The Ferrari World Finals event in Daytona this weekend saw the unveiling of the latest model to join the ranks of Ferrari’s international Challenge racing series.
The 488 Challenge is the sixth model to participate in the one-make series which, in 2017, marks its 25th anniversary.
The 488 Challenge is the first ever turbo-charged model to race and is the most powerful Challenge car ever, powered by the 3.9-litre V8 derived from the series production engine that took the overall 2016 International Engine of the Year Award.
As a result of revisions carried out to the car’s engine, aerodynamics and chassis, the 488 Challenge reaches new levels of performance, taking a second off the Fiorano lap time of the preceding 458 Challenge EVO for a new record of 1’15.5”.
Compared to the production 488 GTB V8, the Challenge’s powertrain features specific engine mapping, optimised for racing performance, and shorter gear ratios. The variable torque management has been modified to prompt the driver to shift up at the right moment during longitudinal acceleration. The F1 DCT transmission features a new racing shift strategy which enables the car to accelerate from a standstill to maximum revs in 4th gear in six seconds. Further improvements include a reduction in overall powertrain weight.
With regard to vehicle dynamics, Ferrari’s Slip Slip Control (SSC) software makes its first ever appearance on a Challenge car. The SSC is integrated in the vehicle electronic dynamic controls and is calibrated, along with the traction control and E-Diff3, to improve turn-in, cornering and acceleration out of corners.
To enable Challenge drivers to tailor the car’s handling to their particular driving style, the vehicle control functions, namely, traction and braking, are now governed independently owing to the adoption of three manettinos. One is dedicated just to braking, while the other two, set either side of the steering wheel, govern the traction control and electronic differential.
These two manettinos regulate the two phases of traction control, meaning they work independently on when and how the intervention activation occurs. The right-hand manettino (TC1) governs ‘when’, in other words the point of intervention under acceleration. The left-hand one (TC2) instead governs ‘how’, controlling the degree of intensity of torque reduction as it senses the rear wheels spin.
In such a race-oriented application, the combined action of the two regulations is said to provide better integration between the driver’s expectations and the vehicle’s response, especially when referred to the varying conditions met during racing. As a result the average acceleration out of a reference bend (Monza) is improved by 11.6%, owing to the better torque delivery controlled by the evolved traction control and differential.
Externally, the most noticeable design changes to the 488 Challenge compared to the production car regard the aerodynamics. To achieve the technical objective of increasing the car’s aero efficiency while respecting the design, the engineers say they worked closely with the Ferrari Styling Centre. The front radiator layout was reworked, inverting the rake so that they are now inclined towards the rear. This solution improves the air flow over the radiators in racing conditions whilst, at the same time, reducing drag. The new layout required new vents at the bottom of the bumper ahead of the wheels.
The front bumper itself has been completely redesigned with a more pronounced splitter and flicks to increase downforce and balance the rear load, for a 7% improvement in efficiency compared to the 458 Challenge EVO.
The front bonnet is all new with triple vents and integrated flaps to direct the hot airflow from the radiators rearwards. To increase stability at high speeds, the 488 Challenge features a bigger rear wing, with an air foil profile similar to that used on the 2016 FIA World Endurance Championship-winning 488 GTE, which alone increases efficiency by 9% compared to the 458 Challenge EVO.
The intakes on the rear flanks now take cooling air to the rear brakes, optimising downforce, while the engine air intakes are now positioned laterally under the rear spoiler, taking advantage of the high pressure generated in this area.