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R&T’s last drive of this car was in Italy, under ideal conditions, and Italy under ideal conditions demands a grain of salt, because even the traffic there seems romantic. In Kentucky and Tennessee, huddled discussions were held, no small amount of shock: What price composure? The Scud and Speciale were spazzed-out, naturally aspirated maniacs, animal cannons of compromise, and better for it. The Pista’s turbo V8 gives more power and a fat smack of torque at high rpm, but it’s quieter around town, less likely to get you arrested. Even at full bellow, when the exhaust bypass valves whack open—whaaa to WHAAA—it seems too calculated. As if some engineer had purposely made the car calm, then been ordered to espresso it up.
Not that it isn’t worth the money. "Special immediately, when you sit down inside," Wolfkill noted. "Interior is a master class in how it’s really done," Baruth said, "airy and spacious in a way that Lamborghini and McLaren can’t or won’t emulate." "Amazing old-school steering," road-test editor Kyle Kinard added. Everyone who drove the Ferrari at NCM allowed that it was hellacious and quick. But the magic ran dry at the limit. "Disconnected through a corner, and work to drive fast, but not the right kind," Hildebrand said after his timed laps. "You look at the throttle, it instantly loses traction."
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I hope Ferrari won't move in the direction of more GT and less raw just like everybody else is doing.