2021 Ferrari F8 Tributo - Exterior and interior Details (Wild Sport Car)

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2020 Ferrari F8 Tributo Demands Driver Involvement
The 710-hp F8 Tributo is more of an update than an all-new machine, but it's still one of the best V-8 Ferraris ever.

Before you crack open the throttle of the 2020 Ferrari F8 Tributo, you'd better be ready to steer it and shift up a gear. And we mean ready. Ferrari makes you work for your dinner in its latest mid-engine machine. Its 710-hp twin-turbo 3.9-liter V-8 revs with manic speed, dialing up rpm like a pneumatic drill and easily overwhelming its rear Pirellis. If you want the added security of all-wheel drive, call 1-800-Lambo. The F8 Tributo is rear-wheel drive and marks its territory with long black stripes of expensive rubber.

Drive it with a firm hand, a heavy foot, and considerable talent, and it can perform lurid powerslides and second-gear burnouts all day long. However, the F8's genius runs deeper. It also delivers as much—and, in some cases, more—comfort, refinement, and civility than its competitive set that includes commuter-friendly supercars such as the McLaren GT and Porsche 911 Turbo S.

Driven by Downforce

Don't let the F8 Tributo's new name fool you; this is not an all-new machine but a mid-cycle refresh of the previous 488GTB and the coupe version of the F8 Spider. In fact, much of its aluminum spaceframe dates back to the 458 Italia. Its engine has been around since 2016. However, none of this supercar's hardware feels like it's past its sell-by date.

Ferrari's compact V-8 is worthy of the Engine Hall of Fame. The latest version, handed down from the special-edition 488 Pista, is 40 pounds lighter, revs more quickly, and cranks out 710 horsepower at 8000 rpm and 568 pound-feet of torque at 3250 rpm. That's not only 50 horses and 7 pound-feet more than you got in the 488GTB, it's also 182 ponies per liter of displacement. It is the most power-dense V-8 that Ferrari has ever stuffed inside one of its production models.

The V-8's exhaust system has also been rerouted to intensify its sound. The 488's voice was muffled by its turbos and lacked some of the high-rpm wail that characterized previous naturally aspirated Ferrari V-8s. The F8 is certainly more vocal, especially above 4000 rpm. It's still not quite as operatic as we'd like, but its throaty rumble is more than mere noise. It's an actual exhaust note. Thankfully, Ferrari has resisted any urge to dial in artificial pops and bangs when you lift off the accelerator.

Ferrari says the F8's new bodywork is 10 percent more aerodynamically efficient than the 488's and generates 15 percent more downforce. Its new nose features compact horizontal LED headlights topped by new brake cooling ducts. The downforce generating S-duct in the hood is reminiscent of the Pista's. But the Tributo is most attractive from the rear, with its larger, reshaped spoiler that wraps around its four round taillights.

The F8's louvered Lexan engine cover channels the classic F40's. It's part of a weight-saving regimen that has shaved 88 pounds from the car. Just as this setup did back in the 1980s, though, the lacerated clear plastic panel quivers at speed, distorts your view out the back, and allows rain inside the engine compartment.

There are a couple other small annoyances. The clumsy door handles borrowed from the 488 look like tacked-on afterthoughts, and the F8's rear diffuser is easily damaged on driveways. Its optional front-end lift system helps keep its chin splitter from grinding on speed bumps, but the new diffuser under the rear bumper, which Ferrari says accounts for 20 percent of the car's overall improvement in downforce, is simply too low for most inclines. It doesn't take long for its blades to look like they've been hit with a cheese grater. It's an unfortunate design element on a car with a $275,580 base price.

Checks and Balances
Inside the F8 Tributo are new round HVAC vents, relatively simple controls, and oversized carbon-fiber paddle shifters. The upright seating position, thin A-pillars, and low cowl result in an expansive view forward. An optional 7.0-inch performance display puts a redundant tach and speedometer in front of the passenger but only allows limited access to the audio and navigation systems.

That display was one of 25 options that added $90,000 to our test car's bottom line. Those additional extras included a $9787 carbon-fiber intake manifold for the V-8, an $8100 set of 20-inch forged-aluminum wheels, $6750 for carbon-fiber dash inserts, a $6243 premium audio system, and $2531 for titanium exhaust pipes. Price as tested: $365,741, which is about a new Porsche 911 more than the last McLaren GT we tested.
Read More https://www.caranddriver.com/reviews/a32704586/2020-ferrari-f8-tributo-us-drive/

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