We'll suspend any shock or outrage, as that's been common knowledge since the California T landed. And to help ease any lingering anger, Ferrari has ensured its McLaren 650S-fighter has a shedload of power.

A 3.9-litre V8 may be over half a litre shy of the unit in the 458 it replaces, but with two turbochargers, it's quite a bit more powerful. Figures of 661bhp and 561 pound-feet of torque stand up exceedingly well to its 562bhp/398lb-ft predecessor, as well as that McLaren.

The 488 GTB also compares favourably to the Ferrari 599 GTO of only a few years ago, which had 661bhp and 457lb-ft from its 6-litre, turbo-free V12, and ranks as one of the more extreme Ferraris we've seen lately. The 488 GTB, then, won't be slow.

Performance? The zero to 62mph sprint takes 3 seconds – identical to the stripped-out 458 Speciale – but the 488's zero to 124mph time of 8.3 seconds is nearly a second quicker. Its top speed will be 205mph-plus.

Ferrari uses lap times of its Fiorano test track as a performance benchmark; a 1 minute 23 second run makes the 488 GTB half a second quicker than the Speciale, which in turn makes it two seconds quicker than both the standard 458 and the mighty Enzo.

With a 1,370kg (3,020lbs) dry weight, the 488 GTB is 10kg lighter than the 458 Italia, and while it's a little longer and wider, the overall resemblance is obvious.

Its 260g/km CO2 emissions – a core reason for strapping a pair of turbos to a downsized engine – represent a 15% drop over its forebear.

We're promised the throttle response and progressive power delivery for which Ferraris – and revvy naturally aspirated engines – are renowned, with something called Variable Torque Management built into the paddleshift gearbox to deliver the torque across the rev range, just like we sampled on the California T.

Peak power arrives at 8,000rpm, dizzyingly high for a forced-induction engine, and a suggestion the rev limit shouldn't be too far shy of the 458's screaming 9,000rpm. We're also promised a soundtrack "that is full, clear and totally distinctive".

There are more than bald figures to be wowed by, of course. There's Ferrari's usual gamut of driver-flattering technology, honed using its XX track programme.

Most exciting is a second-gen version of Side Slip Angle Control, now working with the suspension's active dampers for greater precision. "The 488 GTB provides track-level performance that can be enjoyed to the full even by non-professional drivers," promises Ferrari.

Aerodynamics play a predictably huge role. The 488's underbody is flat, for greater airflow, while there are all manner of active flaps and spoilers. Aero has dictated the car's styling, too: just look at the aggression of that rear diffuser, the intricacies of the front splitter and those rather eye-grabbing air intakes (with what look to be their own moveable flaps) just behind the doors.

Trust Ferrari to somehow make geeking out on air intakes cool. And hopefully we can trust it to replace the sublime naturally aspirated 458 with something turbocharged without stuffing it up.

We'll learn more about the 488 GTB at next month's Geneva motor show, where it will share hall space with McLaren's 675 LT.

(BBC)