Ferrari 458 Reviews

Less really does cost more in this Ferrari 458 Speciale.

The only way to map the outer edges of Planet Ferrari is to go exploring on a racetrack.

The Ferrari 458 Speciale, based on the already excellent 458 Italia, is filled with extra technology that aims to make it into one of the most thrilling supercars that money can buy.

I could be suffering from 'F' lag. It's like jet lag, but you get it from spending too much time in a Ferrari. A couple of days is all right but any longer than this and you simply won't want to give it back.It leaves this horrible, gnawing feeling in the pit of your stomach  an emptiness that just can't be filled. I started to feel this way shortly after handing back the keys to the fabulous 458 Spider on Friday afternoon. The first day you're too cautious to enjoy the experience, the next day you start to get the hang of it and by the third day you and the car begin to bond  then just as suddenly it's over . . .VALUEBig breath. It kicks off from $588,000 with various carbon fibre bits and pieces extra for ludicrous amounts of money. Not even my surgeon mate who owns a Porsche can afford one of these babies. This is a bloke who works 90 hours a week and can remove a brain tumour through your nose. In which case, what the hell hope is there for a paper bagger like me?DESIGNIt's incredibly low and wide, almost too wide for our driveway gates which in part contributes to its fantastic handling. Push the button and the Pininfarina styled, mid-engined sports car magically transforms into an open topped roadster, with two seats  one for you and anyone game to be your passenger.There's a penalty for this convenience because you lose the transparent engine cover of the hardtop. Most people comment on how quiet the car, that is until the baffles open and the exhaust gives full vent to the V8. Then you can hear it coming from a block away.ENGINEIt's powered by a 4.5-litre naturally aspirated V8 that delivers 419kW of power at 9000 revs and 540Nm of torque at 6000 revs, enough mumbo to propel the mid-engined Spider from rest to 100km/h in a withering 3.4 seconds. The old 'quarter mile' takes 11.4 seconds and it has a top speed where permissible of 320km/h.The state of the art V8 features direction injection and a dry sump, with fuel consumption of 11.8 litres/100km from the 86 litre tank. Although it has a trip computer, the one thing it doesn't tell you is average fuel consumption  suffice to say we got just under 500km from the 86-litre tank. But, as the service manager pointed out, if you can afford to own one, you're not going to be too concerned about how much fuel it uses.DRIVINGWe were tentative, very tentative at first. But the Spider is actually very easy to drive once you get the hang of it. Several "take me for a rides" later, we were banging through the gears like a pro. The V8 is hooked up to a seven-speed twin clutch Getrag transmission that operates as an auto, or you can change gears with the large, steering wheel mounted change paddles.Doing so elicits a much more satisfying response, with a jolt each time it changes up  bang, bang, bang! The sound is to die for. Various drive modes are accessed through the Manettino flip switch affixed to the steering wheel, from wet to sport to full off for the traction system.Reverse is engaged via a button at the the foot of the centre instrument console and there is even a button for raising the front of the car so it doesn't scrape over driveways. The JBL audio system is secreted somewhere behind the dash and the controls are accessible only though the right hand of the two computer screens which doubles as a huge digital speedometer.VERDICTIt's a cruel world. How can something so spectacularly good remain so impossibly out of reach. Then again what is the point when the speed limit is 110km/h and it can do 320km/h, with plenty of cops wanting nothing better than to put your red feather in their cap   the disconnect is enormous.Ferrari 458 SpiderPrice: from $588,000Engine: 4.5-litre V8 , 419kW/540NmTransmission: seven-speed twin clutch auto, RWDThirst: 17.2L/100km (as tested), 11.8L/100km combined cycle0-100 km/h: 3.4 seconds 

Removing the top is almost always a good thing - a beer, for example, is much better topless. It's rarely a bad thing unless we're talking about cars - many hardtops that are hacksawed into convertible status don't make the grade sans roof.The Ferrari 458 Spider is most certainly NOT one of these - it is a gorgeous four-wheeled supermodel, which despite a drop in torsional rigidity over the coupe and some rear end changes, is an improvement over the hardtop.VALUEWhen a pricetag not out of place on a family home is sitting on the windscreen then "value" isn't the first adjective to spring to mind when this car looms into view - spectacular, gorgeous and phenomenally fast are more likely, along with a few expletives if you're lucky enough to drive one.The features list is extensive, leather and carbon-fibre trim everywhere, the chunky steering wheel with almost everything mounted on it, including the manettino drive system to keep it pointing in the right direction, the three-screen instrument panel and information display system, paddle-shifters for the seven-speed auto, full iPod integration is on offer but why you'd have anything competing with the mid-mounted sound system is beyond me.TECHNOLOGYThe Spider is powered by the same naturally-aspirated direct-injection 4.5-litre V8 with continuously variable valve timing displacing 4.5 litres that propels the coupe - outputs are unchanged at 425kW and 540Nm and over 80 per cent of that impetus is available from 3250 rpm.The repositioning of the air intakes has warranted changes to the exhaust to re-balance the aural impact of the car - the work on the Spider has made it sound even better than the 50kg heavier coupe.Also retained for the Spider is the twin-clutch F1 paddle-shift seven-speed transmission - sending drive rearward using the trick E-Diff, but where the 1430kg Spider gets a tweak for topless duties is in the throttle pedal electronics and within the damper software - both changes are for the better.Fuel use is down - with the option of further drops via the Ferrari HELE (High Emotion Low Emission) system - to a combined figure of 11.8 l/100 km with 275g/km of CO2 emissions; the coupe's launch claim was 13.7 and 307g/km.The flip-top lid goes a step further than the limited-edition Superamerica's somewhat-similar system - the patented retractable hard-top does it's stuff in 14 seconds, and is made of aluminium.The company claims it's 25kg lighter than an old-school ragtop and flips its lid to neatly somersault into its home above the engine bay with no aerodynamics compromises."We took inspiration from the 575 SuperAmerica, but that's a front-engined car, but we wanted more - we thought about integrating the roll bars into the buttresses and using a multi-panel hardtop or a concertina fabric roof," says 458 product marketing manager Michele Comelli.The only real compromise is the absence of a view of the engine bay, something coupe owners get but Spider drivers don't - they'll just have to make do with the aural sensations and the open-air experience.DESIGNThe snout is unchanged - it's a sharp looker already so no need to mess with a fince face - but the rear of the car is all-new and sleek, thanks to not requiring big hips at the rear to accomodate a conventional folding hardtop.Dominated by the buttresses (with integrated roll-over protection), the new rear panels direct air flow to the engine intakes as well as the cooling system contained within the sleek rump.The roof mechanism is quick at 14 seconds and uses the rear window as a device to reduce cabin turbulence - which it does remarkably well at high speed, and it can also be retracted with the roof up, just to maintain the aural appeal.SAFETYThe standard four airbags are on stand-by in case of impending dooms, but there are electronic driver aids are all integrated and on speaking terms. The traction and stability control, anti-lock brakes, adjustable suspension and myriad other electronic functions are all tailored to the selected drive mode via the wheel-mounted switch. The highlight is massive Brembo-gripped carbon-ceramic brakes which only just squeeze in behind the wheels, with 6-pot aluminium front calipers and 4-pot aluminium rear calipers.DRIVINGThere's always a fear that when a coupe becomes a convertible that the tight, bulletproof feel of the former fails to translate to the latter - fear not, Ferrari fans, the 458 has lost little of its strong-bodied feel.Only sporadically will a shimmy be sparked by a shocking road surface, but it is rare and doesn't adversely effect the ride (which is very good given its abilities) or the drive experience, which is stupendous.The 0-100km/h claim remains near three seconds and the top speed claim is 320km/h - nothing about the road drive suggests those figures are optimistic.The snarling V8 is maniacal as it heads for the 9000rpm redline - yes, 9000rpm - and it's a soundtrack that overloads the nervous system.Instant changes from the seven-speed twin-clutch briefly change the orchestra's pitch and straights are obliterated.Tipping the Spider into the bends is child's play, the steering is quick and there's no misinformation - just a corner completed with considerable speed and little fuss, unless you have backed the electronics off and have the skills to play with the tail.The engineering team say the suspension and throttle mapping have been wound back a little for the Spider, which is more likely to be driven daily and with a passenger - it's a little less frenetic than the coupe in a good way.Cabin comfort, even on the optional carbon-fibre buckets, is remarkable - the magnetic-fluid dampers do an amazing job on bumps and corners - and even at 190-odd cm the roof lining never rubbed what's left of the hair on my head.Vision straight back is better than you'd expect for the segment, but lane changes can sometime be a concern if you like to double check over your shoulder - all you'll see is trim.VERDICTAt $600,000 this is certainly rarified air, not many will make onto Aussie roads but the level of ability - at the extremes as well as in daily driving - is quite astounding. Putting it into perspective - a Japanese luxury carmaker recently put $750,000 pricing on a super-coupe that is similarly astounding, but not 150-grand better - in fact it makes the Spider look like good value, and you can still get hold of the Ferrari droptop. If you could muster up the extra cash the 458 Spider has the best of both aspects - the security of a hard-roofed machine without the storage issue, as well as open-air appeal and performance off the scale.FERRARI 458 SPIDERPrice: from $600,000 (estimated)Warranty: 3 years, unlimited kmResale: N/AService interval: 20,000km or 12-monthsEconomy: 11.8 l/100km; 275g/km CO2Safety equipment: four airbags, ABS, EBD, stability and traction control.Crash rating: N/AEngine: 425kW/540Nm 4.5-litre naturally-aspirated variable-valve direct-injection V8.Transmission: seven-speed twin-clutch automated manual, rear-wheel driveBody: 2-door, 2 seatsDimensions: 4527mm (L); 1937mm (W); 1211mm (H); 2650mm (WB)Weight: 1430kgTyres: 235/35 20in fr, 295/35 20in rear

PEOPLE who say you cannot teach an old dog new tricks have not spent any time with the Ferrari 458 Italia. It's a car that absolutely forces you to think again. And again.The latest Ferrari frontrunner is a supercar with a capital S, yet also refined and luxurious and easy - yes, easy - to drive. It's so easy and so good that it has changed this old dog from a Porsche lover into a major-league Ferrari fan.You know the question about cars for lottery wins? Well, until this week my answer was always the same - the fastest Porsche in the business, probably a 911 GT2 RS. Not now.The only real challenger to the 458, if there is one, is the all-new McLaren MP4-12C that's coming to Australia later this year.VALUEWhat can you say about a car that costs a minimum - yes, minimum - of $526,950 and competes for attention with big boy toys like boats and holiday houses and not much else unless you're talking about helicopters and private planes? The 458 Italia is massively costly, even in the rare air at the top end of the sports car business.There are other go-fast two-seaters that cost more, including the ridiculously expensive Bugatti Veyron that cannot come to Australia - no right-side steering despite a $1.2 million showroom sticker - but few that deliver the same sort of bang- for-your-buck return. The Ferrari is genuinely hand built at Maranello in Italy using huge lashing s of the most exotic and costly materials, dominated by aluminium and carbon fibre, and the Australian specification includes carbon-ceramic brakes and even an SUV-style rear-view camera.The final finishing also means choices in everything from seat sizes to leather treatments and all the rest. The 458 is stupidly costly compared to a Hyundai i20 that can also deliver you to the shops and work without fuss or trouble, or even a jet-quick, track-focussed Nissan GT-R. But when I hear that 458 customers typically spend $180,000 on extras, any value discussion evaporates. With this car, if you can then you do.TECHNOLOGYLots of rubbish is sprouted about F1 technology in road cars, but the 458 has heaps. There are active aero parts that change shape at speed, a V8 engine with 419 kiloWatts and 540 Newton-metres of torque from just 4.5 litres, an F1-style seven-speed paddle-shift gearbox, a competition- focussed differential and magnetically-adjusted race-style suspensi on. Even the steering wheel is high-tech - and the home for the wiper and turn-signal switches - with F1-style lights to signal the need for an upchange.DESIGNThe 458 is gorgeous. Simple as that. The Pininfarina design house has created a shape that is both elegant and effective, and the cabin is both driver-focussed and luxurious. Older Ferraris were awful inside and required all sorts of contortions to drive, while some of the recent efforts - the Enzo and even the new FF - challenged conventional ideas on beauty. Not the 458. It's both a looker and a worker.SAFETYHow do you really know when even the cashed-up Euro NCAP organisation cannot buy a 458 for its independent crash testing? Not that Ferrari would sell a car to have it destroyed ... On the crash-avoidance scale it rates incredibly highly, thanks to great brakes, superb steering and massive cornering grip, and what other driver is going to want to get tangled in the drama, paperwork and insurance claims of a crash?DRIVINGI don't drive the Ferrari all that far, or all that fast, but it's not necessary. In less than six hours on familiar roads in and around Sydney the 458 wins me over completely. The first 500 metres proves the Italians have tamed the beast inside the 458 but left it on a short leash for the times .. well, you know.It will trickle happily in traffic, has surprisingly supple suspension - at least, using the 'bumpy road' setting that's totally appropriate for these patchy and potholed streets - and is equipped with comfy seats, great aircon and a wonderful soundtrack from its blaring exhaust.I lash out a couple of times to sample the claimed 3.4-second sprint to 100km/h, but not the 325km/h - that's 202 miles-an-hour - top speed, and also hussle through some corners and give the brakes a bit of a punish. But the 458 is never remotely troubled and switches straight back from F1 fast to Hyundai humble in a flash.I admit there are some moments in the Harbour Tunnel, with the cruise control locked below the legal limit, that I tickle the seven-speed twin-clutch gearbox just to hear the wonderful music the car makes. I am also absorbed by the luxury, enjoy the technology and feel of the wheel, and feel flat-out scared as I edge through a two-small parking garage.There is no sign of the 'small man' signals I expect, but perhaps that's because the car is yellow and not look-at-me Ferrari red. The 458 reminds me so much of my best mate, Mark. He's one of those blokes who is wonderfully mannered, relaxed, refined, smart and great company, but quite capable of making the difference - in your favour - if things really turn nasty. In the Italia you can be cruising happily at 60km/h in stop-start traffic knowing - hoping?- that if the road ahead unravelled into a grand prix track the car would be just as good. No, it would be far, far, far better and better than even the most talented non-race drivers. The 458 is a car you can love. And I do.VERDICTAn utterly brilliant drive and a landmark car. The only reason it doesn't get a perfect score - yet - is its price and an upcoming run in a McLaren MP4-12C. Then we'll know ...FERRARI 458 ITALIAPrice: from $526,950Safety: Not tested by NCAPEngine: 4.5-litre, V8 petrol, 419kW/540NmBody: two-door coupeWeight: 1485kgTransmission: seven-speed dual-clutch manual, rear-wheel driveThirst: 13.3L/100km, CO2 307g/km"Would you? Of course you would."

In the natural order of evolution the latest version of any new car has to be better, safer, grander and in today's world even greener than the one it replaces. That's a given.  But sometimes that natural order gets out of step.There are newcomers who don't just take one evolutionary step forward, but to borrow a line from the bloke who walked on the moon, they take a giant leap forward.Such is the F458 Italia, Ferrari's quickest road-going model and the stunning replacement for the F430, which followed the 360 which itself was a remarkable car.PricingThe 458 arrives in June with more than 100 deposit-paid "expressions of interest" being signed on the $580,000 car that's an order bank almost larger than the number of cars Ferrari sold in total last year.  So what's been happening? Has Ferrari, after a few hit and misses in its line-up, finally built a car of desire? It looks like it.Buyers have been handing over five-figure deposits to secure their place in the queue — those at the top of the pecking order will be getting their new Ferrari before Christmas; latecomers may have to wait for up to 18 months.The majority of Ferrari buyers are traditionally also big spenders: adding between $120,000 and $180,000 to tailor their cars before they leave the factory, and if they really insist on an odd colour trim combo then the amount of deposit rises substantially. Understandable, because the distributor, European Automotive Imports, doesn't want to get stuck with an expensive car with little market appeal.DrivetrainSo how good is the first all new mid-engined V8 Ferrari for in a decade? The 458 isn't just a step ahead of the 430, it's in another time zone.  The two-seater has more finesse, is more powerful, more responsive and resets Ferrari's bar on ride and handling perfection. It also has a green tinge, using less fuel and producing less harmful CO2 emissions than its predecessor.The raw figures are staggering: with 419kW peaking at incredible 9000rpm, the direct injection V8 delivers 93kW per litre which Ferrari says is a record for such a naturally-aspirated motor.And this is the first Ferrari not to offer a manual transmission and that's the rub with aficionados. Not only that, all future Ferraris will be without the traditional open-gated manual shifter as well.The diehards may weep, but there's no denying the 458's dual clutch seven-speed auto gearbox (developed for the Ferrari California with the technology now sold to Mercedes-Benz) is a gem, making the car easy as the family wagon to drive sedately in the city. If your feel the need for self shifting, there are Formula One style paddles behind the steering wheel.Ferrari counters the criticism, saying the techno-smart auto, a spinoff from Formula One, can complete gear changing far faster than any human hand and the shifting actually boosts power and doesn't momentarily lose it as you do when using a conventional clutch.EquipmentBut the 458 has other direct F1 links as well. The most obvious is the steering wheel which is crowded with all of the car's main controls including switching for lights, wipers, indicators, ignition and settings for the traction control system. Ferrari's effort to centralise controls sort of works, but you have to remember just where those buttons are when you have turned the wheel full lock, in tight turns.DrivingWhile Australia baked, here in Maranello, the home of Ferrari, the temperature didn't budge from 2 deg, fog blanketed the valley and it was snowing, meaning the fantastic hill roads above the town were out of the question for this beast shod in summer tyres.  The slush demanded extreme caution, even though the highways had been sprinkled with salt.Even with the car set on its wet road setting, to allow maximum grip, too much accelerator pedal (one of those let's try it and see what happens moments) produced an instant fishtail, which was countered almost as quickly (but not quite) by the traction control system which settled the car and our nerves.Despite the tiptoe conditions there was enough input after four hours on the road to show Ferrari has done an excellent job in body control: the car sits flat in corners, minor road bumps are well absorbed, the steering stunningly quick, the brakes are reassuring solid and benefit from an anti-lock braking system which is tuned to the road conditions.The Ferrari flyer is rewarding as it is daunting. The question remains just where in Australia, apart from track days, can its abilities be tested?The styling is a work of art — purposeful, muscular and mean. But every single curve, air intake and aerodynamic wind deflectors serve a purpose. The front winglets for example are flexible. At low speeds they channel air to the deeply angled radiators; at high speed they bend, moving the air to produce a low pressure area at the front of the bonnet, helping to reduce drag and in our case, ice which clung to the bonnet.Ferrari says the 458 produces a massive 360kg of down force at its maximum speed of 325km/h that's better than the Enzo supercar. It's not until you climb into the cockpit with its overly hard seats, that you realize just how wide the Ferrari is. Not a problem for Australian roads but it demands careful manoeuvring to negotiate Italy's narrow lanes, lined with deep ditches and shared by trucks all demanding their bit of black top.Despite that, the 458 is remarkably easy to drive. Push the red start button (we failed to see it the first time and wondered why the car wouldn't start) awakens the beast lurking behind the cabin but its there on display under the rear glass hatch window for all to see and admire.Engine noise changes pitch quite dramatically depending on the throttle opening. It's not the typical agricultural V8 sound we are used to in Australia. This is more of a high pitched growl than belly-deep guttural.At 60km/h the car quite happily plods through city traffic in seventh gear, such is the high revving nature of the V8. But it's not until you get to highway speeds and the revs build that the true character of the car shows itself. Stomp on the accelerator in auto mode for overtaking and the car drops a gear, and rewards you with a surfing wave of torque as speed and revs rise in unison all the way to 9000rpm although in these conditions redlining was out of the question.The transmission will upshift automatically if you are in manual mode and thanks to the dual clutch system cog swapping is done seamlessly.  Given the right road conditions, the 458 is capable of running at more than triple our road limit — something we never came close to exploring and can do the standing dash to 100km/h in just 3.4 seconds.Think about it. Count to four it's that quick and gives the car a rightful entry into the supercar class. Equally remarkably, it has a claimed fuel consumption of just 13.4l/100km. This is the most responsive Ferrari to date.A miracle car maybe. But it's not without its faults: there was demisting problem in our test car but a bigger problem was the lack of a rear-view camera and it's badly needed although it will be offered as an option for Australia. This $600,000 sportscar also doesn't come with vanity mirrors and cruise control was also absent, but that will probably become standard once the cars are landed in Australia.The options list is however extensive right down to matching luggage (the same leather as the seats).Ferrari 458 ItaliaPrice: $580,000Engine: 4.5-litre V8, 419kW @9000rpm, 540Nm torque @6000rpm.Transmission: 7-speed dual clutch automaticPerformance: Top seed 325km/h, 0-100km/h 3.4s, 0-200km/h 10.4s,Dimensions: kerb weight 1485kg (with forged wheel rims and lightweight racing seats) , weight distribution 42% front, 58% rear, length 4527mm, width 1937mm, height 1213mm, wheelbase 2650mm front track 1672mm, rear track 1606mm.Tyres: Front 235/35 20 inch, rear 295/35 20 inch.Brakes: Front 398, rear 360mmFuel Economy: 13.3l/100km (claimed, European test); CO2 307g/km

Ferrari has taken its two-seater V8 sports to new heights with the 458 Italia, but there's no manual in sight.Sharing some of the California's drivetrain, albeit with upgrades to suit the harder-core performance aspect of the coupe, the 458 is only being offered only as a double-clutch automated seven-speed manual when Australian deliveries start mid-2010, so low was the demand for 430 manuals.The company says the 458 - expected to cost as much as $600,000, or 10 per cent more than the 430 - completes the new generation Ferrari range, boasting better environmental credentials accompanied by more power and better performance.The 458 is largely focussed on the driver, with the remainder of the cabin laid bare - the driver gets a steering wheel that has the bulk of the features now mounted on it, moving lights, indicators, windscreen washer/wiper function to the steering wheel, as well as the start/stop engine button, the independent damper switch and the all-important Manettino toggle.That system controls the suspension, stability control and drivetrain via the one ECU, which Ferrari says allows the systems to work together for quicker response times.The aluminium-spaceframe vehicle, which was developed with input from Michael Schumacher, sits on a double-wishbone front and multi-link rear suspension, with some similarity to the underpinnings of the California - but some of the suspension has been altered for 458 Italia duty, including the bushing.The 458 is also stiffer than the outgoing 430 Scuderia, boasting only 30 extra kgs but with 50 more kiloWatts and 70 additional Newton metres of torque on hand, it's quicker than the outgoing sports model.The alloy direct-injection engine is now 4.5-litres, with work done to reduce internal friction as well as using a dry sump and oil scavenger system, producing 425kW at a manic 9000rpm and 540Nm at 6000rpm, although 80 per cent of that is available from 3250 through until 9000rpm.The sprint to 100km/h takes less than 3.4 seconds, it brakes from that point to standstill in 32.5 metres thanks to standard carbon-ceramic brake discs and a 1380kg kerb weight and the top speed is around 325km/h.The car has also benefitted from considerable aerodynamic work, managing to cut drag - it's cD is 0.33 - but at the same time generating solid levels of downforce at speed - 360kg of downforce is being generated at the top speed of 325km/h.Flexible front winglets, rear diffusers and subtle venting across the length of the body are all part of a complex aerodynamic package that aim to give the car ample track stability at speed.Driving the car on its local Italian roads and the test track at Fiorano where much of the development work was done, the 458 feels well-sorted. The road drive revealed the latest incarnation of the magnetorheological controlled damping system deals well with ride quality, as well as tightening up appropriately when asked.The engine sounds a little less inspiring at mundane speeds, but the drivetrain doesn't baulk at suburban dawdling.But bury the right foot and the active exhaust brays with intent as the V8 spins with ferocious intent to 9000rpm - only race mode will stop the gearbox changing up at the limiter, but the pace at which the horizon closes in on the sharp nose of the 458 is astonishing.On the Fiorano test track, the 458 is no less astonishing - the full throttle noise borders on a physical assault and the electronics are kept busy on a greasy track, but it feels cohesive and unlikely to bite, unless you switch all the electronics off - but we didn't.There's little that occurs beneath the wheels that the driver is not aware of, but the talents of the car are best shown by the Ferrari test drivers, who demonstrate the 458 Italia's considerable potential.For all the 458's ability, it is a sad day that sees a Ferrari without any chance of a clutch pedal.