The entire drivetrain is about 15 kg heavier than before, but not only is the overall power to weight ratio much higher, the engine sits five mm lower than what was already a low car before. This helps handling by lowering the overall centre of gravity, but it also means that even slight inclines and road bumps can produce that sickly sound of exotic Italian aluminum scraping the ground.

“Manageable performance” was the key objective overall, proven at Fiorano and on the road.

Also helping handling is a next-generation version of the Side Slip Control System (SSC2) launched last year on the 458 Speciale, which now integrates the active MagneRide suspension control into its magical formula that allows the traction control (F1-Trac) and stability control systems to allow the 488 GTB driver extra servings of tail-out fun, especially with the steering wheel’s manettino set to Race or CT Off modes.

Race mode was my preferred choice on Fiorano, as the SSC2’s greatest trick is holding off on the intervention of traction and stability control systems when you provide a touch too much or too quick of a right foot, before minutely dialing it back just enough to continue your confidence-inspiring power slide.

And for the ultimate in lurid tail-out shenanigans, there is an even more extreme ESC Off setting, for those who’d really like to envision themselves in the annals of potential F1 drivers that never made it (even remotely) close.

What amazes most on the track is how quickly the 488 GTB’s new engine rushes up to redline. The massive thrust it generates means you’re still accelerating hard when you run into the rev limiter, which I inadvertently did a few times. So a close eye on the prominent tach or on the optional red lights emblazoned on the top of the steering wheel is helpful to keep pace with the fast-forwarded proceedings, because short low gears help provide a muscular, responsive feel to this engine that hides any turbo tendencies to peakiness.

Ferrari says you can reach redline in fourth from a standstill in just six seconds, and I can believe it. If in half that time you’re already at 100 km/h by working that seven-speed dual clutch paddle shift transmission and its launch control system, by six seconds you’d easily be close to if not beyond double that. In a time frame when many legitimately sporting cars are just reaching 100 km/h from rest.

Connect with Autos.ca