We are on the Ferrari stand, which as ever, is very busy at the 2018 Geneva Motorshow.
And I've had a chat to a lovely chap called Eduardo Rossi, who's told me all about the 488 Pista.
Now, I'm going to start with the exterior of the car and this extraordinary nose, which is really prominent.
And basically, it's an aerodynamic S-duct, which Ferrari were the first people to bring to F1 with the F2008 I think it was.
The idea being that it brings downforce to the front of the car, which they need to help balance the extra downforce they have on the rear of the car.
The 488 has 20% more downforce than the standard 488 GTB They've also changed the inclination of the radiators in that, so they now vent underneath the car.
That's something they picked up from the challenge car, the idea of that is that it cleans up the air flow and you get more efficient air flow as you come round to the side of the car.
You might remember on the standard 488 there was a slat there, because they had the intake to the engine and they had the Now, it's just the intercooler.
Because the engine's gone up in performance, they needed a bigger intercooler.
They needed about 25% bigger.
The intercooler's only 7% bigger.
So how does that work?
Well' it's because that airflow is now cleanly going into here, so it's more efficient, so they don't need such a big intercooler.
Where has the intake gone.
This is now where the intakes are.
So it's actually a shorter route into the engine here, thereby making it more efficient.
We've got a bigger, more aggressive rear wing in the back.
It actually looks shaped a little bit like the removable one from the 4TT but this is obviously static because that's the way Ferrari does things.
It still flames through here, there's a little lip just here sort of By the Ferrari prancing horse.
Which is just in there as you can see.
That apparently earns and helps with the upwash.
And helps increase the aerodynamics here.
We've also got the massive great diffuser down here.
Extending all the way out the edge.
Which is also Another thing from the challenge.
I think we should go and have a look at the engine because that's another thing far from this car.
So this is the 3.9 liter twin turbo heart They're saying it's going to be the most powerful engine V8 Ferrari ever, being at 710 brake horsepower, 8000 RPM, 568 pounds from 3000 RPM.
They do that amazing thing where they ramp up the torque so it feels more like a natural engine when you use it.
It's going to be pretty extraordinary, I'm sure you agree.
They're saying a lot of it is coming straight from the 488 Challenge You've got an in-canal exhaust manifold, we've got lightweight crankshaft, lightweight flywheel, we've got the pump climate intake [UNKNOWN], titanium con rods, all helping to lower the inertia inside the engine.
So it spin up more freely.
We also got [UNKNOWN] senses on the turbo charges, apparently, just to help make it so you can really get the best out of the engine.
So it talks to the ECU.
It's got 49 brake horse power more than the already pretty extraordinary 4H8DTB and I think a lot of the 4H8 it's going to hang on how this engine Engine feels and sounds to live up to that amazing natural-aspirating V-8 that was in the 458-Speciale.
So yes, a lot riding on its V-8 shoulders.
Anyways, let's go have a sit in the car and chat about some of the numbers that the car actually produces and some of the electronic aids that help this car get around the track faster than ever.
So, here we are inside the 488 [UNKNOWN].
And this is where you ought to be, in the driver's seat, talking about these seats.
They haven't actually changed quite a lot over the years.
They still look sculptural, but they're lovely things.
So I'm quite glad they haven't changed.
The big carbon fiber pedals which you'll recognize that this is still central rev counter here.
Now when you put the Manettino into race, they're saying that the 7-speed dual clutch gear box now has that Sort of punch you get on upshifts, so, sort of, it doesn't almost interrupt the torque that much.
So as the clutch goes in you get that jolt forward.
I'm not sure that's a brilliant thing.
I think Porsche actually got rid of that in some of their GT cars because it wasn't, customer's didn't like it.
Anyway, we'll see how Ferrari do it.
They do the best.
Gearbox is in business in my opinion so I'm sure they're get it right.
Turn it around to CT off.
We've now got iteration six and side-slip control which are actually the F1 track and they've also got something called FDE which is Ferrari Dynamic Enhancement which works with the brake calipers and it's all part of the side-step control, really.
The idea being that obviously They want to make 700 brake horsepower usable for as broad a range of customers as possible.
So they're saying that it won't intervene on the way into corners, it only helped mid-corner and then on the way out, just as you're getting back onto the throttle.
It should be brilliant because Ferrari has this amazing way of making their electronics seem Absolutely seamless.
You just don't notice them going on in the background, no matter how complicated they sound.
Numbers, well, nought to 62 miles an hour in 2.9 seconds, or I think they're saying 2.85 seconds, actually.
Nought to 124 miles an hour in 7.6 seconds.
That's basically exactly comparable with McLaurin [UNKNOWN] which is bomby fast.
So this whole [UNKNOWN] feel exactly the same.
This car weighs 90 kilo less overall.
So it's a dry weight of 1280 kilos.
Actually talking of light weight there's one extra thing that I want to show you that you can now spec on your 488 [UNKNOWN].
So let's go and have a look at those.
This is Ferrari's first ever carbon fiber wheel, and it weighs 40% less than the standard wheel on a 488 GTB.
So yes, turn it right around This is the new must have option I think on a [UNKNOWN]