July 28, 2009

Ferrari 458 Italia

First info... 570 hp, 420 ft/lbs torque. Power to weight is 5.33lb/HP, It weighs 286 lbs more than the 430 Scuderia and 66 lbs more than the F430. A Scuderia version without heavy accessories is coming later.

The car generates 308 lbs of downforce at 125 mph. Parts of the car change shape elastically with speed to reduce drag!
New electronic differential is claimed to give 32% better acceleration out of corners compared to past models.

ITALIA - Ferrari’s innovative new V8

The 458 Italia is the latest incarnation of the mid-rear engined berlinetta and will be unveiled at the next Frankfurt Motor Show

Maranello, July 28th 2009 – 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’ endeavours 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 aluminium, 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.

Ferrari 458 Italia – Technical specifications


Length 4527 mm (178.2 in.)

Width 1937 mm (76.3 in.)

Height 1213 mm (47.8 in.)

Wheelbase 2650 mm (104.3 in.)

Dry weight 1380 kg (3042 lbs)*

Weight/power ratio 2,42 kg/CV (7.16 lbs/kW)

Weight distribution fr/r 42%/58%


Type V8 – 90°

Displacement 4499 cc (274.5 cu in.)

Maximum power 570 CV (425 kW)** @ 9000 rpm

Maximum torque 540 Nm (398 lbs/ft) @ 6000 rpm

Specific power output 127 CV/l

Compression ratio 12.5:1


Front 235/35 ZR20 8.5″

Rear 295/35 ZR20 10.5″


Maximum speed >325 km/h (>202 mph)

0-100 km/h

Fuel consumption + emissions

Fuel consumption*** 13.7 l/100 km

Emissions*** 320 g CO2/km


Dual-clutch, 7-speed F1


E-Diff3, F1-Trac, high-performance ABS

* With forged wheels and Racing seats

** Including 5 CV of ram effect

*** Combined cycle (ECE+EUDC)


  1. Beautiful car but I'm disappointed to see it is heavier than the F430.
    Wasn't Ferrari moving towards lighter smaller cars? (seems the Mille Chili was all hype and a big cloud of smoke...)

  2. It is slightly smaller than the 430 and apparently that weight is with all possie options added. I would guess, real world, it weighs the same. People do love thir leather and satnavs and stuff! I'm sure Radomin will be able to strip 400 pounds :0)

  3. 127 hp/liter pretty much blows every other production engine away.

  4. I'll enjoy pointing out, in case anyone missed it (especially AC, CG, and SK), that this car - this amazing Ferrari, no less - is indeed heavier than the car it replaces. I'd further like to point out that the increased 66-lbs of mass seems to have done no damage to the vehicle's projected performance, enjoyment, or efficiency.

    Thank you,


  5. You are correct Freep, changing crash test regulations since the 430 have added weight to all cars but it's still a low 3000lbs car with a stunningly low center of gravity!...and 570 hp! and it's already faster than the 430 scuderia! Yummy

  6. I will give a point to the Freep that in past he pointed out that he didnt believe the "huge" weight savings claims over the current platform.
    Truth is, that the improvement is marginal but not a quantum leap. That's great, but I was wishful of a massive move in a new direction of sub 3000#s supercars. Not the case...
    My bet is the 458 Scud will still be heavier than the current Scud. With the California available for rich posers that cant drive (95% of F owners) I was hoping Ferrari to go bonkers to make the ultimate car for real (rich) drivers..

  7. I think it's a little bit strange, maybe ugly as a Ferrari. The technical improvements are good, but is it the end of the years then beauty came with elegance,not just high performance in some silly looking chassy?!

  8. but guys, we are still talking 570hp on essentially a 3050lbs car (that is the curb weight of a 458 "stripper" with race seats and forged wheels. That's the same as a Carrera GT which is Porsche's Enzo. This is Ferrari's 911, their "base model! :o)

    Note that in performance it is superior to the 430 Scuderia

  9. Yeah, but the promise was a 2800lbs car. I don't care about the extra 70hp over the Scud (main reason for better performance).
    Why can't they make it as light as a Zonda?

    A GT2, GT3, RS weight around the same and can be easily made lighter for a dedicated track car (a GT3 Cup is 2600#s). My gripe is the big hype around this being a "transformational" model evolution when it really is marginal improvement due to more power and electronic wizardry... Ferrari's have to justify being 2X+ the expense of a GTx P-Car...

  10. Do you know for a fact that the Zonda complies with current US crash test regulations?

  11. And also, what you dismiss as "just more power" is achieved without the "cheat" of forced induction and while meeting stringent Euro5 regulations.

  12. Of course I'm appreciative of the power gain and the big numbers for N/A engine, but I take that for granted as the progress of technology. In 10 years a 5.0L N/A engine might easily make 750hp and still be EU^ emissions compliant (this is my big complain about the Chevy Vettes that need 7.0L engines to make more than 400hp nowadays... that's 1970s tech..)
    My disappointment was that I was expecting a big surprise in the use of technology and design for the purpose of material (5%-10%+) in weight savings, and that didnt happen... so the Mille Chili publicity was ALL BS...

  13. Well, we dont know if that Mille Chili publicity was BS just yet. We have yet to see the F60 (or F70 if you count the Enzo). Great looking car though and Im glad they used parts of that controversial flexible front wing from last year for some added grip.

  14. I agree, the MilleChili was a study for the Enzo replacement. And like I mentioned, the Zonda is not passing US crash standards, Ferrari can't afford to do that.

  15. The design, the engine sound, the details...i havent been this UN-excited about a new Ferrari since...oh yeah wait, the California just came out. Yeah, id have to say my Ferrari faith is slowly spiraling downward...i certainly hope the new 599 replacement impresses because this just does nothing for me, its a buffet of existing Ferrari models (especially the side profile of an Enzo)...the engine sounds less Ferrari and more generic european super car.

    Its pretty, it's impressive in performance and spec figures, and im sure its an absolute blast to drive...but it's lost many things i associate with a Ferrari, and that worries me.

  16. well, the 599 replacement is year away though a either a flip top version is in the works.

  17. I can't understand the reaction (or lack of it) to this car. I think it's simply achingly beautiful. A stretched and refined Lotus Evora if you will. Makes a 430 look like a disjointed kit car IMO.

    Sure it's heavier but how many 430 Scuds are properly tracked anyway ? It's the old argument. If you've got the cash for something like this and you were a serious track day'er you would have a top spec Radical or similar. Focusing on the weight is missing the point.


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