Ferrari F458 Italia kicks the bar over

Ferrari's first all-new mid-engined V8 in more than a decade is also its first not to offer a manual transmission

Apr 16, 2010

Special to the Star

MARANELLO ITALY—“CRRREE-EEAK-KKK!”

That’s the sound of the bar being raised.

Or maybe that should be “SPROING!”

Because the new Ferrari F458 Italia doesn’t just nudge the sports car bar — it catapults it.

While the F458 retains the mid-rear-V8-engined all-aluminum construction basics of its brilliant F430 predecessor, it is in fact the first all-new mid-engined V8 Ferrari since the F360 Modena in 1999.

It arrives in Canada probably in the fourth quarter of 2010. Our pricing hasn’t been established yet, but in England, it is the equivalent of some $60,000 more than the outgoing F430. The F430 currently starts at just around $200,000 in Canada, so expect a starting point around $260,000.

The F458’s engine was developed concurrently with that used in the front-engined California convertible.

A longer stroke (81 mm versus 77.4), which increases displacement to 4490 cc (from 4297), a higher compression ratio (12.5:1 versus 12.2:1) and more revs (power peaks at 9000 r.p.m. versus 7750) are largely responsible for a dramatic increase in power to 570 horsepower (from 460).

The torque gain is somewhat more modest (398 lb.-ft. at 6000 r.p.m. versus 357 at 5000).

There are dozens of details that make this engine special — micro-finished internal parts; three flaps on the variable intake manifold which can be configured four ways to maximize torque depending on engine revs, load and driver demand; dry sump lubrication with a unique crankcase design to minimize pumping and oil splash losses.

But the two most important techie tidbits are direct fuel injection and split-injection, whereby fuel is squirted into the cylinders in two distinct spurts, to optimize output and minimize both fuel usage and emissions.

Interesting to hear Ferrari bragging more about best-in-class CO2 emissions than horsepower.

That said, Ferrari claims the F458 engine has the highest “specific” output (horsepower per litre of displacement) of any current production non-turbo engine.

It’s mated to a seven-speed dual-clutch transmission, again like the California except for one major difference — it’s the only transmission available on the F458, the rear-mounted powertrain having been configured with the DSG in mind (the California, which has only the transmission in the rear, also offers a manual, although the “take rate” is in the single-digit range. Ferrari believes the day of the manual gearbox is over.)

The electronic locking differential is also built right into that same casing.

The suspension — double wishbones front, multi-link rear — is kept under control by magneto-rheological dampers (a.k.a. MagnaRide), whereby the damper fluid’s viscosity can be adjusted instantaneously by application of an electric current to a coil surrounding the damper, allowing the damping to be adjusted as needed by road conditions, driver input or driver preference.

(Can you think of another component in any supercar which is derived from something that debuted on a Cadillac?)

Steering is tightened up considerably, the two turns lock-to-lock ratio suggesting that when you turn the wheel, you’d better be certain that’s where you want to go.

Brembo-designed Carbon Ceramic Material brakes are now standard. They not only improve stopping distances (from 200-to-0 km/h in 128 metres, compared to 140) but also save five kg.

The oily bits are all bolted into a new aluminum structure, said to be stiffer by five per cent in bending and fifteen per cent in torsion.

It is draped in stunning Pininfarina coachwork, which is gorgeous from any angle.

Ferrari so far is conceding the carbon fibre high ground to Lamborghini. Ferrari’s head office communications director, Joanne Marshall, allowed that carbon fibre does save weight (although the Lamborghini Gallardo Superleggera tested here recently weighs about the same as the F458), and is universal in racing cars.

She also said that race cars don’t have to worry about long-term durability. Whether that’s a dig at Ferrari’s archrival or an excuse for being a step behind on this score, only time will tell.

Major external dimensions of the F458 are all within a few mm of the F430, although the new chassis allows more interior room to be carved out. There’s decent room inside for even fairly tall people. And 110 litres of front luggage space and another 40 or so behind the seats is pretty good for a serious sports car, but you and your BFF will still be travelling light.

Comfortably and luxuriously, though. Our test car had the optional sport seats, and while we had to do without power adjustment, the thrones were very comfortable and extra supportive.

As in the F430, the F458’s steering wheel mimics a Formula One wheel, with buttons all over the place.

Primary among them is the “manettino,” which gives the driver five settings which govern various suspension, engine management, gearshift program and electronic chassis control system parameters.

In fact, if “CRRREE-EEAK-KKK” or “SPROING” aren’t the most appropriate single-word descriptions of this car, “integrazione” might be. For more than a decade we have seen gradual computer control takeover of various functions; the F458 perhaps integrates these to a greater extent than any other car.

The ABS works with the e-diff and ESC; a single CPU now governs all powertrain functions, allowing faster interaction between the various system components.

You may decry the reduction of human control of these systems, but the fact is they’re better at what they do than you could ever be.

The manettino will still allow you to switch off all the nanny systems if you really want to help put your body shop operator’s kids through college.

Not wishing to mimic the performance of one of our Continental colleagues who did some high-speed viniculture in one of the F458 press test cars two weeks ago, we generally left the manettino in Sport, with occasional forays into Race (mostly to hear the sound of the unfettered exhaust; there is a quiet mode to help the car pass various drive-by noise regulations).

The flat-plane crankshaft does result in an unusual exhaust note, a flat, metallic “BLAAATTT” that to my ears anyway isn’t as mellifluous or musical as Lambo’s V10.

But as revs rise beyond 7500 r.p.m., it takes on a ultraserious note, suggesting you’d better know what you’re about.

Acceleration is, well, “fierce” might be the operative word: 0-to-100 km/h comes up in less than 3.4 seconds. By the time you hit third gear, Julian Fantino will have locked you away and thrown away the key.

Ms Marshall had warned us about the direct steering — many people oversteer the car on first acquaintance.

I didn’t find it a problem at all. In fact, this may be the best steering ever. It is as if the steering gear is hard-wired into your brain.

I said something similar about the Lambo Superleggera last week; this car is better.

Handling is stunning — we didn’t get any laps of Ferrari’s Fiorano test track as we had hoped, so have to report only on how brave we could be on public roads.

Not very.

At least, nowhere near the limits of this car.

We messed around with another button that decouples the damper setting from the other manettino programs. This allows softer suspension with sportier chassis control settings, since more compliance can result in better handling on pavement that’s less than race-track-smooth.

Again, we didn’t have nearly enough time to evaluate this exhaustively; there were a couple of spots on the byways around this Modena suburb, which is Ferrari’s hometown, where I thought the car got just a bit too soft.

The shift paddles on all Ferraris are fixed to the steering column and shouldn’t be; on the F458, controls for high beam, turn signals and wipers should be fixed to the steering column, and aren’t.

Shift paddle placement is a matter of philosophy and personal taste; both my philosophy and taste say they should be attached to the wheel so they are always where you need them when you want to shift gears. The fact that about 90 per cent of F458 driving can be done while never taking your hands off the wheel rim thanks to the ultra-fast ratio reinforces my preference.

These paddles have been made longer to avoid any problems. To enable this, the steering column stalks that normally handle have been replaced with buttons on that incredibly busy steering wheel.

Maybe you’d get used to this after a while; four hours wasn’t nearly enough to overcome decades of precedent.

As with the suspension settings, I’m more than willing to learn.

Travel was provided to freelance writer Jim Kenzie by the automaker. Jim@jimkenzie.com

Ferrari F458 Italia

PRICE: $260,000 (estimated)

ENGINE: 4.5-litre V8, variable valve timing, double overhead camshafts, four valves per cylinder, direct fuel injection.

POWER/TORQUE: 570 hp/398 lb.-ft.

FUEL CONSUMPTION: Combined highway/urban: 13.3 L/100 km (21 mpg).

COMPETITION: Audi R8 Coupe; Lamborghini Gallardo; Porsche 911 Turbo.

WHAT’S BEST: Sensational looks; spectacular performance; best steering in the world; unbeatable sports car heritage and image.

WHAT’S WORST: Shift paddles should be on the steering wheel; turn signal and high beam controls should not be on the steering wheel; fairly steep learning curve, although it’s well worth climbing.

WHAT’S INTERESTING: It’s the first Ferrari ever not to offer a manual transmission.

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