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Explore Ferrari 488 price, features, specifications, variants, colours, pros & cons, key highlights, images, user reviews, and FAQs at AutoX. 

Ferrari

Ferrari 488

Not as pretty as the 458 Italia

By the time I was in the position to buy a Ferrari, unfortunately, the 458 had been discontinued. Its replacement, the 488 GTB, might be more technologically advanced, however, it is just not as pretty as the other car.

RightHandDriving

3902 CC

Ferrari has introduced a new way to make the Purosangue feel more focused from behind the wheel. Called the Handling Speciale, this optional configuration is built for those who want sharper driving responses from Ferrari’s four-door V12 machine. The idea here is simple, keep the everyday practicality and four-seat usability of the Purosangue intact, while improving the way it turns, shifts and responds when the road opens up.Also Read:&nbsp;<a href="https://www.autox.com/news/car-news/ferrari-849-testarossa-launched-in-india-at-rs-1003-crore-123117/">Ferrari 849 Testarossa Launched in India at Rs 10.03 crore</a>The core package remains unchanged. The Purosangue Handling Speciale continues with Ferrari’s front-mid-mounted naturally aspirated V12 and rear transaxle layout. What Ferrari has changed is how the car reacts.
 
 <img src="https://images.autox.com/uploads/2026/04/2027-Ferrari-Purosangue-Handling-Speciale-Front-1777531720228.webp" alt="2027 Ferrari Purosangue Handling Speciale Front.png" style="width: 100%; height: auto;">The active suspension has been recalibrated to reduce body movement by 10 per cent, helping the Purosangue feel more controlled through corners and quicker during sudden direction changes. It still keeps the same cabin layout and raised seating position.<h2>2027 Ferrari Purosangue Handling Speciale: Design</h2>Ferrari has kept the visual changes clean. The Handling Speciale gets new wheels with a dedicated diamond-cut finish, along with carbon-fibre side shields. Matt black exhaust tips, satin Ferrari script and a black rear Prancing Horse badge complete the updates. The overall shape and proportions stay the same, which means this is more about distinction than redesign.<h2>2027 Ferrari Purosangue Handling Speciale: Interior</h2>Inside, the changes are limited, but the driving-focused upgrades matter more. There is a dedicated plaque, but Ferrari has also revised the exhaust setup to make the V12 more noticeable during start-up and acceleration.
 
 <img src="https://images.autox.com/uploads/2026/04/2027-Ferrari-Purosangue-Handling-Speciale-Interior-1777531723867.webp" alt="2027 Ferrari Purosangue Handling Speciale Interior.png" style="width: 100%; height: auto;">Gearbox software has been updated too, with faster and more direct shifts, especially in Race and ESC-Off modes. Manual shifts above 5,500rpm are now quicker as well.<h2>2027 Ferrari Purosangue Handling Speciale: Engine</h2>Power comes from the same 6.5-litre naturally aspirated V12, producing 715bhp at 7,750rpm and 716Nm between 3,000rpm and 5,750rpm. An eight-speed dual-clutch gearbox handles power delivery. Ferrari claims 0-100km/h in 3.3 seconds, 0-200km/h in 10.6 seconds and a top speed of more than 310km/h. Dry weight stands at 2,033kg, while weight distribution remains balanced at 49:51.
 <div style="width: 100%; height: auto;" class="post-image">
 
 
 
 <img src="https://images.autox.com/uploads/2026/04/2027-Ferrari-Purosangue-Handling-Speciale-Rear-1777531715617.webp" alt="2027 Ferrari Purosangue Handling Speciale Rear.png" style="width: 100%; height: auto;"></div>
 <a href="https://www.autox.com/new-cars/ferrari/">Ferrari </a>will offer the Handling Speciale with its seven-year Genuine Maintenance programme. This covers scheduled servicing for the first seven years and is available through Ferrari’s dealer network worldwide. It also applies to approved pre-owned Ferraris, giving owners long-term support beyond the initial purchase.

2027 Ferrari Purosangue Handling Speciale Revealed With Sportier Driving Dynamics

2027 Ferrari Purosangue Handling Speciale gets retuned suspension with 10% less body movement, faster gearshifts and sharper responses.

The most famous partnership in the F1 pit lane is officially heading for divorce. McLaren has pulled off a massive technical coup, confirming that Gianpiero Lambiase, the man responsible for keeping Max Verstappen in check, will defect to Woking for the 2028 season. Lambiase, popularly known as 'GP', has been the voice in Verstappen’s ear since the Dutchman’s fairy-tale Red Bull debut in 2016. In the decade since, the pair has redefined dominance, racking up multiple world titles and enough silverware to fill several Milton Keynes warehouses. But more than the trophies, it’s the radio frequency that has made them legendary. From tyre-management tiffs to GP’s calm "Max, just bring it home" rebuttals, the partnership has been the heartbeat of Red Bull’s trackside operation.Also Read:&nbsp;<a href="https://www.autox.com/motorsport-news/f1-japanese-gp-kimi-antonelli-takes-victory-and-championship-lead-in-japan-123212/">F1 Japanese GP: Kimi Antonelli Takes Victory and Championship Lead in Japan</a>Lambiase won’t just be another face in the garage at Woking. He is set to take a senior leadership role within McLaren’s technical department, further proof that Zak Brown is serious about raiding the competition to build a dynasty. By securing GP, McLaren is not just hiring an engineer; it is bringing in one of the key figures behind Red Bull’s recent dominance.Don't expect to see GP in orange overalls just yet. The agreement keeps him at Red Bull until the end of the 2027 season. That gives us some time of animated Sunday debates and 'straight-talking' Dutch feedback before the partnership finally concludes. It’s a long notice period, but in the high-stakes world of F1 gardening leave and contract law, it’s the price McLaren is willing to pay.
 
 <img src="https://images.autox.com/uploads/2026/04/Gianpiero-Lambiase-and-Max-Verstappen-1775749873277.webp" alt="Gianpiero Lambiase and Max Verstappen.png" style="width: 100%; height: auto;">For Red Bull Racing, this is another high-profile exit to manage. Replacing a race engineer is one thing, replacing the man who can successfully navigate Max Verstappen’s mid-race temperament is quite another. Whoever steps into that seat in 2028 will need a very thick skin and even better nerves.As McLaren continues to bolster its ranks with the paddock's brightest minds, Red Bull looks increasingly like a team in transition. The 2028 season might feel like a lifetime away, but the shift in the F1 power dynamic is happening right now.

F1: Max Verstappen’s Race Engineer Gianpiero Lambiase to Join McLaren in 2028

Red Bull faces another major departure as replacing Gianpiero Lambiase will mean finding someone capable of managing both strategy calls and Verstappen’s demands.

F1 Chinese GP: Kimi Antonelli Takes Maiden Win; Hamilton Secures First Ferrari Podium

McLaren’s Shanghai weekend collapsed before lights out as Lando Norris and Oscar Piastri failed to start, with more drama hitting Audi and Williams too.

Ferrari has launched the 849 Testarossa in India at Rs 10.37 crore (ex-showroom). The Testarossa name is back, and that alone makes this launch special for Ferrari fans. It is now the most expensive Ferrari on sale in India and sits above the brand’s current V8 models. Deliveries will start later this year through Ferrari’s Delhi and Mumbai dealerships. More than the price, what really matters here is what the car brings to the table. It looks fast, sounds serious on paper, and packs the kind of numbers you expect from a top-end<a href="https://www.autox.com/new-cars/ferrari/"> Ferrari. </a>Also Read:&nbsp;<a href="https://www.autox.com/news/car-news/ferrari-amalfi-spider-breaks-cover-as-631bhp-open-top-gt-123107/">Ferrari Amalfi Spider Breaks Cover as 631bhp Open-Top GT</a><h2>Ferrari 849 Testarossa: Design</h2>
 <img src="https://images.autox.com/uploads/2025/09/Ferrari-849-Testarossa-1757488743770.webp" alt="Ferrari 849 Testarossa.jpg" style="width: 100%; height: auto;">The design is not just for show. The 849 Testarossa gets active aerodynamics that change airflow and downforce depending on speed and driving mode. There is a new front splitter, an adaptive rear diffuser, and a lightweight aluminium and carbon-fibre chassis. The side intakes also help cool the engine while keeping the classic Ferrari shape clean and sharp.<h2>Ferrari 849 Testarossa: Interior</h2>
 <img src="https://images.autox.com/uploads/2025/09/Ferrari-849-Testarossa-Interior-1757488748152.webp" alt="Ferrari 849 Testarossa Interior.jpg" style="width: 100%; height: auto;">Ferrari has given it a modern cabin with a curved 16-inch display as the main instrument screen. There is also a separate screen for the passenger. Most of the key controls are placed on the steering wheel, including ignition and drive mode selection. The metal-finished gear selector on the centre console is a nice touch and clearly takes inspiration from Ferrari’s old gated shifters.<h2>Ferrari 849 Testarossa: Engine</h2>The Ferrari 849 Testarossa uses a mid-mounted 4.0-litre twin-turbo V8 engine paired with three electric motors, delivering a combined output of 1,036bhp. It comes with an eight-speed dual-clutch automatic gearbox. Ferrari says the car can do 0 to 100km/h in 2.3 seconds and go past 330km/h. That is proper supercar performance. It also gets updated software to manage traction and torque, so all that power stays usable and controlled.
 
 <img src="https://images.autox.com/uploads/2025/09/Ferrari-849-Testarossa-1757488743770.webp" alt="Ferrari 849 Testarossa.jpg" style="width: 100%; height: auto;">The Ferrari 849 Testarossa also gets carbon-ceramic brakes, magnetorheological dampers and an electronic differential as standard. Buyers can spec it with different wheels, paint options, carbon-fibre exterior parts and custom upholstery.

Ferrari 849 Testarossa Launched in India at Rs 10.03 crore

Ferrari 849 Testarossa packs a 4.0-litre twin-turbo V8 with three electric motors, 1,036bhp, 0-100km/h in 2.3 seconds and over 330km/h top speed.

Ferrari has unveiled the Amalfi Spider, a new open-top grand tourer that replaces the Roma Spider in its line-up. Under the long bonnet sits a front-mid-mounted 3.9-litre twin-turbocharged V8 that produces 631bhp and 760Nm of torque. Power goes to the rear wheels through an eight-speed dual-clutch transmission, keeping the traditional Ferrari front-engine GT layout intact. Ferrari claims the Amalfi Spider can accelerate from 0–100km/h in 3.3 seconds and reach a top speed of 320km/h. On paper, the numbers match the coupe version, but the Spider adds something the hard-top simply cannot, the ability to enjoy that V8 soundtrack with the roof down on an open road.Also Read:&nbsp;<a href="https://www.autox.com/news/car-news/ferrari-amalfi-india-price-revealed-heres-how-much-youll-pay-once-its-launched-122874/">Ferrari Amalfi India Price Revealed; Here's How Much You'll Pay Once It's Launched</a><h2>Ferrari Amalfi Spider: Design</h2>Ferrari has kept the design clean and understated, which suits the car’s grand touring character. The bodywork avoids large vents or dramatic wings, giving the Amalfi Spider a smooth and balanced silhouette. The five-layer fabric soft top is one of the highlights here. It can open or close in just 13.5 seconds at speeds of up to 60km/h. When folded away, the roof takes up only 220mm of space, meaning luggage capacity remains usable for longer drives. Ferrari has also introduced new paint options such as Rosso Tramonto, which carries subtle orange tones, along with Verde Costiera.
 
 <img src="https://images.autox.com/uploads/2026/03/2027-Ferrari-Amalfi-Spider-Rear-1773393131764.webp" alt="2027 Ferrari Amalfi Spider Rear.png" style="width: 100%; height: auto;">Aerodynamics still play a big role in how the Amalfi Spider performs. The car features an active rear spoiler with three positions that adjust automatically depending on speed and driving conditions. This helps manage downforce and drag without adding unnecessary visual elements. Ferrari has also equipped the car with a brake-by-wire system and the latest generation of Side Slip Control. To keep the structure stiff, engineers reinforced the sills and floor sections, ensuring the convertible remains close to the coupe in terms of chassis rigidity.<h2>Amalfi Spider: Interior</h2>The Amalfi Spider follows Ferrari’s modern dual-cockpit layout, clearly separating the driver and passenger areas. The driver faces a 15.6-inch digital instrument cluster, while a 10.25-inch central touchscreen handles infotainment and climate functions. Ferrari has also placed an 8.8-inch display in front of the passenger that can show performance data such as engine revs and speed. The seats come with 18-way power adjustment, and buyers can opt for a neck-warming function that makes open-top driving more comfortable in cooler weather.<img src="https://images.autox.com/uploads/2026/03/2027-Ferrari-Amalfi-Spider-Interior-1773393181970.webp" alt="2027 Ferrari Amalfi Spider Interior.png" style="width: 100%; height: auto;"><a href="https://www.autox.com/new-cars/ferrari/">Ferrari </a>has also returned to physical buttons. There is an integrated wind deflector designed to reduce air turbulence inside the cabin when the roof is down. The rear area remains a 2+ layout, which works best for small items or extra luggage. Standard equipment includes Matrix LED headlights along with driver assistance features such as adaptive cruise control and autonomous emergency braking. Production of the Amalfi Spider will begin soon, with the first deliveries expected in early 2027.

Ferrari Amalfi Spider Breaks Cover as 631bhp Open-Top GT

Ferrari Amalfi Spider debuts with clean GT design, minimalist bodywork and a 5 layer soft top that opens in 13.5 seconds, blending open air driving with classic Ferrari styling.

Ferrari has officially pulled the covers off its 2026 Ferrari 499P Hypercar livery at the Museo Enzo Ferrari in Modena, and the most striking update is the finish. The Italian marque has dropped the traditional matte paint in favour of a high-gloss Rosso Scuderia finish that looks as though it was lifted straight from the current Formula 1 playbook. This aesthetic shift aligns the endurance racer visually with the Scuderia Ferrari HP SF-26, strengthening the connection between the Maranello F1 and WEC programmes. Giallo Modena remains the secondary colour, tracing the bodywork and circling the cockpit like a highlighter pen, giving the 2026 WEC challenger a vibrant and refreshed track presence.Also Read:&nbsp;<a href="https://www.autox.com/news/car-news/ferrari-luce-ev-interior-revealed-with-retro-design-and-physical-buttons-122875/">Ferrari Luce EV Interior Revealed with Retro Design and Physical Buttons</a>Designers at Centro Stile Ferrari have also subtly tweaked the yellow diagonal lines running over the engine cover and sidepods. The arrow graphic, a staple since the car's 2023 debut, now points towards the rear wing rather than forward, shifting the visual balance and drawing the eye toward the cockpit. This revised livery carries World Championship laurels following Ferrari’s 2025 season success. These symbols are positioned on the front fenders of both factory cars beneath the Prancing Horse shield, while the number 51 car features additional driver title laurels on the door fins to mark its status as the defending champion.
 
 <img src="https://images.autox.com/uploads/2026/02/2026-WEC-Ferrari-499P-Hypercar-Side-1772083241402.webp" alt="2026 WEC Ferrari 499P Hypercar Side.png" style="width: 100%; height: auto;">Underneath the new bodywork, Ferrari is opting for mechanical stability. No performance jokers will be deployed this season, meaning the team continues to refine the existing 499P platform. The hybrid powertrain remains a mid-rear 3.0-litre twin-turbo V6 acting as a load-bearing element, coupled with an energy recovery system (ERS) on the front axle for four-wheel drive.
 
 <img src="https://images.autox.com/uploads/2026/02/2026-WEC-Ferrari-499P-Hypercar-Front-1772083351361.webp" alt="2026 WEC Ferrari 499P Hypercar Front.png" style="width: 100%; height: auto;">Following winter simulator sessions and data correlation at a new wind tunnel in the United States, the team has implemented minor underbody aerodynamic tweaks rather than a total overhaul, ensuring the car remains a frontrunner in the Hypercar class.<h2>WEC 2026: Ferrari Hypercar Driver Line-up</h2>The driver line-ups remain unchanged for a fourth consecutive year, providing the team with unmatched consistency. Antonio Fuoco, Miguel Molina, and Nicklas Nielsen return in the number 50 car, while the defending champions Alessandro Pier Guidi, James Calado, and Antonio Giovinazzi continue in the number 51 entry.
 
 <img src="https://images.autox.com/uploads/2026/02/2026-WEC-Ferrari-499P-Hypercar-Drivers-1772083245629.webp" alt="2026 WEC Ferrari 499P Hypercar Drivers.png" style="width: 100%; height: auto;">The 2026 FIA World Endurance Championship is set to begin on 28 March with the Qatar 1812km at Lusail. Seeing that glossy red paint under the circuit floodlights will undoubtedly be a highlight of the season opener, as Ferrari looks to cement its legacy in the Hypercar era.

New Ferrari 499P Hypercar Gets F1-Inspired Gloss Livery for 2026 WEC

The 2026 Ferrari 499P Hypercar features a new gloss Rosso Scuderia livery with Giallo Modena accents and championship laurels, marking its updated look for the WEC season.

The prices for <a href="https://www.autox.com/new-cars/ferrari/">Ferrari’s </a>flagship 849 Testarossa are&nbsp;out ahead of its launch in India in March 2026. The standard 849&nbsp;Testarossa Coupe is priced at Rs 10.37 crore, while the open-top Spider commands&nbsp;a higher price of Rs 11.26 crore. These prices are ex-showroom, before any options. Deliveries are slated to commence shortly after the launch. In addition to the range-topping&nbsp;849&nbsp;Testarossa, Ferrari has announced prices for the Roma successor, the Amalfi, in India. The V8 grand tourer will go on sale around mid-2026 for Rs 5.59 crore (ex-showroom, before options). Here's a closer look at the key details of&nbsp;Ferrari’s flagship 849 Testarossa.<img src="https://images.autox.com/uploads/2025/09/Ferrari-849-Testarossa-REAR-1757488877947.webp" alt="Ferrari 849 Testarossa REAR.jpg" style="width: 100%; height: auto;">
 <h2>Ferrari 849 Testarossa: Engine</h2>The 849 Testarossa runs on a thoroughly reworked 4.0-litre twin-turbo V8 and three electric motors (two on the front axle and one at the rear axle positioned between the engine&nbsp;and the 8-speed dual-clutch transmission). The engine alone churns out a maximum power output of 819bhp. However, the addition of three electric motors boosts that output to a whopping 1,036bhp.Also Read:&nbsp;<a href="https://www.autox.com/news/car-news/ferrari-amalfi-india-price-revealed-heres-how-much-youll-pay-once-its-launched-122874/">Ferrari Amalfi India Price Revealed; Here's How Much You'll Pay Once It's Launched</a>The&nbsp;0–100km/h acceleration time is 2.3 seconds, while the top speed stands at 330km/h. The car&nbsp;boasts a pure electric range of up to 25 kilometres.&nbsp;<h2>Ferrari 849 Testarossa: Exterior and Interior</h2>The 849 Testarossa’s front is dominated by slender, L-shaped LED headlights linked by a robust black trim strip,&nbsp;while the side has oversized alloy wheels and a blacked-out roof and A-pillars. There are two sculpted buttresses at the rear that slice the tail, complemented by a full-width LED light bar and dual exhausts.<img src="https://images.autox.com/uploads/2026/02/Ferrari-849-Testarossa-Interior-1770706306902.webp" alt="Ferrari 849 Testarossa Interior.jpg" style="width: 100%; height: auto;">
 As for the interior, the cabin layout is driver-focused. A 16-inch curved digital instrument cluster provides&nbsp;all-important driving information&nbsp;in place of a central infotainment screen. Meanwhile,&nbsp;a sleek 9-inch display offers performance metrics for the passenger.&nbsp;The gear selector is&nbsp;styled as a miniature aluminum gate&nbsp;reminiscent of classic gated manuals&nbsp;but operating with modern electronic precision.

Ferrari 849 Testarossa Price in India Starts at Rs 10.37 Crore

The Ferrari 849 Testarossa will also be offered in an open-top avatar called the Spider, priced at Rs 11.26 crore, before options (ex-showroom). 

The Ferrari Amalfi has been priced at Rs 5.59 crore&nbsp;(ex-showroom) in India, before options.&nbsp;Bookings are now open across Ferrari dealerships,&nbsp;though the official India launch is expected around mid-2026. Deliveries, however,&nbsp;are unlikely to begin before 2027. The Amalfi has already made its&nbsp;global debut and is the successor to the much-loved <a href="https://www.autox.com/new-cars/ferrari/roma/">Ferrari Roma</a>,&nbsp;which was launched in India in coupe form in July 2021 at Rs&nbsp;3.76 crore. Here’s everything you need to know about Ferrari’s latest sports car.
 <div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2026/02/Ferrari-Amalfi-Rear-1770699100087.webp" alt="Ferrari Amalfi Rear.jpg" style="width: 100%; height: auto;">
 </div>
 <h2>Ferrari Amalfi: Engine</h2>The Amalfi is powered by an evolved version of Ferrari’s acclaimed 3.9-litre twin-turbo V8, producing 631bhp, an increase of 19.7bhp over its predecessor. It comes mated to Ferrari’s eight-speed dual-clutch automatic transmission, and sprints from 0 to 100km/h in just 3.3 seconds and has a top speed of 320km/h.<h2>Ferrari Amalfi: Exterior and Interior&nbsp;</h2>The Amalfi sticks to classic Ferrari grand tourer proportions with its long hood and front-mid-engine layout, but the overall styling&nbsp;appears more modern. Key highlights include a sharper shark-nose fascia, slender, low-mounted LED headlights joined by a contrasting black element, distinctive LED taillights, a diffuser, and quad exhaust tips.Also Read:&nbsp;<a href="https://www.autox.com/reviews/car-reviews/ferrari-roma-spider-review-going-topless-117441/">Ferrari Roma Spider Review: Going Topless!</a>The biggest transformation on the Amalfi lies within its cabin. <a href="https://www.autox.com/new-cars/ferrari/">Ferrari</a> has reintroduced physical switches on the steering wheel,&nbsp;and a cleaner, more intuitive dashboard. That said, the 2+2 seating layout remains the same.
 <div style="width: 100%; height: auto;" class="post-image">
 <img src="https://images.autox.com/uploads/2026/02/Ferrari-Amalfi-Interior-1770699086733.webp" alt="Ferrari Amalfi Interior.jpg" style="width: 100%; height: auto;">
 </div>
 Other elements include a three-screen configuration, comprising a fully digital instrument cluster for the driver, a 10.25-inch horizontally oriented central infotainment display running Ferrari’s new software, and a dedicated passenger screen.

Ferrari Amalfi India Price Revealed; Here's How Much You'll Pay Once It's Launched

The Ferrari Amalfi will compete against models such as the Aston Martin Vantage (priced at around Rs 4.29 crore) and the McLaren 750S (priced at Rs 5.91 crore).

Ferrari has revealed the Luce EV interior ahead of the car’s full debut, giving a first look at how its first electric model will feel from the driver’s seat. The cabin shows a clear shift to battery power, but the layout keeps the focus on physical controls and direct input. Ferrari is rolling out the Luce in phases, starting with the interior before showing the exterior and full specifications. This early look confirms that the brand is not moving to a screen-heavy setup. Instead, the dashboard, steering wheel and centre console stick to buttons, dials and switches that can be used without scrolling through menus. The Ferrari Luce EV interior sets the direction for how the brand plans to blend its usual driver-first layout with an electric powertrain as it enters a new phase.Also Read:&nbsp;<a href="https://www.autox.com/news/car-news/ferrari-debuts-new-e-vortex-test-track-for-electric-cars-121928/">Ferrari Debuts New e-Vortex Test Track for Electric Cars</a>The first thing that stands out is the number of real buttons. Ferrari has kept key functions on switches and rotary dials instead of shifting everything to a touchscreen. The steering wheel and dashboard carry most of the controls you need while driving, so you can make changes without taking your eyes off the road.<img src="https://images.autox.com/uploads/2026/02/Ferrari-Luce-EV-Instrument-Cluster-1770697995171.webp" alt="Ferrari Luce EV Instrument Cluster.png" style="width: 100%; height: auto;">The steering wheel includes controls for indicators, wipers and drive settings, along with the manettino dial and other powertrain functions. A digital instrument cluster sits ahead of the driver and shows speed, range and vehicle data. The layout keeps all essential information within direct view.
 
 <img src="https://images.autox.com/uploads/2026/02/Ferrari-Luce-EV-Central-info-System-1770698121947.webp" alt="Ferrari Luce EV Central info System.png" style="width: 100%; height: auto;">A central screen sits in the dashboard and works with the physical controls rather than replacing them. Navigation, media and vehicle settings run through the display, while a row of toggle switches below it handles core functions. The setup mixes digital displays with direct controls.<img src="https://images.autox.com/uploads/2026/02/Ferrari-Luce-EV-Drive-Selector-1770697991225.webp" alt="Ferrari Luce EV Drive Selector.png" style="width: 100%; height: auto;">The centre console uses a floating design with a glass drive selector and a slot for the key. You place the key into the dock before starting the car.<a href="https://www.autox.com/new-cars/ferrari/"> Ferrari</a> developed the Luce interior with LoveFrom and will reveal the exterior and full details of the model at a later stage.

Ferrari Luce EV Interior Revealed with Retro Design and Physical Buttons

Ferrari Luce EV interior brings retro design with physical buttons, rotary dials, toggle switches, glass selector and a driver-focused layout for the brand’s first electric car.

Day two of the Formula 1 Barcelona shakedown finally brought some action, with Ferrari rolling out its car despite wet conditions at the Circuit de Barcelona-Catalunya. While rain kept most teams inside the garage, Ferrari and Red Bull were the only ones ready to take the risk. McLaren decided to sit this one out, choosing to delay its first run until Wednesday when conditions are expected to improve. With the track staying damp for long periods, the day was always going to be about gathering data rather than pushing hard.Also Read:&nbsp;<a href="https://www.autox.com/motorsport-news/f1-isack-hadjar-crashes-red-bull-rb22-on-day-2-at-barcelona-shakedown-122785/">F1: Isack Hadjar Crashes Red Bull RB22 on Day 2 at Barcelona Shakedown</a>Ferrari sent the SF-26 out early as the pit lane opened, ticking off its first official running in Barcelona. Charles Leclerc handled the morning duties, easing through installation checks on a slippery surface. Lewis Hamilton then climbed in during the afternoon as the team continued working through its planned programme using wet and intermediate tyres. By the end of the day, Ferrari logged 121 laps, adding up to around 550 km on track.
 
 
 
 <img src="https://images.autox.com/uploads/2026/01/Charles-Leclerc-in-his-2026-F1-Ferrari-SF026-(1)-1769585588468.webp" alt="Charles Leclerc in his 2026 F1 Ferrari SF026 (1).png" style="width: 100%; height: auto;">Red Bull also committed to a full day, starting with Max Verstappen in the morning. The four-time world champion briefly brought out a red flag after running wide into the gravel on his out lap, though the RB22 returned without any damage. The team later handed the car over to Isack Hadjar as conditions remained far from ideal.
 
 <img src="https://images.autox.com/uploads/2026/01/Max-Verstappen-in-his-2026-F1-Red-Bull-RB22-1769585783270.webp" alt="Max Verstappen in his 2026 F1 Red Bull RB22.png" style="width: 100%; height: auto;">The weather continued to control everything. Light rain kept returning, grip levels stayed low, and long runs were never really an option. That uncertainty played a big role in why teams like McLaren preferred to wait rather than risk mileage in changing conditions.The day ended on a rough note for Red Bull when Hadjar lost control in the wet and slid into the barriers at a fast section of the circuit. The impact caused rear-end damage and brought the session to a halt for the team. Ferrari, meanwhile, completed its planned running, while the rest of the paddock now looks ahead to better weather and a much busier few days in Barcelona.

F1: Ferrari Hits Track on Day 2 as McLaren Opts Out of Wet Barcelona Shakedown

Wet conditions shape Day 2 of the Barcelona F1 shakedown as Ferrari runs, Red Bull faces trouble, and McLaren stays in the garage.

Is a ‘regular’ Ferrari too tame for you? Do you normally get out of a 488 GTB yawning? If so, say hello to the Pista…

The car that you see here is the most powerful V8 in Ferrari’s history. And that’s saying something, considering that they’ve had their fair share of powerful V8s in the past. Arguably the first hypercar, the F40 of 1987 – the last Ferrari developed under the watch of Enzo Ferrari (or il Commendatore, as he was known), before his death in 1988 – had a 2.9 litre twin-turbo V8 that produced 478bhp. At the time, it was thought that cars would never get any faster. They thought wrong!

The 2003 360 Challenge Stradale had 420bhp, the 2007 F430 Scuderia: 500bhp, the 2013 458 Speciale: 600bhp, and now the 488 Pista – it’s 3.9-litre, twin-turbo V8 produces (wait for it) 711bhp and 770Nm of torque. That’s 50 horses and 10Nm more than the 488 GTB. Clearly, this is a car for those of you who normally get out of a 488 GTB yawning.

100km/h comes up in just 2.85 seconds – versus a ‘leisurely’ 3 seconds in the GTB! 200km/h comes up in a staggering 7.6 seconds. Needless to say, this car is nothing if it isn’t fast. Fitting, I suppose, since it does have the word ‘racetrack’ in its name. Pista means track in Italian in case you haven’t figured that out already.

<img alt="Ferrari 488 Pista Engine" src="/uploads/2018/06/Ferrari-488-pista-engine-photo-1.jpg" style="width: 642px; height: 336px;">

So, how did they do it?

Well, they started by shaving a full 90 kilograms off the GTB. 18kgs of that comes from the engine alone. Incredible amounts of inspiration have been taken from the 488 GTE and Ferrari Challenge race car – that’s the WEC (World Endurance Championship) racer and the Ferrari one-make series contender respectively.

Let’s start with the body. At the front, there’s a carbon fibre bonnet and bumper. It also has a lithium battery, like the GTE race car. You get the option of a set of carbon fibre rims. The level of detail is such, in fact, that there’s a special coating on the inside of the rims that was originally developed for the aerospace industry – in this case, it’s there to help dissipate the heat generated during braking.

At the rear, there’s a carbon fibre spoiler – a larger one than on the GTB – as well as a carbon fibre rear bumper and diffuser (another item swapped in from the GTE). In the engine bay, 50% of the components are new. Keep in mind that the 488 GTB motor has already won the International Engine of the Year award for the last two years running. This one, meanwhile, has recently claimed the 2018 crown.

<img alt="2018 Ferrari 488 Pista Rear Three Quarter" src="/uploads/2018/06/Ferrari-488-pista-rear-three-quarter.jpg" style="width: 642px; height: 336px;">

The air intakes for the engine have been moved from the flanks on either side of the car to the rear spoiler area, where the intake is directly connected to the plenums. The entire intake is more compact, thanks to a reduced plenum volume and shortened runner length. The con-rods are now titanium – like the race car – and the flywheel and crank have been lightened too. Not only does this mean lower weight and more power, but faster revs too. And boy are the revs fast!

The exhaust manifold is made of Inconel pipes, as opposed to cast iron in the GTB – another component swiped from the race car parts bin. Of course, this means that it’s lighter and unlocks more power, but it also means that it helps with the exhaust note. As one of the Ferrari engineers said, “we always want our engines to make a ‘sound,’ not a ‘noise.”

Turbo lag – what’s that?

The only sense that you get that this is a turbocharged engine is because you hear the turbos spooling up every now and then. Other than that, Ferrari’s variable torque management system ensures that this motor feels entirely like a naturally aspirated engine. That means you get continuously increasing acceleration in every gear. You reach max torque at 3,000rpm in top gear. You reach max power – i.e. all 711bhp worth – at the absolute redline of 8,000rpm. As a result, the power is constant – not to mention instant. And it just doesn’t taper off until you reach the redline. The revs build so unbelievably fast that I actually hit the redline while lapping the Ferrari test track at Fiorano – but more on that later. Suffice to say, you really do have to recalibrate your brain to keep up with the ferocity of this motor.

The only thing that can match the motor, fortunately, is the transmission. This dual-clutch 7-speed feels like the best gearbox ever made – plain and simple! It’s so responsive that it feels telepathic. You merely think about a gear change, and it’s there. And I absolutely love the massive paddles that are fixed to the steering column. It’s useful that they’re so accessible, because you find yourself using them a lot more than you would imagine. For the simple reason that, under hard acceleration, the motor revs so quickly that you’re constantly flicking the right paddle. While, under deceleration, it stops with even more urgency – so you find yourself hurriedly banging down the gears under heavy braking.

<img alt="Ferrari 488 Pista Rear Dynamic" src="/uploads/2018/06/Ferrari-488-pista-rear-dynamic.jpg" style="width: 642px; height: 336px;">

Stops as well as it goes 

The brake booster has been borrowed – yup, you guessed it – from the 488 GTE racer. As a result of which, the brake pedal has quite limited travel and is very firm. But somehow, it’s progressive at the same time. And the levels of grip are so intense that it’s only really under hard braking that you get some sense of the sheer adhesion provided by the Michelin Pilot Sport Cup 2 tyres. Michelin spent two years developing these tyres with Ferrari. They’ve got massive tread block on the shoulders – making them look almost like semi-slicks. But Michelin insists that wet grip isn’t hampered, since they’ve also developed a brand-new compound for this tyre that ensures not only more grip but also most stability – better enabling the tyre to evacuate water when needed.

Well, we were about to put that theory to the test. After spending a couple of hours pootling through the small towns and villages around Maranello, not to mention racing through the switchbacks in the hills around the Ferrari factory, it was finally time to put the Pista where it belongs – on the track!

<img alt="Ferrari 488 Pista Dynamic Low Angle" src="/uploads/2018/06/Ferrari-488-pista-dynamic-low-angle.jpg" style="width: 642px; height: 336px;">

Wait, what about the aerodynamics?

We can’t get to what the Pista actually feels like on the track without mentioning the level of work that’s gone into the aero development. Just like tyres, this too is a black art – not only do you have to ensure extra downforce, but you also have to eliminate the additional drag that it generates in order to maintain overall aerodynamic efficiency. In addition to that, you also have to ensure good thermal management – for which airflow can play a vital role.

To start with, the defining feature of the Pista is its rather conspicuous S-duct in the front of the car. This is a Formula 1-derived, Ferrari patented technology that’s being used on a road car for the first time. Essentially, there’s a small front wing that creates a low-pressure area at the front of the car. This accelerates the air into a duct that then directs it to the top of the bonnet and over the front of the car – generating additional front downforce, with no penalty in terms of drag.

There are also two massive radiator openings on the front of the car. The radiators themselves are raked rearwards like they are in the 488 GTE race car – rather than placed front facing, as they are on the 488 GTB. This not only improves cooling efficiency by 10%, but also leads to power gains because the hot air from the radiators no longer interferes with the intercooler intakes on the flanks. In fact, believe it or not, 20% of the 50 horsepower increase comes from better thermal management.

At the back, the massive diffuser has three active flaps that stall the diffuser when the additional downforce isn’t needed – thereby limiting drag. At speeds of around 120km/h, or under load, the flaps activate the diffuser and create additional rear downforce.

But, how does this all work in practice?

<img alt="Ferrari 488 Pista at BIC" src="/uploads/2018/06/Ferrari-488-pista-fiorano-test-track-review.jpg" style="width: 642px; height: 336px;">

Finally, the track 

We were to start with two laps around the circuit with Raffaele De Simone behind the wheel – Ferrari’s very unassuming official test driver. Now, I’ve been in plenty of fast cars with a lot of very quick drivers, but this was another level of intense. As Rafa hit the gas, it was as though my heart attempted to escape from my ribcage. Even though I had experienced it on the road, on the track, initially, everything takes you by surprise – the acceleration, the braking, and especially the lateral grip.&nbsp;&nbsp;&nbsp;

Rafa then attempted to demonstrate Ferrari’s latest party trick – Ferrari Dynamic Enhancer or FDE, as it’s called. With the Manettino set to CT-Off, FDE kicks in to make you look like a hero. Instead of behaving like a traditional electronic stability system that engages the minute it detects slip – either by cutting power, or by activating the brake, or both – and thereby slowing you down, FDE engages sooner and more progressively, allowing you to perform a heroic powerslide at the exit of corners without letting you know that it’s cut in at all. It’s almost like it modulates the throttle for you – enabling you to be as quick as possible while exiting corners. Of course, if your inputs are especially ham-fisted or abrupt, it’ll cut in just as abruptly to ensure that you don’t overcook it.&nbsp;

<img alt="Ferrari 488 Pista Track Test" src="/uploads/2018/06/Ferrari-488-pista-track-test-wet.jpg" style="width: 642px; height: 336px;">

But, what about in the wet?

Right, Rafa’s impressive demo over – it was finally my turn! Except, nature was lying in wait too. As we got out of the car, it was as though the clouds had really sprung into action. Rafa – suddenly in a very Zen-like state – put his hand out, and after a few meditative moments declared that we had no more than ten minutes before the rain came. As it turned out, he was bang on the money. The downpour began, literally, as I strapped myself into the driver’s seat.

So, with a big gulp, and with the wipers on their fastest setting, I headed out – full of trepidation – with the Michelin engineer’s words ringing in my ears. I was hoping against hope that he was right, and that wet grip wasn’t compromised. By the time I completed my sighting lap, it was as though we were in the middle of a tropical storm – I kid you not!

The first half of the circuit wasn’t too wet fortunately. Nevertheless, I stayed off the kerbs and the white lines, which tend to be the most slippery in the rain. Slowly, I built up my confidence – until I got to the second half of the lap that is. I missed the apex at the hairpin, and, as I tried to power out, found myself aquaplaning in a straight line – the track was now literally under water. As I got back onto the main straight and attempted to put the power down, the Michelins – new compound and all – were utterly helpless.

The back end snapped. I gave it a full dose of opposite lock in the hope of straightening it out again. As I waited for the back end to come swinging back the right way, I was preparing to catch it from becoming a proper tank slapper, when the electronics kicked in and simply straightened out the car like nothing had ever happened. Needless to say, I was amazed and relieved in equal measure. The next lap too, I was struggling to put the power down in a straight line. Eventually, I thought better of it and called it quits – hoping that the rain would let up sooner rather than later.

<img alt="Ferrari 488 Pista Maranello Test Track" src="/uploads/2018/06/Ferrari-488-pista-maranello-test-track.jpg" style="width: 642px; height: 336px;">

Sun shines again&nbsp;&nbsp;&nbsp; 

Fortunately, it did. And I did get my two laps in the dry. And what a set of laps they were. Of course, after my previous outing, there was still a bit of trepidation. So, I was cautious. But not so much that I couldn’t revel in the speed, grip and composure of this incredible machine.

One of Ferrari’s aims was to make this car approachable at the limit – make it easy to drive and fun to push to its extremes. Well, I can safely say that they’ve achieved this objective. Speed is a simply a non-issue in this machine. It’s just there – anytime you want it. But what’s also there is a predictability and composure that very few machines possess at the limit.

This really does feel like a special edition, like a race car for the road. But it’s refined and usable at the same. Sure, they’ve even removed the glovebox to save weight, and they’ve put in washboard-hard seats and four-point harnesses to hold you in place on the tack, but, at the same time, it’s very enjoyable on the road as well.

If I’ve complained, in the past, that modern supercars have become too clinical, I take it all back. Sure, this is clinical, but it’s just so fast that it’s worth it. Plus, it doesn’t isolate you and do everything for you. It works with you, it flatters you. More importantly, it allows you to play with it – and to approach its limits without hesitation. It truly is the forbidden fruit. Once you’ve tasted it, there’s simply no going back.

Frankly, I can’t imagine how a car could be better engineered than this. Is this the best car I’ve ever driven? At the risk of making that claim because the adrenalin is still gushing through my veins, I would have to say so.

There’s nothing more to say, then, is there? Except that it’ll be priced at 4.91 crores when it’s launched in November this year. So, you better start saving… or plotting, or whatever it is that you need to do to own one, because this could well be the pinnacle of the motor car as we know it!

https://www.youtube.com/watch?v=mwXl4FD2HRE

[tabs]

[tab title="2018 Ferrari 488 Pista"]

Engine:&nbsp;3,902cc / 32-valves / V8 / twin-turbo

Fuel: Petrol

Transmission:&nbsp;7-speed dual-clutch / Rear-wheel drive

Power: 711bhp @ 8,000rpm

Torque: 770Nm @ 3,000rpm

Acceleration: 0-100km/h – 2.85 seconds

Price:&nbsp;Rs 4.91 crore (ex-showroom

X-factor:&nbsp;The latest in a long line of very special V8 Ferraris. The ultimate race car for the road in the world at present.

<table cellpadding="1" cellspacing="1">
 <tbody>
 <tr>
 <td>Pros &nbsp;&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp; 
 • Sensational performance 
 • Incredibly engineered 
 • Extremely refined</td>
 <td>Cons 
 • Will only be experienced by a select few 
 &nbsp;</td>
 </tr>
 </tbody>
</table>

[/tab]

[/tabs]

Ferrari 488 Pista Review, First Drive

It's fast, loud, soulful, and yet isn't too clinical. Yes, the Ferrari 488 Pista is one of the fastest V8's in the world, and so it definitely brings out the driver inside you and screams to triple-digit speeds without hesitation. Full review here.

Jared undergoes a life-altering experience as he pilots a Ferrari 488 GTB around the legendary Daytona International Speedway.

I remember the first time I drove a car. I must have been around 12 years old, and I really didn’t care what it was as long as I could get behind the wheel of anything. The excitement of just being in the driver’s seat overshadowed everything else, and I couldn’t care less if it was a tiny hatchback, a minivan or a busted old Gypsy. That kind of passion for driving is what I miss sometimes.

My passion for motorcycles surpassed my love for cars when I first started working at autoX, as the adrenaline rush that I got from riding some of the fastest litre-class sports bikes and hard-core adventure bikes soon took over. It’s no secret that we test some of the best cars on the planet at our home track, the Buddh International Circuit, but after experiencing the acceleration of a BMW S1000RR or a Kawasaki Ninja ZX10R, driving sports cars – even if they were really fast – just wasn’t as exhilarating an experience anymore. But, then, along came Ferrari!

<img alt="Ferrari 488 GTB Daytona motion" class="alignleft size-full wp-image-90221" height="336" src="/uploads/2017/01/Ferrari-488-GTB-Daytona-motion.jpg" width="642" />

I was invited to witness the Finali Mondiali, which was the final round of the legendary Italian carmaker’s glamorous one-make championship. The final races were being held at the Daytona International Speedway, and, of course, I accepted their invitation and headed over to Florida. It was an action packed weekend that ended on a brilliant high, but what happened on the final night was life changing.

A group of international automotive journalists and myself had the Daytona circuit all to ourselves, and we set the track on fire with the latest Ferrari masterpiece – the 488 GTB. The 488 is a big deal for Ferrari because it marks a change of philosophy for the company’s mid-engined supercar. Gone is the naturally aspirated 4.5-litre V8 and in its place is a downsized, direct-injection 3,902cc twin-turbocharged flat-plane-crank V8.

It doesn’t matter how much I love motorcycles, but there’s always a great sense of excitement when I get behind the wheel of a Ferrari. I have driven a few before, but never on a racetrack – and I was about to find out just how incredible an experience it really is.

<img alt="Ferrari 488 GTB Daytona wheel steering" class="alignleft size-full wp-image-90219" height="336" src="/uploads/2017/01/Ferrari-488-GTB-Daytona-wheel-steering.jpg" width="642" />

The 488 engine is a masterpiece – the performance is simply out of this world. What the engine lacks in character compared with the outgoing V8 it makes up for with outrageous performance and phenomenal drivability. No matter what gear you’re in, or what speed you’re travelling at, under no circumstances does the 488 GTB make you wait even a nanosecond when you call on the 661bhp and 760Nm of torque. With the seven-speed dual-clutch box, gear changes are also technologically astounding and instant.

Then, the chassis of the car is sublime – beautiful balance, huge grip, incredibly forgiving and miraculously comfortable in terms of ride quality. The handling is also on point of course, and the suspension brilliant. But I won’t go into much detail about the driving dynamics of the car, because we have already reviewed it extensively – and this is more about experiencing a brutally fast Ferrari on a legendary racetrack. The same track that Ferrari achieved their picture-perfect 1-2-3 finish in the 1967 Daytona 24-hour race.

<img alt="Ferrari 488 GTB Daytona side profile" class="alignleft size-full wp-image-90217" src="/uploads/2017/01/Ferrari-488-GTB-Daytona-side-profile.jpg" style="width: 642px; height: 336px;" />

And that’s what really blew me away – the Daytona track itself. Because the track was setup to use about 80% of the oval, with the balance of the lap being setup in the infield, it was perhaps one of the most exciting racetracks that I’ve ever driven on. And, of course, the fact that I was driving a Ferrari at Daytona only made the experience even more surreal. The feeling you get when you pin the throttle on the 31-degree banking for extended periods of time is just indescribable. On the steep banking of the oval sections the track is angled at a sharp incline, which means that you can feel a great amount of G-forces on the body. And that was something that I’ve never felt before in my life. Looking through the windscreen it felt as if I had achieved flight. The best part was that there were no restrictions on how fast we could go, which only added to the experience and made it the best moment of my life ever on four-wheels.

In a world of McLarens, Lamborghinis and Porsches, I’ve always been more fascinated by Ferrari. And it’s not just me, because the Prancing Horse is perhaps the strongest brand in the world today. And, whatever you think about Ferrari’s move to turbocharging, after experiencing the 3.9-litre twin-turbo V8 myself, I can only say that Ferraris continue to get better with each passing generation. After all, the 488 GTB just reignited my passion for driving!

The 1967 24 Hours of Daytona

<img alt="Ferrari 488 GTB Daytona 1967" class="alignleft size-full wp-image-90215" src="/uploads/2017/01/Ferrari-488-GTB-Daytona-1967.jpg" style="width: 642px; height: 336px;" />

We all know that Scuderia Ferrari is the most successful racing team in the history of Formula 1. But what most of you don’t know is that sports car racing was as popular as F1 at its peak in the middle of the 20th century. The 1950’s saw epic battles between Ferrari and Jaguar, in the 1960’s it was Ferrari and Ford, and in the 70’s it was Ferrari and Porsche who waged war at racetracks around the world. 1966 saw the first of Ford’s three victories on the trot at the 24 Hours of Le Mans. It also saw Ford take a 1-2-3 finish at the 24 Hours of Daytona and 12 Hours of Sebring in the US. The ‘67 24 Hours of Daytona, however, was where Ferrari managed to get the better of Ford and secured its own 1-2-3 finish. The three teams that crossed the finish line for a photo-finish were Lorenzo Bandini and Chris Amon in the No. 23 Ferrari 330P4 that won the race, followed by Mike Parkes and Ludovico Scarfiottti in the No. 24 330P4 and Pedro Rodriguez and Jean Guichet in the No. 26 330P3 entered by Ferrari’s US importer (and former racer) Luigi Chinetti.

Ferrari 488 GTB at Daytona Speedway

One can only dream about driving a Ferrari 488 GTB with no preset limits. We head over to Daytona International Speedway with an adrenaline rush and a slight fear from this physics-defying machine.

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