Ferrari 458 Italia
It's the ‘baby’ Ferrari that’s quicker than the legendary F40 and about as rapid as the mighty Enzo!
Marking an incredible new chapter in the history of the prancing horse, the 458 Italia is not only faster, bigger, slightly heavier and more expensive than the car it replaces – but it’s also far more desirable.
There’s no doubt that Ferrari has really gone to town on the 458 – its basic statistics are amazing. With an all-new 4.5-litre V8, it produces 562bhp at 9,000rpm and 540Nm of torque at 6,000rpm. Claimed performance is staggering with 0-62mph in 3.4sec, 0-124mph in 10.4sec (that’s 0.6sec faster than the 599) and, as Ferrari modestly puts it, a top speed of ‘over’ 202mph.
Technology oozes from every corner of this machine. The engine is based on the motor Ferrari built for the A1GP racing car. It uses a very clever variable intake system that allows the engine to rev to 9,000rpm but also pull very strongly from low speed.
A new aluminium bodyshell carries a wheelbase that is 50mm longer than the old 430’s, and a very quick steering rack with just two turns lock-to-lock. Improvements have been made to the front and rear suspension, especially in camber control, and as a result the 458 doesn’t need to rely on its anti-roll bars as much as the 430 did.
Endless hours in the wind tunnel have produced a functional shape that looks far better in the flesh than it does in pictures. Despite having no traditional wings, at 200mph the 458 produces 360kg of downforce. There are countless aero-details to enjoy but perhaps the best two are the moveable vanes in the front air-intakes that shift downwards at speed to direct the airflow under the car, and therefore reduce drag. What’s more, there’s also neat intake by the front headlight that exits on the front wheelarch and reduces lift over that section of bodywork by 40 per cent.
But behind the wheel, it’s the gearbox that makes the first impression. Ferrari has decided to ditch its F1-derived paddle shift system, and also the open-gated traditional manual, in favour of a seven-speed DCT (dual clutch transmission). It works very well, providing a clever combination of feel and smoothness. Each shift takes just 50 milliseconds, so the immediacy of the old F1 system remains, and yet in traffic the car is much, much easier to drive. It’s well worth the 25kg weight penalty over the old ‘box.
Of course the engine is sensational. What surprises is how well it pulls from low-revs and how docile it is when you just want to dawdle about. But it goes crazy above 6000rpm and fully lives-up to its claimed figures. The noise is spectacular too: on small throttle openings the intake and exhaust stay quiet (only the centre pipe of the three exhaust outlets is open), but when you put your foot down, all three open and the 458 can be heard for several miles.
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The handling is just as sensational. The steering is full of feel and the quick rack means that even hairpins require simply a flick of the wheel. Needless to say, the chassis offers lots of grip but it’s the level to which you can adjust it that’s even more impressive. Thanks to the steering wheel mounted Manettino – a dial which allows to select various tracton control settings – you can leave the car’s electronics to provide you with ulimate traction, or switch it to ‘race’ mode or even turn it off completely, and let the tail slide in corners. Factor in brilliant carbon ceramic brakes but a surprisingly refined ride and it all adds up to an winning combination.
Some people will find the cabin a little too futuristic, but it’s hard to fault the ergonomic thinking behind it. All of the major functions – indicators, wipes and chassis controls – are on the steering wheel and the two screens wither side of the large rev counter can display everything from speed to brake temperatures. It’s hard to find fault with the 458. It’s expensive and not everyone thinks it is beautiful, but as a driving machine it is mighty impressive and until the new McLaren arrives, it is the master of this small section of the marketplace.
