F430 Replacement
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Re: F430 Replacement
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Dinan;457650 said:Ferrari 458 Italia!
Officially Official: Ferrari announces the 458 Italia! — Autoblog
The Italia is the latest incarnation of the mid-rear engined Ferrari berlinetta and will be unveiled at the Frankfurt Motor Show in September. While it’s true that every Ferrari is innovative by definition, it’s equally true that in the course of the Prancing Horse’s history, certain cars have marked a genuine departure from the current range. This is very much the case with the Ferrari 458 Italia, which is a massive leap forward from the company’s previous mid-rear engined sports cars.
The new model is a synthesis of style, creative flair, passion and cutting-edge technology, characteristics for which Italy as a nation is well-known. For this reason Ferrari chose to add the name of its homeland to the traditional figure representing the displacement and number of cylinders.
The Ferrari 458 Italia is a completely new car from every point of view: engine, design, aerodynamics, handling, instrumentation and ergonomics, just to name a few.
A two-seater berlinetta, the Ferrari 458 Italia, as is now traditional for all Ferrari’s road-going cars, benefits hugely from the company’s Formula 1 experience. This is particularly evident in the speed and precision with which the car responds to driver inputs and in the attention focused on reducing internal friction in the engine for lower fuel consumption than the F430, despite the fact that both overall displacement and power have increased. However, Ferrari’s track experience makes its presence felt in the 458 Italia not only in terms of pure technological transfer but also on a more emotional level, because of the strong emphasis on creating an almost symbiotic relationship between driver and car. The 458 Italia features an innovative driving environment with a new kind of steering wheel and dashboard that is the direct result of racing practice. Once again input from Michael Schumacher - who was involved from the very start of the 458 Italia project - played an invaluable part.
The Ferrari 458 Italia’s Pininfarina design provides further evidence of the complete departure from the past that this new car hails. The Ferrari 458 Italia has a compact, aerodynamic shape, underscoring the concepts of simplicity, efficiency and lightness that inspired the project. As with every Ferrari, the car’s styling has been very heavily influenced by the requirements for aerodynamic efficiency, as can be seen from the downforce of 140 kg at 200km/h generated by the new model. The front features a single opening for the front grille and side air intakes, with aerodynamic sections and profiles designed to direct air to the coolant radiators and the new flat underbody. The nose also sports small aeroelastic winglets which generate downforce and, as speed rises, deform to reduce the section of the radiator inlets and cut drag.
The new 4499 cc V8 is the first Ferrari direct injection engine to be mid-rear mounted. It has a very low piston compression height typical of racing engines which contributed to achieving its compression ratio of 12.5:1. Equipped with the traditional flat-plane crankshaft, the engine delivers 570 CV at 9000 rpm and, with an outstanding power output of 127 CV/litre, sets a new benchmark not only for the whole Ferrari range and the history of company, but also for the entire market segment. Maximum torque is 540 Nm at 6000 rpm, over 80 per cent of which is available from 3250 rpm. Specific torque is a record 120 Nm/litre. However, what is truly extraordinary is the amount of torque available while still maintaining high levels of power at low revs.
The car’s soundtrack is also typical Ferrari, with an exciting, powerful growl emerging from the engine before it channels through to the exhaust’s three rear tailpipes.
The 458 Italia is equipped with the seven-speed dual-clutch transmission which increases performance whilst providing very smooth shifts even at full throttle. The engineers have developed specific, sportier gear ratios to match the power and torque curves of the new V8, guaranteeing high torque even at lower engine speeds and allowing the car to reach its maximum speed in top gear.
This new Ferrari is also a major leap forward when it comes to cutting emissions. Despite the fact that the new engine is significantly more powerful than the V8s that preceded it, the Ferrari 458 Italia produces just 320 g/km of CO2 and fuel consumption is 13.7 l/100 km (combined cycle), the best in the entire segment.
The engineers also focused on weight reduction during the design phase for similar reasons. Consequently, the Ferrari 458 Italia has a dry weight of 1380 kg with a power-to-weight ratio of 2.42 kg/CV. Weight distribution is also optimal with 58 per cent over the rear axle. The result of the engineers’ endeavors can be summed up in to two simple statistics which together perfectly encapsulate the Ferrari 458 Italia’s exceptional performance: 0-100 km/h acceleration in under 3.4 seconds and a maximum speed in excess of 325 km/h.
For the new chassis, once more in aluminum, Maranello’s engineers incorporated various types of advanced alloys along with aerospace industry-derived manufacturing and bonding techniques.
With regard to vehicle dynamics, the Ferrari 458 Italia’s suspension features twin wishbones at the front and a multi-link set-up at the rear tuned for maximum roadholding and superlative handling. Along with a more direct steering ratio, the 458 Italia thus offers extremely rapid turn-in and body control whilst maintaining superior ride comfort.
The integration of the E-Diff and F1-Trac (now controlled by the same ECU) and their respective mappings is even greater, resulting in a 32 per cent increase in longitudinal acceleration out of corners compared to previous models. The evolution of the control logic, with even faster and more accurate calculation of levels of grip, ensures even greater roadholding, better handling and ease of control on the limit.
The same ECU also governs the high-performance ABS, providing even more precise control over the logic threshold and greater efficiency. The brakes also feature a prefill function whereby the pistons in the callipers move the pads into contact with the discs on lift off to minimise delay in the brakes being applied. This combined with the ABS has cut the 100-0 km/h braking distance to a mere 32.5 metres.
The Ferrari 458 Italia’s interior is another area of the car that exalts its sporty personality. The driver is welcomed by a new layout and a revolutionary ergonomic interface where the main controls are all clustered on the steering wheel.
With the Ferrari 458 Italia, Maranello has brought a highly distinctive new car to its 8-cylinder range. The company now offers two models that share a common, race-derived DNA, both exceptionally sporty and fun to drive in true Ferrari tradition, but aimed at two very different kinds of client. While the Ferrari California was created for owners requiring a more versatile sports car with a practical edge, the 458 Italia is designed for owners for whom the priority is uncompromising on-road performance with occasional track day capability, but who still demand a car that is useable in day-to-day driving like all Ferrari’s recent models.
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Breyton
Well-Known Member
Re: F430 Replacement
Ferrari 458 Italia
Expert Rating:
What is it?
The most exciting drive we've had this year. Actually, it's one of the most exciting drives we've ever had. Sure, everyone expects us to fawn over the latest car wearing the Prancing Horse on its grille, but the new Ferrari 458 Italia deserves every bit of praise it gets. Firstly it's a return to form on the styling front from Maranello; it's gorgeous, Pininfarina's pens and Ferrari's wind tunnel creating a shape that's not only aerodynamically clever, but very pleasing to the eye. Then there's the performance, which is on a completely new level...
Is it any good?
It's sensational. With the introduction of the front-engined California last year Ferrari has effectively doubled its V8 line-up. That has also allowed the Italian firm to move the mid-engined 458 Italia into a more hardcore arena, the California there for Ferrari drivers wanting something at the entry point of the range that's got some Gran Turismo genes mixed with sporting ability. That's not to say that the 458 is a raw, difficult machine, but it feels so much more than an evolutionary step over its F430 predecessor.
That's not surprising as it's all-new. From the seven-speed, paddle-shifted, dual-clutch transmission and aluminium chassis and body to Ferrari's latest V8 engine it's a clean-sheet design. That powerplant develops an extraordinary 562bhp from its 4.5-litres, revs to a stratospheric, howling, 9,000rpm yet delivers easy low-rev urgency thanks to some frankly bewildering engineering within the engine block and electronic management systems. So-equipped, the 458 will reach 62mph in less than 3.4 seconds and flat out Ferrari says it'll do more than 202mph.
The company's F1 expertise is evident in the 458's driver systems, the controls for which are all clustered usefully on the steering wheel. The combination of Ferrari's now familiar Manettino dial on the left hand side of the wheel gives you a choice of drive modes, each increasing the intensity of the gearshifts, throttle response, damping action and thresholds of the electronic stability and traction control systems.
In addition to the Manettino there's a button on the left hand side of the wheel that allows you to have the sporting settings with more compliant, softer damping. The result is simply one of the fastest, easiest cars to drive quickly we've ever encountered. The engine and transmission work beautifully together, every finger flick at the column-mounted paddles resulting in an instantaneous change in ratio from the double-clutch gearbox.
That, along with sharp steering and beautifully controlled suspension, is what makes the 458 so devastatingly rapid. Turn the steering wheel a fraction and the Italia changes direction with zero slack, the nose darting towards the apex with incredible speed. It's actually unnerving at first, the front so accurate that you need to re-calibrate where you'd usually start turning for a bend. The brakes come into play here too, with their enormous stopping power allowing you to leave braking until later and deeper into a corner than you'd have expected. With the 4.5-litre engine, traction, stability and differential electronics maintaining control through the bend the 458 can exit bends with eye-widening speeds.
Such is its sharpness in the upper portion of the Manettino's settings it can be tricky to drive smoothly in certain situations. The throttle is so eager and so sharp that any hesitation or movement of your foot through a mid-corner bump can result in some jerkiness in the power delivery. If we're being picky here - and it is difficult to be - the numerous functions that can be viewed via the two screens surrounding the huge central rev-counter are perhaps overkill, it impossible to display a large digital speedometer and satnav function at the same time. In a car this quick, a big, clear speedo is something you really need...
Should I call the bank manager?
Sell the house - if you can - pawn the family jewels and offload all your possessions. Ferrari isn't saying exactly how much the 458 Italia will cost just yet, but rest assured you'll be looking at the thick-end of £160,000 as a starting point. Spend some money on options like the Ferrari shields on the front wings, a coloured rev counter and some different trim materials inside and you can easily add £10,000-£15,000 to that. It's worth it.
Summary
Almost incomprehensibly good, it's difficult to see how a road car can get any faster or more composed than the new 458 Italia. Ferrari has taken the threat of new competition in what it considers its playground very seriously indeed. McLaren's forthcoming contender will have to be something very special to compete; Porsche's 911 Turbo and Mercedes-Benz's SLS offer similar pace, but the Ferrari delivers at a completely different intensity level. We thought Ferrari had reached a high point with the 430 Scuderia. We were wrong.
Kyle Fortune
Ferrari 458 Italia - Yahoo! Cars
Ferrari 458 Italia
Expert Rating:
What is it?
The most exciting drive we've had this year. Actually, it's one of the most exciting drives we've ever had. Sure, everyone expects us to fawn over the latest car wearing the Prancing Horse on its grille, but the new Ferrari 458 Italia deserves every bit of praise it gets. Firstly it's a return to form on the styling front from Maranello; it's gorgeous, Pininfarina's pens and Ferrari's wind tunnel creating a shape that's not only aerodynamically clever, but very pleasing to the eye. Then there's the performance, which is on a completely new level...
Is it any good?
It's sensational. With the introduction of the front-engined California last year Ferrari has effectively doubled its V8 line-up. That has also allowed the Italian firm to move the mid-engined 458 Italia into a more hardcore arena, the California there for Ferrari drivers wanting something at the entry point of the range that's got some Gran Turismo genes mixed with sporting ability. That's not to say that the 458 is a raw, difficult machine, but it feels so much more than an evolutionary step over its F430 predecessor.
That's not surprising as it's all-new. From the seven-speed, paddle-shifted, dual-clutch transmission and aluminium chassis and body to Ferrari's latest V8 engine it's a clean-sheet design. That powerplant develops an extraordinary 562bhp from its 4.5-litres, revs to a stratospheric, howling, 9,000rpm yet delivers easy low-rev urgency thanks to some frankly bewildering engineering within the engine block and electronic management systems. So-equipped, the 458 will reach 62mph in less than 3.4 seconds and flat out Ferrari says it'll do more than 202mph.
The company's F1 expertise is evident in the 458's driver systems, the controls for which are all clustered usefully on the steering wheel. The combination of Ferrari's now familiar Manettino dial on the left hand side of the wheel gives you a choice of drive modes, each increasing the intensity of the gearshifts, throttle response, damping action and thresholds of the electronic stability and traction control systems.
In addition to the Manettino there's a button on the left hand side of the wheel that allows you to have the sporting settings with more compliant, softer damping. The result is simply one of the fastest, easiest cars to drive quickly we've ever encountered. The engine and transmission work beautifully together, every finger flick at the column-mounted paddles resulting in an instantaneous change in ratio from the double-clutch gearbox.
That, along with sharp steering and beautifully controlled suspension, is what makes the 458 so devastatingly rapid. Turn the steering wheel a fraction and the Italia changes direction with zero slack, the nose darting towards the apex with incredible speed. It's actually unnerving at first, the front so accurate that you need to re-calibrate where you'd usually start turning for a bend. The brakes come into play here too, with their enormous stopping power allowing you to leave braking until later and deeper into a corner than you'd have expected. With the 4.5-litre engine, traction, stability and differential electronics maintaining control through the bend the 458 can exit bends with eye-widening speeds.
Such is its sharpness in the upper portion of the Manettino's settings it can be tricky to drive smoothly in certain situations. The throttle is so eager and so sharp that any hesitation or movement of your foot through a mid-corner bump can result in some jerkiness in the power delivery. If we're being picky here - and it is difficult to be - the numerous functions that can be viewed via the two screens surrounding the huge central rev-counter are perhaps overkill, it impossible to display a large digital speedometer and satnav function at the same time. In a car this quick, a big, clear speedo is something you really need...
Should I call the bank manager?
Sell the house - if you can - pawn the family jewels and offload all your possessions. Ferrari isn't saying exactly how much the 458 Italia will cost just yet, but rest assured you'll be looking at the thick-end of £160,000 as a starting point. Spend some money on options like the Ferrari shields on the front wings, a coloured rev counter and some different trim materials inside and you can easily add £10,000-£15,000 to that. It's worth it.
Summary
Almost incomprehensibly good, it's difficult to see how a road car can get any faster or more composed than the new 458 Italia. Ferrari has taken the threat of new competition in what it considers its playground very seriously indeed. McLaren's forthcoming contender will have to be something very special to compete; Porsche's 911 Turbo and Mercedes-Benz's SLS offer similar pace, but the Ferrari delivers at a completely different intensity level. We thought Ferrari had reached a high point with the 430 Scuderia. We were wrong.
Kyle Fortune
Ferrari 458 Italia - Yahoo! Cars
Dinan
Well-Known Member
F458XX Developmental Track Car
Ferrari has stumbled upon one heck of a formula with its XX development programs. They've found that their most wealthy clients aren't just willing to help Maranello develop new components for future supercars, they're actually willing to pay for the privilege. And pay big, too – as in $2 million big.
The program started with the Enzo-based FXX, evolved with the FXX Evoluzione, and carries on with the Fiorano-based 599XX. So what's next up Ferrari's sleeve? A 458XX wouldn't be too far off the mark.
If the outgoing lineup (and those that came before) can serve as any indication, the new mid-engined V8 sports car is poised to spawn numerous variations, including the requisite Spider, a new Challenge-spec racer, a replacement for the existing F430 GT2, a stripped-down successor to the 360 CS and 430 Scuderia, and, if this speculative rendering from Luxury4Play has its way, a 458XX as well. If and when it does come along, we'd expect it to look something along these lines – which is to say, "tasty."
[Source: Autoblog]
Road Test
2010 Ferrari 458 Italia First Drive
Speed Is a Passionate Science
By Jean-Jacques Michaux, Contributor | Published Nov 10, 2009
Ping open the driver-side door — it's a high-pressure die-cast piece, all metal and yet light as carbon fiber and it does indeed open with a resounding ping. You're presented with a fairly challenging new cabin design, as Ferrari has been brave here and rethought many of the standard control functions of a sports car.
It doesn't take long for the 4.5-liter V8 to come alive. Given the stratospheric specific output of 570 horsepower at 9,000 rpm and peak torque of 398 pound-feet at 6,000 rpm, it works from surprisingly low revs. Throttle response is razor-sharp, and the exhaust noise, as you'd expect from Ferrari, is sensational.
Was it a mistake to fit a dual-clutch gearbox? Quite simply, no. The seven-speed automated manual transmission involves you to just the right degree, but retains that almost otherworldly smoothness and efficiency only present with a dual-clutch design.
The 2010 Ferrari 458 Italia is not just a Ferrari; it's one of the most modern sports cars on the road. It says that Ferrari is not just about passion and performance but also about technology and leadership.
Speed Is a Passionate Science
The 2010 Ferrari 458 Italia is the ideal car with which to plot the remarkable performance increase seen in sports cars over the past two decades.
If you can remember the 1975 Ferrari 308 GTB, it had a 255-hp 3.0-liter V8. After various iterations it gave way at last to the 1989 Ferrari 348 with a 3.4-liter V8 that produced 295 hp. This was followed by the 1994 Ferrari 355 with 380 hp, which in turn gave way to the 1999 Ferrari 360 Modena with 400 hp and then the 2004 Ferrari F430 with 483 hp. And now, just as the Fun Police look to be calling time on motoring enjoyment, Ferrari gives us the 2010 Ferrari 458 Italia with a 570-hp 4.5-liter V8. This latest 87-hp leap is the single biggest power advance in all that time.
Stretched Out for Aero Stability
The 2010 Ferrari 458 Italia sits on an entirely new aluminum platform that is 20 percent more structurally rigid than the 430's chassis structure. It's much like the F430 in concept with its aluminum extrusions, sheets and die-cast pieces, but new technology has dramatically reduced wall thickness, and the hood, roof and door skins are in fact just 1.0mm thick. Meanwhile, the style of the Pininfarina-designed body clearly refers to the Ferrari FXX track car (itself a development of the Enzo), yet it's also interesting for the way it manages airflow within the bodywork, much like a Formula 1 car.
If the profile of the car looks especially elegant, that's because the 458 has an especially long wheelbase relative to its overall length, as there's an extra 2 inches between the axles. As you'd expect, a double-wishbone suspension lies at the front end and Ferrari's own multilink arrangement is in place at the rear, while an evolution of the Delphi-developed magnetorheological damper technology controls the wheel movement.
As with all new Ferraris, the Brembo-developed brakes feature ceramic-composite rotors, and they measure 15.7 inches in diameter in the front and 14.2 inches in the rear. The 20-inch Michelin Pilot Sport tires have been specially tuned for this car.
Clutch or Not?
Perhaps the biggest news encased in this latest chapter of the purest Ferrari sports car is contained in the transmission. For starters, the 2010 Ferrari 458 Italia will not be available with a manual gearbox — we're told the demand for one just isn't there. But rather than persist with the current single-clutch automated manual transmission (even though it affords very quick shifts, just 60 milliseconds for the 430 Scuderia compared to 40 milliseconds for a Ferrari F1 car), Ferrari has equipped the 458 Italia with the Getrag-built, dual-clutch seven-speed automated manual introduced by the Ferrari California.
For all their smooth-shifting competence, dual-clutch automated manuals aren't known for being especially involving or exciting. They do, however, offer significant improvements in fuel-efficiency and thus air emissions, and that is currently a big incentive for Ferrari. The 458 Italia produces 307 g/km of CO2 emissions, a figure that's a useful margin better than the V12-powered Ferrari 599.
Find Your Seat
The interior of the 2010 Ferrari 458 Italia has been executed by Ferrari design director Donato Coco, and it's a fairly challenging new cabin design.
The instrument cluster consists of a large, centrally placed tachometer with a 10,000-rpm dial. It's flanked by two screens using TFT technology (thin-film transfer, which you usually see on laptop computer screens) and they display instrument readouts selected by separate controls on either side of two air vents. All the extraneous levers and switches have been swept aside.
There's everything from a lap timer to an overall warm-up management function to conventional clock faces. The steering wheel houses the indicator functions and the wipers. It's compact, futuristic-looking and — best of all — the design works, largely because the balance between ergonomic sense and childish titillation has been cleverly judged.
Switch On, Fire Up, Drive Off
Twist the key, thumb the starter button and the 90-degree V8 fires enthusiastically, but then like all high-performance direct-injection engines, it settles to a rather flat, uninteresting idle. Sitting stationary, it sounds like a Civic with a gammy exhaust.
The situation quickly improves, though. Pull the right-side shift paddle toward you, the gearbox engages 1st without a judder and you're under way. It would be churlish to suggest that the 458's new low-speed manners in any way detract from the overall experience. The driver doesn't feel as connected to the experience, even at a dawdle, but anyone who's gagged on burning clutch material while attempting a three-point turn in a Ferrari 360 Modena with the first Ferrari automated manual will marvel at how good this new Getrag-engineered dual-clutch gearbox is.
It doesn't take long for the motor to come alive, because Ferrari has worked very hard to reduce frictional losses, including a dual-scavenge pump for the dry-sump oil system that stops its splashing between the crank throws. There's a whole list of details aimed at reducing friction, including super-finished camshafts, carbon coatings on valves and graphite coatings on the pistons. The direct-injection system delivers fuel at a pressure of 200 bar, and a very clever variable intake geometry can work in four different sequences.
It all combines to leave an engine free from inertia, one that will lump from 1,500 rpm without a problem. Some 80 percent of the power output is available at just 3,250 rpm, reassuring the driver with the knowledge that the remaining 5,750 rpm to the power peak of 9,000 rpm will deliver only even greater amusement. The exhaust noise is as sharp as the throttle response, and while only the center exhaust outlet is open at light throttle, the outer pair spring to life as soon as you push on the throttle a bit harder.
Around Fiorano and Onto the Road
The dual-clutch transmission weighs about 25 kilograms (55 pounds) more than the F430's gearbox, but Ferrari has worked very hard to get as much as possible of the Italia's overall weight increase of 100 pounds within the span of the wheelbase, so the effect on agility is barely felt on the road. The gearchanges themselves are crisp yet very smooth, and you do get a nice little nudge in the small of your back. In short, the 2010 Ferrari 458 Italia 's seven-speed transmission involves you to just the right degree, but retains that almost otherworldly smoothness and efficiency only present with a dual-clutch. If you're worried by a possible delay between paddle flick and the meshing of the gears, then don't — it takes less than 50 milliseconds.
There are several chassis settings on the now familiar manettino dial on the steering wheel for adjusting the configuration of the engine, transmission and chassis electronics, including the traction control, stability control, electronically controlled differential and the new ABS brake system. You have your choice of Slippery, Sport, Race, CT (traction control) and CST (traction and stability control) disabled. Somehow Ferrari has developed an ECU that allows all of these devices to communicate with each other, and the result is very impressive. More important, where the F430 would offer only a firm suspension damping setting if the driver wanted a fast gearshift, it is now possible to have the car in the most aggressive engine configuration and yet make the dampers compliant enough for a bumpy road.
Despite its longer wheelbase, the 458 changes direction more keenly and manages to deal with the inputs of a new, very quick steering rack. It has just two turns lock-to-lock, and though some people will think the quick steering lacks some feel, it is very well matched with the chassis, and the driver feels confident placing the car exactly where he wants on the road — even narrow Italian roads littered with mad people in battered Fiats.
Flying on the Ground
As you'd expect in a car that not only is expected to reach 100 km/h (62 mph) in 3.4 seconds but also reach a top speed of 202 mph, aerodynamics also play a large part in the 458's dynamic armory. At speed, the key figure is 794 pounds of downforce at 202 mph, which is achieved with no rear wing and a lower drag coefficient than the F430. There's some lovely detailing on the car, including intakes on the nose that reduce lift over the front fenders by a full 40 percent, while those clever little movable vanes within the front air intakes are pushed downward at speed and redirect the air underneath the car to reduce drag.
Every great drive must come to an end, and the 2010 Ferrari 458 Italia's braking performance is exceptional and far beyond any eventuality you'll find on the public road. On track, these carbon-ceramic brakes can sustain continued high-speed use and will resist fade long after the Michelin tires have given up.
Passionate Technology
It's a very clever car, the 2010 Ferrari 458 Italia. Fast, comfortable, refined and yet still overtly exciting. It packages Ferrari's motorsport knowledge into a road car that takes the business of accessible supercar performance to new levels. It will arrive in the U.S. in June 2010, and we can expect a price increase of about 10 percent over the F430, which brings us to about $225,000.
And yet this is a bit more than the usual Ferrari. That old stereotype of a hastily cobbled together package with a ferocious engine and antiquated chassis might be broken at last. Ever since the Ferrari 308 GTB, Ferrari has been experimenting with the latest technologies, and each generation of its midengine sports car has incorporated them. But now with the 2010 Ferrari 458 Italia, there's the same feeling that still comes to you in a walk between the gorgeous buildings of the factory, with the wind tunnel on one hand and the Formula 1 race shop on the other.
The 2010 Ferrari 458 Italia is about science, not just speed.
Ferrari has stumbled upon one heck of a formula with its XX development programs. They've found that their most wealthy clients aren't just willing to help Maranello develop new components for future supercars, they're actually willing to pay for the privilege. And pay big, too – as in $2 million big.
The program started with the Enzo-based FXX, evolved with the FXX Evoluzione, and carries on with the Fiorano-based 599XX. So what's next up Ferrari's sleeve? A 458XX wouldn't be too far off the mark.
If the outgoing lineup (and those that came before) can serve as any indication, the new mid-engined V8 sports car is poised to spawn numerous variations, including the requisite Spider, a new Challenge-spec racer, a replacement for the existing F430 GT2, a stripped-down successor to the 360 CS and 430 Scuderia, and, if this speculative rendering from Luxury4Play has its way, a 458XX as well. If and when it does come along, we'd expect it to look something along these lines – which is to say, "tasty."
[Source: Autoblog]
Road Test
2010 Ferrari 458 Italia First Drive
Speed Is a Passionate Science
By Jean-Jacques Michaux, Contributor | Published Nov 10, 2009
Ping open the driver-side door — it's a high-pressure die-cast piece, all metal and yet light as carbon fiber and it does indeed open with a resounding ping. You're presented with a fairly challenging new cabin design, as Ferrari has been brave here and rethought many of the standard control functions of a sports car.
It doesn't take long for the 4.5-liter V8 to come alive. Given the stratospheric specific output of 570 horsepower at 9,000 rpm and peak torque of 398 pound-feet at 6,000 rpm, it works from surprisingly low revs. Throttle response is razor-sharp, and the exhaust noise, as you'd expect from Ferrari, is sensational.
The 2010 Ferrari 458 Italia is not just a Ferrari; it's one of the most modern sports cars on the road. It says that Ferrari is not just about passion and performance but also about technology and leadership.
Speed Is a Passionate Science
The 2010 Ferrari 458 Italia is the ideal car with which to plot the remarkable performance increase seen in sports cars over the past two decades.
If you can remember the 1975 Ferrari 308 GTB, it had a 255-hp 3.0-liter V8. After various iterations it gave way at last to the 1989 Ferrari 348 with a 3.4-liter V8 that produced 295 hp. This was followed by the 1994 Ferrari 355 with 380 hp, which in turn gave way to the 1999 Ferrari 360 Modena with 400 hp and then the 2004 Ferrari F430 with 483 hp. And now, just as the Fun Police look to be calling time on motoring enjoyment, Ferrari gives us the 2010 Ferrari 458 Italia with a 570-hp 4.5-liter V8. This latest 87-hp leap is the single biggest power advance in all that time.
The gear changes themselves are crisp yet very smooth, and you do get a nice little nudge in the small of your back.
Power comes from the new 4,499cc F163FB V8. This engine retains the fundamental architecture of the F430's engine including the flat-plane crankshaft but also adds direct fuel injection, which helps make possible a tall 12.5:1 compression ratio. Suffice it to say Ferrari has excelled itself and given us a specific output of 127 hp per liter without resorting to forced induction. This is more than just power; it's the use of technology to enhance the kind of power we expect from Ferrari. There's not just more power; there's more Ferrari.
Stretched Out for Aero Stability
The 2010 Ferrari 458 Italia sits on an entirely new aluminum platform that is 20 percent more structurally rigid than the 430's chassis structure. It's much like the F430 in concept with its aluminum extrusions, sheets and die-cast pieces, but new technology has dramatically reduced wall thickness, and the hood, roof and door skins are in fact just 1.0mm thick. Meanwhile, the style of the Pininfarina-designed body clearly refers to the Ferrari FXX track car (itself a development of the Enzo), yet it's also interesting for the way it manages airflow within the bodywork, much like a Formula 1 car.
If the profile of the car looks especially elegant, that's because the 458 has an especially long wheelbase relative to its overall length, as there's an extra 2 inches between the axles. As you'd expect, a double-wishbone suspension lies at the front end and Ferrari's own multilink arrangement is in place at the rear, while an evolution of the Delphi-developed magnetorheological damper technology controls the wheel movement.
As with all new Ferraris, the Brembo-developed brakes feature ceramic-composite rotors, and they measure 15.7 inches in diameter in the front and 14.2 inches in the rear. The 20-inch Michelin Pilot Sport tires have been specially tuned for this car.
Clutch or Not?
Perhaps the biggest news encased in this latest chapter of the purest Ferrari sports car is contained in the transmission. For starters, the 2010 Ferrari 458 Italia will not be available with a manual gearbox — we're told the demand for one just isn't there. But rather than persist with the current single-clutch automated manual transmission (even though it affords very quick shifts, just 60 milliseconds for the 430 Scuderia compared to 40 milliseconds for a Ferrari F1 car), Ferrari has equipped the 458 Italia with the Getrag-built, dual-clutch seven-speed automated manual introduced by the Ferrari California.
For all their smooth-shifting competence, dual-clutch automated manuals aren't known for being especially involving or exciting. They do, however, offer significant improvements in fuel-efficiency and thus air emissions, and that is currently a big incentive for Ferrari. The 458 Italia produces 307 g/km of CO2 emissions, a figure that's a useful margin better than the V12-powered Ferrari 599.
Find Your Seat
The interior of the 2010 Ferrari 458 Italia has been executed by Ferrari design director Donato Coco, and it's a fairly challenging new cabin design.
There's everything from a lap timer to an overall warm-up management function to conventional clock faces. The steering wheel houses the indicator functions and the wipers. It's compact, futuristic-looking and — best of all — the design works, largely because the balance between ergonomic sense and childish titillation has been cleverly judged.
Switch On, Fire Up, Drive Off
Twist the key, thumb the starter button and the 90-degree V8 fires enthusiastically, but then like all high-performance direct-injection engines, it settles to a rather flat, uninteresting idle. Sitting stationary, it sounds like a Civic with a gammy exhaust.
The situation quickly improves, though. Pull the right-side shift paddle toward you, the gearbox engages 1st without a judder and you're under way. It would be churlish to suggest that the 458's new low-speed manners in any way detract from the overall experience. The driver doesn't feel as connected to the experience, even at a dawdle, but anyone who's gagged on burning clutch material while attempting a three-point turn in a Ferrari 360 Modena with the first Ferrari automated manual will marvel at how good this new Getrag-engineered dual-clutch gearbox is.
It doesn't take long for the motor to come alive, because Ferrari has worked very hard to reduce frictional losses, including a dual-scavenge pump for the dry-sump oil system that stops its splashing between the crank throws. There's a whole list of details aimed at reducing friction, including super-finished camshafts, carbon coatings on valves and graphite coatings on the pistons. The direct-injection system delivers fuel at a pressure of 200 bar, and a very clever variable intake geometry can work in four different sequences.
It all combines to leave an engine free from inertia, one that will lump from 1,500 rpm without a problem. Some 80 percent of the power output is available at just 3,250 rpm, reassuring the driver with the knowledge that the remaining 5,750 rpm to the power peak of 9,000 rpm will deliver only even greater amusement. The exhaust noise is as sharp as the throttle response, and while only the center exhaust outlet is open at light throttle, the outer pair spring to life as soon as you push on the throttle a bit harder.
Around Fiorano and Onto the Road
The dual-clutch transmission weighs about 25 kilograms (55 pounds) more than the F430's gearbox, but Ferrari has worked very hard to get as much as possible of the Italia's overall weight increase of 100 pounds within the span of the wheelbase, so the effect on agility is barely felt on the road. The gearchanges themselves are crisp yet very smooth, and you do get a nice little nudge in the small of your back. In short, the 2010 Ferrari 458 Italia 's seven-speed transmission involves you to just the right degree, but retains that almost otherworldly smoothness and efficiency only present with a dual-clutch. If you're worried by a possible delay between paddle flick and the meshing of the gears, then don't — it takes less than 50 milliseconds.
Despite its longer wheelbase, the 458 changes direction more keenly and manages to deal with the inputs of a new, very quick steering rack. It has just two turns lock-to-lock, and though some people will think the quick steering lacks some feel, it is very well matched with the chassis, and the driver feels confident placing the car exactly where he wants on the road — even narrow Italian roads littered with mad people in battered Fiats.
Flying on the Ground
As you'd expect in a car that not only is expected to reach 100 km/h (62 mph) in 3.4 seconds but also reach a top speed of 202 mph, aerodynamics also play a large part in the 458's dynamic armory. At speed, the key figure is 794 pounds of downforce at 202 mph, which is achieved with no rear wing and a lower drag coefficient than the F430. There's some lovely detailing on the car, including intakes on the nose that reduce lift over the front fenders by a full 40 percent, while those clever little movable vanes within the front air intakes are pushed downward at speed and redirect the air underneath the car to reduce drag.
Every great drive must come to an end, and the 2010 Ferrari 458 Italia's braking performance is exceptional and far beyond any eventuality you'll find on the public road. On track, these carbon-ceramic brakes can sustain continued high-speed use and will resist fade long after the Michelin tires have given up.
Passionate Technology
It's a very clever car, the 2010 Ferrari 458 Italia. Fast, comfortable, refined and yet still overtly exciting. It packages Ferrari's motorsport knowledge into a road car that takes the business of accessible supercar performance to new levels. It will arrive in the U.S. in June 2010, and we can expect a price increase of about 10 percent over the F430, which brings us to about $225,000.
And yet this is a bit more than the usual Ferrari. That old stereotype of a hastily cobbled together package with a ferocious engine and antiquated chassis might be broken at last. Ever since the Ferrari 308 GTB, Ferrari has been experimenting with the latest technologies, and each generation of its midengine sports car has incorporated them. But now with the 2010 Ferrari 458 Italia, there's the same feeling that still comes to you in a walk between the gorgeous buildings of the factory, with the wind tunnel on one hand and the Formula 1 race shop on the other.
The 2010 Ferrari 458 Italia is about science, not just speed.
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