At 8,000r/min, the twin-turbo V8 is punching 530kW of power from its 3.9l capacity, though it continues its strategy of not allowing access to all of its 770Nm of torque until seventh (top) gear.
It’s an evolution of an engine that won the overall International Engine of the Year award in 2016 and 2017, though Ferrari insists it has about 50% of its parts swapped out for lighter, faster or tougher ones, depending on the job at hand.
Moving the air intakes to the spoiler allowed Ferrari to fit the Pista with intercoolers that are 7% bigger, which also benefit from the laid-back radiators directing the hot air beneath the side intakes.
Air entering the air intakes is now up to 15°C cooler than on the stock 488 GTB.
There’s a jump of up to 10% in internal cylinder pressure and the lower-friction goals were met with diamond-like coating on parts like the piston pins.
It pulled 18kg of weight out by using titanium connecting rods, switching the exhaust manifold to hyper-expensive Inconel and making the crankshaft and flywheel lighter, slashing rotational inertia by 17%.
The mapping for the seven-speed, dual-clutch transmission is different too, reducing shift times by 30 milliseconds in its fastest modes, thanks largely to the engine’s improved inertia.
It runs on custom-developed Michelin Pilot Sport Cup 2 tyres, a 10% tauter suspension system and an upgraded skid-control system and monster brakes that cut a metre from its stopping distance from 200km/h.
That’s a lot of information, but what you want to know (whether you are fortunate enough to be able to afford one or not) is how it drives.
For that you will have to wait a few more weeks.