Blue Ferrari F8 Tributo with Golden Wheels Shows Lavish Spec

Kelley Robertson
March 1, 2019

It's also equipped with a system called the Ferrari Dynamic Enhancer that debuted on the special edition 488 Pista past year, which uses the brakes to help the auto do a controlled drift at the limits of its handling, emulating the abilities of the most highly-skilled drivers. After all, the newcomer does offer the same 70 hp output as the Pista, while also borrowing a few aero tricks from the said edition of the 488. It still has a V8, but now it's been tuned to put out about 710 horsepower and 568 pound-feet of torque, 50 hp more than the 488 GTB and about the same as the limited-edition 488 Pista, which debuted at Geneva a year ago.

While the design story here is Ferrari Centro Stile pulling their design language steadily into a new generation, there is an additional point of intrigue: why make a "Tributo" to the Ferrari V8 at this time of all times? No word yet on pricing or when customer deliveries will start, but the Ferrari F8 Tributo will be on display at the 2019 Geneva Motor Show on March 5. The F8 Tributo has a dry weight of 1330kg, a reduction of 40kg, and a claimed 0-100km/h time of 2.9 seconds.

Visually, the F8 Tributo seems similar to its predecessor.


Ferrari said the 710-hp F8 Tributo mid-engine model will be its most powerful V-8 engine production vehicle to date.

The latest version of Ferrari's Side Slip Angle Control "controlled slide" system is another feature of the F8 Tributo, as is new version of Ferrari Dynamic Enhanced called FDE+ that now works in the Race mode of the Manettino drive mode selector and makes on the limit handling more predictable. Top speed is pegged at 340 km/h (211 mph). Above, airflow running down the newly-slatted rear window - through which you can, of course, see the engine - blows through a small central opening in the rear spoiler. Redesigned to suit the F8 Tributo, the Formula 1-inspired S-Duct alone increases downforce by 15 percent compared to the 488 GTB. The S-Duct channels air into the front intakes, under a section of bodywork on the nose, and then up in front of the windshield to meet the slower-moving upper layer of air. The triangular air vents are now circular, mimicking the 812 and GTC/4 Lusso, while the physical controls for the HMI and transmission are also evolved versions of what went before.

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