Ferrari F8 Tributo 2020 Review

They say good things come to those who wait, but it seems the opposite is true right now for prospective Ferrari buyers.

Ferrari’s electrification plans are materialising fast with the hybridised SF90, big engine enthusiasts remain appeased with the prodigious 812 Superfast and the grand tourer crowd will soon have another drawcard in the Roma GT’s imminent arrival.

The good times keep on rolling, so to speak. Sure, there’s still a lengthy wait ahead for the much-hyped Purosangue SUV but let’s let sleeping (high-riding) dogs lie for now…

Then, there’s the mid-engine Ferrari set: arguably the Prancing Horse’s most important proponent in terms of benchmark performance and poster appeal. Given the Ferrari 488 GTB first landed here in 2016 and is still at the top of its game in Australia, a successor originally wasn’t expected for a couple of years.

But enter the F8 Tributo – which has arrived way sooner than most pundits picked.

A spin-off of the 488 GTB, which itself was a spin-off of the legendary 458, the F8 Tributo is the latest mid-engined Italian screamer and has now arrived in Australia priced at $484,888 (plus on-road costs).

Ferrari has formally attributed the early arrival of the F8 Tributo to renewed competition from the McLaren 720 S. Reading between the lines, however, the F8 also presents as something of a stop-gap measure until the arrival of rumoured hybrid mid-engined supercar from Ferrari (the SF90 is after all a hypercar!).

That makes the 2020 Ferrari F8 Tributo significant for numerous reasons.

Under the F40-inspired louvered rear glass is a 3.9-litre twin-turbocharged V8 offering colossal 530kW and 770Nm outputs. The engine borrows roughly half the internals from the 488 GTB’s mill, yet is 18kg lighter and offers up an additional 38kW.

Other bits and pieces have been borrowed from the $645,000 Ferrari 488 Pista with which the F8 shares its outputs. The special track-focussed model donates stronger titanium alloy connecting rods, new crankshaft and a lightened flywheel to the F8.

While it was perusing its back catalogue, Ferrari also adapted the air intake system from the 488 Challenge Racer for the F8 Tributo too.

Performance times here are also colossal — even by Ferrari standards. The 0-100km/h sprint takes just 2.9sec, 0-200km/h in 7.8 and the F8 Tributo has a top speed of 340km/h. All this for a road car, mind.

But arguably the biggest changes come with the F8 Tributo’s sleek lines, which blend form and function with newfound proficiency.

It seems Ferrari’s designers and engineers were in on the same production meetings this time round; there are no garish wings, ugly splitters or bulbous guards. Indeed, every exterior piece plays to the car’s aesthetic appeal while also reinforcing its aero credentials.

Take the S-duct nose cone, which was an aero upgrade on the 488 Pista, the lay-down radiators up front or the rear air intakes moved down on the wider spoiler. All of these have practical applications but look good to boot.

The headlights conform to similar thinking, slimming down with LED technology to allow for bigger brake-cooling intakes and improved airflow through the front wheel-arches.

All told, the F8 Tributo is 40kg lighter than 488 at 1330kg. That makes the aluminium-based F8 only about 50kg heavier than the carbon-based 720S.

Elsewhere, the interior has been upgraded -- although it unashamedly retains the driver-focused cockpit feel.

The F8’s dash, door skins and transmission tunnel have all been redesigned and the infotainment system has had a much-needed upgrade in terms of usability. But let’s be honest, the internals still feel a little tired for this price point. Especially, so when viewed in the company of McLaren’s sleek new cockpits.

The F8’s passenger also scores a new 7.0-inch touch-screen of their own to play with, but we suspect that with so many of the F8 Tributo’s other decadent features, it will be an optional extra in Australia.

The $485k price tag is more of a starting figure in that regard.

What you do get gratis with the purchase price of the 2020 F8 Tributo is seven years’ servicing.

There are contrasting elements to Ferrari hosting the F8 Tributo’s national media launch at the Sydney Motorsport Park. On one hand, it’s probably one of the few places in the country legally capable of facilitating full-tilt blasts. On the other, it means we’ll have to reserve judgement on the F8 Tributo’s road-driving traits for another time.

Seems like a great excuse to grab the F8 another time in any event.

Push the starter button and the engine of the F8 Tributo initially yelps to life with the ‘look-at-me’ pretence of every other modern Ferrari. That is, to be loudest voice in the room.

It soon settles to a smooth, rich burble, offering more gruffness than the 488 thanks to sound synthesising but failing to match the banshee-like tones of the non-turbo V8 458.

No surprises there, really.

Pull the fixed column-mounted gear shifter, engage first, and amble out of pit lane. A quick glance over the cabin reveals lashings of carbon-fibre, digital displays and quality leather on low-slung seats – much of it optional, no doubt.

A string of coloured lights atop the steering wheel upper arch charts the car’s revs approaching redline and there are umpteen special touches, although some of the F8’s visual theatre is undermined by cheap-feeling air vents.

Then, you squeeze the accelerator pedal and get the full brunt of Maranello’s latest engineering feats.

Forget the small details, the F8 Tributo is fast! Like, readjust your senses fast!

The climb up the speedo dial is much more linear than most modern supercars (the McLaren 720S’ sledgehammer-like resolve instantly springs to mind), and largely devoid of traditional turbo lag.

And the trick to this spellbinding but reassuring delivery? Ferrari says, it’s a combination of transmission controls and the latest version of the company’s Side Slip Control electronics.

It translates to a smooth surge forward that properly materialises from 3250rpm (when peak torque is reached) and carries through to peak power at 7000rpm. Surprisingly, the F8 Tributo is right at home nearing its 8000rpm limiter, too; and unlike other turbocharged offerings, you can feel this one rev and don’t rely on a pre-emptive electronic cut-out to remind you it’s time to change gears.

With that hint of misguided subtlety comes confidence. The F8 Tributo’s digital speedo reads an indicated 265km/h down Eastern Creek’s main shoot and 200km/h on its back straight; only a BMW S1000RR superbike has been faster in this tester’s hands.

Then comes the next surprise: stability.

For all its pretty curves and angles, the F8 Tributo is tremendously composed under heavy braking. Huge 398mm front/360mm rear carbon-ceramic brakes wash off speed immensely and with excellent modulation. They’re fade-resistant too, even at the point of smouldering when we return the car back to the pits.

The same stability and composure transcends normal cornering loads. There’s enough of a shimmy through SMSP’s Turn 1 to appreciate the car’s immense mechanical grip, but not so much to erode confidence. Downforce is a key contributor, no doubt, as is the tuning of the key controls.

The Ferrari F8 Tributo’s steering blends mechanical feel with electronic accuracy superbly, telegraphing small imperfections without the wheel dancing around in your hands.

Similarly, the Michelin Pilot Sport Cup 2 rubber provides unwavering grip and the electronics again do their thing benignly before its time to experience that climb up the dial again.

When did supercars become so easy to drive fast? Aren’t they supposed to scare you out of your wits? The F8 Tributo can do that too; switching from Sport to Race mode loosens the electronic reins and reminds you that you’re not indestructible, nor possessed of an F1 driver’s skill levels, after all.

Ultimately, an end-for-end swap is averted with good ol’ mechanical feedback. Even in Race mode, the F8 Tributo is a car that tracks its progress so succinctly, you’d have to be hugely hamfisted to get it wrong.

It’s hard to think of a car in this modern age that feels as visceral and alive as the F8 Tributo while being so confidence inspiring.

The McLaren 720S is close. The British car provides a bigger rush under full-blat acceleration and offers more acute mechanical feedback via hydraulic steering, but the F8 feels a more rounded package to this tester’s mind.

Although the Ferrari F8 Tributo is officially here in Australia now, the biggest downside for prospective buyers is the wait to get their hands on one. Such is the demand for Ferrari’s new poster-child, placing an order today isn’t likely to get your Prancing Horse in the garage until early 2021.

As for the proposed hybrid replacement? We say take your time, Ferrari.

Obvious environmental concerns notwithstanding, we should bask in this non-electrified era while be still can.

How much does the 2020 Ferrari F8 Tributo cost?
Price: $484,888 (plus on-road costs)
Engine: 3.9-litre twin-turbo V8 petrol
Output: 530kW/770Nm
Transmission: Seven-speed dual-clutch
Fuel: 10.9L/100km (WLTP)
CO2: 292g/km (WLTP)
Safety Rating: Not tested