Based off of the Pininfarina design architecture of the 2009 458 Italia, the upcoming Ferrari F8 Tributo is its tribute to the V8, which means a tribute to the 1973 Dino GT4. With the most recent GTB having been produced for four years, Ferrari deemed it necessary to do another iteration.
The Tributo’s V8 power comes from the same F154 twin-turbo engine as found in the 488 Pista. At 710 hp and 568 ft-lb of torque at 3,250 rpm, it bests the GTB’s internals by 49 lbs utilizing titanium connecting rods and a lightened flywheel. This makes the Tributo the most powerful Ferrari V8 ever.
From Pista To Tributo
As the Tributo is based on the Pista in many ways, you’ll note we compare the two to give you an idea of what the F8 is all about.
Internal differences between the F8’s induction and the V8 found in the Pista deal with changes to the intake manifold to smooth power delivery and the exhaust manifolds for less interrupted flow and lower backpressure.
The End of the True V8?
With hybridization coming to all supercar manifestations from here on out, it would seem that Ferrari’s flat-plane crank V8 may be at an end. We know that the SF90 is coming soon with 1000 hp, incorporating an electric motor to aid in jack-rabbit starts and increased mileage. So will that make the F8 purer? Nobler in the pantheon of Ferrari?
A Getrag seven-speed twin-clutch transmission and electronically actuated limited-slip differential straight out of the Pista puts the power to the pavement. Softer damping but similar spring rates to the Pista should smooth the ride slightly. Michelin 20-inch Sport Pilot 2 tires grip the road as well as can be expected with a car as light and balanced with so much power. Traction control may be a problem in straight-line driving.
Side Slip Angle Control and Dynamic Enhancer will hopefully help with chucking the F8 into drifts and curves. Massive carbon-ceramic brake rotors and signature multi-piston calipers hide behind the 10-spoke, 20-inch wheels.
Design changes for the body can be seen throughout the F8’s body. Upfront the headlights are cut-in with open vents above the lenses, doing away with the Venetian-blind vents of the Pista. The lower opening has grown some “fangs” literally—with the lower dam nicely integrated into the body.
Along the sides, the sills are more artfully handled than on the Pisa (in our humble opinion) with the undercut defined by a sharp break that transitions into a concave flourish as it moves toward the rear wheel opening. In the back, designers chose to bring back round taillights hiding below an integrated spoiler that ties into the break line of the body sides nicely.
Exhaust vents below the taillights frame the license plate with a finely detailed screen. The engine cover is a clear Lexan panel featuring three long louvers adding some interest as well as further differentiating from the Pista.
Inside the F8 is substantially different from the Pista with a new instrument cluster, door panels, and other details and display changes. A seven-inch passenger touchscreen gives vital into and infotainment to your shotgun.
So, what’s the F8’s bottom line? Try $274,280. But not so fast. There’s already a waiting line of 12 to 18 months. With that kind of buy-in, we’re sure you’re the patient type.