Почти новый итальянец ferrari f8 tributo

The Interior

There’s some truth to the generalization that Italian cars, especially performance cars like Ferraris, have comically obtuse setups of knobs and screens. For example, even with years of experience test driving new vehicles and reviewing new consumer tech, I gave up after 10 minutes of trying to change the speedometer from kilometers per hour to miles per hour. I tried everything, including checking Ferrari forums. But it was hard to be mad because, surprisingly, that was the only complaint I could file about the F8’s interior. Once you learn the ride mode knobs, you realize that the user interface is is exceptionally logical, for any type of car.

Every necessary function—turn signals, windshield wipers, high beams, engine start/stop, drive mode—is on the steering wheel, like on a Formula One car. Instead of a center-mounted tablet like you’d find in most modern cars, in the F8, you control the music, navigation, and settings on a small dashboard screen to the right of the tachometer, using a small array of knobs and buttons. The only part that the passenger has realistic access to is the thin row of climate controls, which means that most of the the F8’s interior is pleasantly sparse. The idea is, focus on the driving of the thing.

The choice between the coupe or convertible is subjective. If you don’t like being observed, and you think that the additional structural rigidity of the roof makes you faster, go for the coupe. For me, though, this type of vehicle requires an open top for full enjoyment. The extra noise, both from the wind and the exhaust, enhance the thrill—and the driver’s visibility.

The Driving

Does any of that matter? Not really. If there’s any truth to the accusation that the turbos handicap performance and sound, Ferrari has figured how to make sure that few drivers would ever be able to say so in good faith. While driving, whichever gear I was in, whether in automatic mode or using the hand paddle shifters, hitting the accelerator produced sounds and g-forces that left me gasping and smiling every time. As another editor said of the 488, «If you don’t experience driver euphoria, you have problems unrelated to turbocharging.»

But when every two-seater at this price is fast in straights and corners, you have to look at the qualities that spec sheets can’t convey. The F8’s steering, for example, is tuned to this sensitivity that magically pointed the car exactly where I wanted it to go. The chassis’ rigidity and intelligent damping defies physics, keeping the car level and planted through tight turns. Somehow, the F8’s special combination of immediate power, driver feedback, and high-tech help make this $300,000 performance instrument feel inviting, not intimidating.

But if you were to buy an F8, the majority of your driving in Dubai, Beverly Hills, wherever, will be like most of our testing: in traffic. On a congested highway, after a dead stop, I let off the brake to close the gap. The F8 didn’t lurch or otherwise complain about being operated so far below its potential. And at 25 mph, the transmission already up to seventh gear for maximum fuel efficiency, the ride is as smooth as most sensible crossovers. And when you have to park, it even has enough ground clearance that, in our driving, made it so we never had to worry about scraping the lip. (This can be an issue with cars like the more performance-focused McLaren 600LT we tested). The F8 can be as athletic or docile as you ask it to be.

Design[]

Designed by the Ferrari Styling Centre, the F8 Tributo is essentially a bridge to a new exterior design language. From the very earliest stages of the design process, the work focused on two goals simultaneously: designing a stylistic tribute to the Ferrari V8 engine, inspired by the most iconic mid-rear-engined V8 sports cars in Ferrari history, and giving the car a strong personality of its own through an even sportier design clearly inspired by the car’s advanced aerodynamics. A lot of attention was paid to ensuring that the Maranello marque’s signature styling elements were respected even while seamlessly incorporating the aerodynamic elements into the design and then underscoring them with clean yet decisive lines. The front of the car is characterised by the S-Duct around which the entire front end has been redesigned to highlight the extensive aerodynamic modifications made to this area of the car. The clearest example is new, more compact, horizontal LED headlights. Thanks to its more compact size, the classic L-shape is created not by the continuation of the headlights but by an aerodynamic intake. The front is completed by side aerodynamic intakes which are integrated into the shape of the bumper and feature two aerodynamic side splitters in black which create a visual link rearwards behind the wheel and onto the exterior sill covers. The car’s flanks are dominated by the evident muscular forms of the front and rear wheelarches which give the impression that the bodywork has been tightly moulded around the running gear with no space left over for non-functional stylistic motifs or voids. The shape of the side air intakes for the intercooler has been redesigned too, highlighting one of the most important stylistic motifs from Ferrari mid-rear-engined V8 history.

Gallery[]

F8 Tributo

Aerodynamics[]

The front of the car is dominated by the S-Duct, an innovative aerodynamic solution adapted from Ferrari’s F1 experience and already used on the 488 Pista. Here it has been redesigned in function of the new front end design and accounts for 15% of the increase in overall downforce compared to the 488 GTB. The duct takes the high pressure flow from the central section of the bumper and, thanks to specially calibrated sections, deflects it upwards through the vent on the bonnet. The variation in pressure generates downforce over the front axle. The position of the vent is designed to maximise the duct’s performance by exploiting the suction generated by the curvature of the surfaces, maximising the amount of air that passes through the S-Duct. The signature element at the rear of the car is the blown spoiler. Originally patented for the 488 GTB, it was radically modified to produce a much more extreme version for the 488 Pista. The challenge facing the aerodynamics in the development of the F8 Tributo was improving rear downforce without increasing drag or interfering with the harmonious forms of this area of the car. The blown spoiler’s calibrated sections work in synergy with the suction generated by the spoiler to create upwash which accounts for 25% of the increase in downforce compared to the 488 GTB. Contemporaneously, three turning vanes inside the blown spoiler effectively recompress the flow towards the wake of the car, reducing drag by 2% and compensating for the knock-on effect of the increase in downforce. It was only through close synergy with the Ferrari Styling Centre that the strict aerodynamic constraints could be so flawlessly interpreted and integrated into the car’s design. New, more compact, horizontal LED headlights allowed Ferrari’s aerodynamicists to incorporate new brake cooling intakes in combination with those on the outside of the bumper, the aim being to improve air flow throughout the entire wheelarch. The front radiator layout is totally different to the 488 GTB. On the F8 Tributo, the radiator packs are tilted towards the rear, using the flat undertray to channel the hot air and minimise the thermal interaction with the flows inside the wheel arch. This improved management of cooling flows reduces the temperature of the air entering the plenum by 15°, further increasing power.

Variants[]

F8 Spyder

The F8 Spider is an open-top variant of the F8 Tributo with a folding hardtop as seen on its predecessors. The top takes 14 seconds for operation and can be operated with speeds up to 45 km/h (28 mph). The F8 Spider features large air intakes on its rear haunches, moved rearward compared to the ones in the 488 Spider for improved airflow to the engine.

The Spider’s drivetrain is shared with the Tributo. The engine has a lighter crankshaft, flywheel, and connecting rods and weighs nearly 18 kg (40 lb) less than the engine in the 488 Spider. Performance figures include acceleration from 0–100 km/h (62 mph) in 2.9 seconds and from 0–200 km/h (124 mph) in 8.2 seconds. Top speed is unchanged from the coupé at 340 km/h (211 mph). Dry weight of the Spider is 1,400 kg (3,086 lb). The boot capacity allows for 200 litres (7.1 cu ft) of luggage space.

Historical Context

For the last four-plus decades, Ferrari has manufactured a two-seater with a V8 engine set in the middle of the car, behind the cabin. In chronological order, those cars are: the 308, 328, 348, F355, 360, F430, 458, 488, and now, the F8. (Ferrari says the “8” in the name refers to the engine’s 8 cylinders.) To varying degrees of success, these cars are fast, loud, and conspicuous, but mostly everyday-driveable. The best ones provides a driving experience that everyone with an opinion on the topic would agree is as much fun as you can have on civilian roads.

Within this line of vehicles, there was car dork controversy when Ferrari introduced the 488. Ferrari engineers replaced the 458’s naturally aspirated (meaning, no turbo- or supercharging) V8 with a turbocharged V8. Naturally aspirated engines sound wonderful, and are fast, but burn fuel quickly. Turbocharging achieves better fuel efficiency, helping its manufacturers comply with stricter emissions regulations. (Lamborghini, however, continues to hold out with the Huracán’s rakish naturally aspirated V10).

The 488’s turbocharged engine was more powerful than the 458, and the car was faster. But it had to deal with a preconception that the time required for the turbocharger to take effect—spinning vanes that force air into the combustion chamber for more forceful explosions—resulted in a delay that made the car less responsive, and less cool-sounding. The F8’s V8 is the same as in the 488 Pista, which is turbocharged.

Specifications And Performance[]

770 N⋅m (568 lb⋅ft) of torque at 3250 rpm, making it the most powerful V8-powered Ferrari produced to date. Specific intake plenums and manifolds with optimised fluid-dynamics improve the combustion efficiency of the engine, thanks to the reduction of the temperature of the air in the cylinder, which also helps boost power. The increase in performance is provided in a more reactive way thanks to lightening solutions on the rotating masses, such as the F1 derived titanium connecting rods. The exhaust layout and the Inconel manifolds have been completely modified up to the terminals. The F8 Tributo also uses turbo rev sensors, developed in the 488 Challenge, to maximise the efficiency of the turbochargers based on the demand for power from the pedal. The transmission is a 7-speed dual clutch automatic unit with improved gear ratios.

Several new software features are installed on the F8 which are controlled via the manettino dial on the steering wheel. The car is equipped with Ferrari’s latest Side Slip Angle Control traction- and stability-control program. Additionally, the Ferrari Dynamic Enhancer, an electronic program for managing drifts, can now be used in the Race drive mode. Claimed manufacturer performance for the F8 Tributo is 0–100 km/h (0–62 mph) in 2.9 seconds, 0–200 km/h (0–124 mph) in 7.6 seconds, with a top speed of 340 km/h (211 mph). Ferrari also stated that the Tributo’s downforce has been increased by 15 percent as compared to the 488 GTB.