and been in awe of the experience will tell you that these numbers are a little scary.

The result is an engine that offers you the kind of power that is absolutely corrupting. Using full throttle can put your belly button in intimate contact with your spine - even if you're an old, fat bastard - while even the gentlest applications of the throttle get you to 150 km/h faster than you can say, "Oh my god, that was speed camera?

This car is not fast, it is much bigger.

The road is not the place to try to test its limits, but on our very first experience with the Mountain Straight, less than 30 seconds into the first lap, we found ourselves being thrown back with a slight, ridiculous jolt at over 220 km/h.

This car is not fast, it is much bigger.

The dual-clutch transmission, borrowed from Formula One, is smooth and smooth to use in Auto mode, almost instantaneous in Sport mode - though on the track it's hard to keep up with how quickly you have to shift between seven gears - and transforms into a brutal back massage device once you switch to the ultra-fast race setting.

Full throttle shifting on the track is much faster than your human eyes can blink because you're too wide open in fear and surprise to blink at all.

The only downside to this wonderful new turbocharged engine is that it doesn't sound like a Ferrari, or at least not where it matters.

Driving a 488 is very scary, like being asked to punch Anthony Mundine in the face.

Downstairs, the angry, screaming, harsh growl is still audible, but upstairs, where the 458 and every Ferrari engine before it roared with operatic fury, the new engine makes a whistling and comparatively raucous sound. It's not quiet, of course, and it's not terrible, but it's not the same. The character so unique to this brand has been somewhat sacrificed.

But you get more speed to make up for it.

Fuel consumption

Of all the unlikely figures associated with the Ferrari 488 GTB, the claimed fuel economy of 11.4 liters per 100 km is the hardest to believe. You might be able to achieve this on a dynamometer, although you wouldn't bet on it, but in the real world it sucks fuel like a Hummer with an elephant on the roof. The problem is, it's so hard to resist playing with that throttle, and when you do, it frantically turns fuel into speed. Something close to 20 liters per 100 km is probably more likely (our test drive around Bathurst is not a good example), no matter how fuel efficient the turbos are.

Driving

Driving a 488 is very scary, like being asked to punch Anthony Mundine in the face. You really want to do it, but there is a distinct feeling that it will get you in trouble, especially on a public road.

With the exception of the generous German motorways, there really is not a single public road in the world where such a car would feel at home. Well, maybe one, a public road around a certain hill in Bathurst that all too rarely turns into a dedicated race track. In this case, it was a 12-hour race that Ferrari won with the help of Craig Lowndes and Jamie Wincap, and we were allowed to enter the closed circuit for half an hour.

On the track, however, stretching your Usain Bolt-like legs is pure pleasure.

Driving there from Sydney was basically a mixture of frustration and fear for your rights as we crawled along the beautiful Bells Line road that was ruined by the absurd 60km/h limit.

A quick fang up the side road near Lithgow shows how fast you have to move to feel like you're actually pushing this car around a corner.

The chassis is absurdly stiff, the steering is beautiful, weighted and precise - better than the 458's overly sensitive system - and overall the car's capabilities are almost magical. But it's too fast.

On the track, however, stretching your Usain Bolt-like legs is pure pleasure. This car treats 200 km/h the way a Porsche 911 treats 80 km/h, with disdain and almost contempt. The way it accelerates and passes through this point inspires disbelief and giggles.

Going down the legendary and long Conrod Straight, the road version of the 488 is apparently even faster than the GT3 race car that should have won on Sunday (take that, Lounds), but the one with the numbers on the side, slick bottoms and a giant fender rear have significantly more downforce.

This means you can go as fast as you like, as long as you don't mind the distinct feeling that you're about to take off into the air on a straight up climb as you hit 270 km/h. This is one of those moments when you realize what separates people from riders; fear.

While the straight was intimidating, the uphill climb through The Cutting, over the Skyline, and down the steep descent down The Esses was truly heartbreaking.

Luckily, the bottom third of the track is about as much fun as driving can be, especially in this car. The way the 488's massive carbon-ceramic brakes pull it forward in the chase (they got a little softer in the pedal after about 25 minutes, but I may have used them too much) compresses the ribs, but that's how it attacks. turn, and then especially right at the exit of the Hell Corner pit, which really make you fall in love with this car.

It really kills the competition.

The way it's balanced, the feedback through the steering and seat, the roar of the engine and how you can reduce the power out of the corner all contribute to a higher level of driving.

In terms of sheer speed and the way you feel like you're pushing your own limits, the 488 is simply the best car I've ever driven. Period.

Yes, it's a bit rough on the road, it's hard to see from it, it's not as pretty or as loud as it could be, but it really kills its competition.

safety

You can forget about the heavy and ugly technology that unsightly cameras or radars use because they don't belong in such a clean car. So no AEB because braking is your responsibility and you really should be careful in a car like this. These massive ceramic brakes are your insurance. You get driver and passenger front airbags and side door airbags for a total of four. The lack of a rear-view camera as standard seems a little absurd, because this is not a car that is easy to see out of.

Property

Surely nothing will happen to something so complex, built by a group of Italians? So you hardly need a warranty, but you still get it thanks to what Ferrari calls Genuine Service, which includes scheduled maintenance and repairs, as well as genuine parts, engine oil and fluids, not just for the original buyer, but also for all subsequent owners. during the first seven years of your vehicle's life. Impressive. But then you paid for it.