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The Ferrari
458 Italia, that debuts
today at the IAA Frankfurt
Motor Show, is an 8-cylinder
two-seater berlinetta with a
mid-rear mounted engine, and
represents a genuine break
with the past in terms of
Maranello’s previous
high-performance sports
cars. Designed to fulfil the
expectations and ambitions
of our most passionate
clients, the 458 Italia
continues the Ferrari
tradition of putting the
thrill into driving as a
result of track-derived
technological innovations.
Maranello’s
racing experience can be
felt 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. This is one of the
areas where Michael
Schumacher’s contribution,
right from the early stages
of the project, was of
fundamental importance.
Thanks to a
new 4,499 cc V8 engine,
which punches out 570 CV,
the F1 dual-clutch gearbox
and a 1,380 kg dry weight,
the 458 Italia boasts an
extraordinary weight-power
ratio of 2.42 kg (a
power-weight ratio of 413 CV
per ton). This means it
sprints from 0 to 100 km/h
in under 3.4 seconds and
hits a maximum speed of over
325 km/h.
The 458
Italia delivers superb
vehicle dynamics with an
ideal weight balance for a
mid-rear engined sports car
– 58 per cent rear, 42 per
cent front. Evolved
electronic control systems
also help guarantee maximum
performance in all driving
conditions. Its new
suspension set-up, featuring
twin wishbones with L arms
at the front and a multilink
set-up the rear, is tuned
for ultimate road-holding
and superlative handling.
This, together with a more
direct steering ratio,
ensures the car is extremely
responsive whilst
maintaining superior ride
comfort. As is the
case with the Scuderia’s
Formula 1 single-seaters,
the engineers focused their
efforts on achieving maximum
efficiency right across the
board with this car. The
result is that the Ferrari
458 Italia produces only 307
g/km of CO2 and has a fuel
consumption of just 13.3
l/100 km (combined cycle), a
benchmark for the entire
segment.
Aside from
the work done to reduce both
internal friction in the
engine and overall weight,
this result is has been
achieved thanks to
aerodynamic research which
focused on cutting drag and
maximising downforce. The 458
Italia is thus a synthesis
of technological innovation,
creative flair, style and
passion, a combination of
characteristics for which
Italy as a nation is
renowned. Ferrari’s
Chairman, Luca di
Montezemolo, chose to pay
homage to this fact by
adding the name of the car’s
homeland to the traditional
figure representing the
displacement and number of
cylinders.
Styling
and aerodynamics
Every
Ferrari is the result of an
uncompromising design
approach that integrates
styling and aerodynamic
requirements. The
Pininfarina design features
compact, aerodynamic lines,
underscoring the concepts of
performance-oriented
efficiency that inspired the
project. The nose
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 intake and cut
drag.
The oil
radiators for the F1 gearbox
and the dual-clutch are
situated in the tail and air
is fed from two intakes on
the top of the rear wings.
This solution provides a
base bleed effect, an
aerodynamic function that
was developed by Ferrari for
the FXX and which reduces
drag by feeding the hot air
out of the radiators under
the nolder and into the slip
stream. Using experience
gained in aerodynamic
development on the Ferrari
F430 GT2, the flat underbody
now incorporates the air
intakes for engine bay
cooling. These are
positioned ahead of the rear
wheelarches where they use
pressure differences to
efficiently channel air flow
to the engine bay, at the
same time generating more
rear downforce.
The car’s
sills are characterised by
two keel forms that act as
fairings to the rear wheels,
while the rear bodywork
between the rear diffusers
acts as the surround to the
novel triple exhaust tail
pipes, a styling cue that
recalls the legendary F40
and gives the 458 Italia’s
tail an aggressive sporty
stance. The engine, in
mid-rear V8 Ferrari
tradition, is visible below
the engine cover.
Technical
development of the car’s
shaped started using CFD
(Computational
Fluid-Dynamic) techniques
which helped optimise the
management and interaction
of the internal flows prior
to wind tunnel testing. The
latter was carried out on
Ferrari’s rolling road
facility using modular 1:3
scale models. The final
solution chosen ensured
adequate cooling to the
running gear, while, at the
same time, achieving a high
level of aerodynamic
efficiency (1.09) through
excellent drag and downforce
figures (Cd 0.33 and Cl 0.36
respectively) with 140 kg of
downforce at 200 km/h and no
less than 360 kg at top
speed.
The
front-mounted coolant
radiators are trapezoidal in
shape and positioned to
minimise the impact of the
internal cooling flows on
drag and downforce. The oil
radiators for the gearbox
and clutch are are situated
in the tail with air fed
from two intakes on the top
of the rear wings. The hot
air from the radiators
creates a base bleed effect,
venting into the car’s
low-pressure trail below the
nolder and reducing drag.
The air
intakes for engine bay
cooling are situated on the
aerodynamic underbody, where
differences in pressure
channel the air in the most
efficient manner, and are
positioned to increase rear
downforce. Similarly air is
channelled from the front
air dam to the rear diffuser
where the position and
number of the fences has
been developed to optimise
the distribution of the
vortex to improve rear
downforce.
Engine
The engine
is a dry-sump 90 degree V8
with a displacement of 4499
cc and is mid-rear mounted.
It is an entirely new design
engineered to reach a
maximum of 9,000 rpm – a
first on a road car – with a
high 12.5:1 compression
ratio and maximum power
output of 570 CV. This
equates to an outstanding
power output of 127
CV/litre, a new benchmark
for a naturally-aspirated
production engine. The generous
torque available - 540 Nm at
6000 rpm, with over 80 per
cent available from 3250 rpm
– ensures rapid pick-up from
all revs. The specific
torque output of 120 Nm/l is
another record.
The design
of the engine components has
been influenced by the
carry-over of racing
technology – F1 in
particular – for maximum
fluid-dynamic efficiency in
order to achieve both
performance and fuel
consumption objectives, and
meet the most stringent
international emissions
restrictions. The piston
compression height was
reduced as per racing engine
practice. Similarly, thinner
compression rings have been
adopted to minimise friction
between piston and liner. A
graphite coating was applied
to the piston skirt for the
same reason.
To help
further reduce internal
friction, the cylinder block
has four scavenge pumps. Two
pick up oil from the
cylinder heads and front and
rear of the engine via
dedicated oil recovery ducts
outside the crankcase area,
and two pick up oil from
below the crank throws. The
recovery ducts of the latter
are interconnected in two
groups of four cylinders to
optimise the scavenge
function and create a strong
vacuum (800 mbar) around the
crankshaft. This solution
prevents excess oil
splashing out of the sump
and onto the rotating
crankshaft and thus reduces
power loss caused by
friction. It also reduces
losses due to windage caused
by the pumping action of the
pistons. The engine
oil pressure pump features
variable displacement
geometry which reduces the
amount of power absorbed at
high revs. Lowering the
pump’s displacement actually
increases the power
available at the crankshaft
for the same amount of fuel
used.
As is
traditional for Ferrari
engines, the new V8 is
equipped with continuously
variable timing on both
inlet and exhaust cams. The
aluminium intake manifold
has been lightened by
reducing the wall thickness.
It has short, almost
straight inlet tracts to
reduce losses and a system
that varies the geometry of
the manifold, optimising the
volumetric efficiency
throughout the rev range.
This is achieved by
incorporating three
pneumatic throttle valves in
the central section between
the two plenums. The engine
mapping provides four
different configurations of
the valves for optimum
torque values at all revs. The use of
GDI with Split Injection
improves engine performance
by modulating the injection
in two phases, increasing
combustion efficiency and
the torque at low revs (by
up to 5 per cent). A high
injection pressure (200 bar)
guarantees adequate
pulverisation of the petrol
and an optimal air/fuel mix
right up to 9000 rpm. This
feature again results in
better performance and lower
fuel consumption.
The exhaust
system was designed to
provide the kind of
thrilling soundtrack owners
of Ferrari’s V8s are used to
whilst also guaranteeing
high levels of acoustic
comfort. One of the main
objectives with the exhaust
was to reduce weight. The
catalytic converter is
attached to the central
section of the exhaust by a
flexible element to reduce
the amount of vibration
transmitted and to thus
allow thinner metal to be
used. Similarly the
pre-catalytic converter has
been eliminated, lowering
overall weight and reducing
back pressure whilst still
respecting strict Euro 5 and
LEV2 emissions.
Dual-clutch F1 gearbox
One of the
important novelties on the
458 Italia is the
introduction of the 7-speed
F1 dual-clutch gearbox which
guarantees faster yet
smoother changes. The
technology is based on the
independent management of
even and odd gears which are
pre-selected using two
separate input shafts. The
gear shifting time (the
overlap between the opening
and closing phases of the
two clutches) is zero and
thus there is no
interruption of engine
torque to the driven wheels.
Compared to the California
gearbox, response times have
been reduced and the 458
Italia has specific,
sportier gear ratios to
match the power and torque
curves of the new V8,
guaranteeing high torque
even at lower revs. The
E-Diff 3 electronic
differential has also been
integrated into the gearbox,
resulting in a more compact
and lighter unit.
Chassis
The modular
chassis is an all-new
design. New alloys join the
traditional aluminium, along
with high-resistance
aluminium extrusions,
developed by the aviation
industry, and innovative
manufacturing processes,
such as heat-forming. The
aim was to keep weight down
to the benefit of
performance and handling.
The result is a chassis with
improved structural
rigidity, with torsional
rigidity up 15 per cent
compared to the F430, and
beam stiffness up 5 per
cent.
Suspension
The 458
Italia’s front suspension
employs a novel new double
wishbone set-up which
features an L-shape design
for the lower wishbone, with
the rearward facing arm
longer than the one in line
with the wheel axis to
provide greater longitudinal
flexibility. This in turn
improves the car’s ability
to absorb bumps and it also
reduces suspension noise.
Another benefit is in terms
of greater transverse
rigidity which improves
handling. The same
characteristics are shared
by the new rear multi-link
suspension and, combined
with specific tyre
development, overall
vertical rigidity has thus
been improved (+35 per cent
with respect to the F430)
for less body roll, and the
engineers were able to
introduce a more direct
steering ratio (11.9°
compared to the F430’s
16.9°, a reduction of 30 per
cent) which makes for
quicker and more responsive
steering on both road and
track.
The 458
Italia also features the
latest, second-generation
Magnetorheological
Suspension Control shock
absorber system. Compared to
the system first introduced
on the 599 GTB Fiorano, SCM2
boasts an evolved ECU (-50
per cent input time) and a
damper force generation time
of 8 ms compared to the
599’s 15 ms. There is also a
new piston rod bushing in
the damper which reduces
internal friction (-35 per
cent) for more precise
small-bump control and
improved ride comfort.
Vehicle
dynamics and electronics
On the 458
Italia the E-Diff and
F1-Trac control software are
integrated in the same ECU.
This minimises communication
times between the two
systems and, at the same
time, the individual logics
were evolved to improve
vehicle performance. A new Power
On strategy has been
developed for the E-DIff
governing traction out of
corners and is integrated
with the F1-Trac logic, an
evolution in the combined
action of both systems which
is also connected with the
high-performance ABS control
logic, which is specially
set up for high-grip
surfaces.
The
electronic differential
continuously distributes
torque to the rear wheels,
both in Power Off (turning
in for the corner) and Power
On (accelerating out of the
corner), guaranteeing
excellent vehicle stability
and control in all driving
conditions and on all
surfaces. The E-Diff 3 now
works in a more integrated
manner with the F1-Trac,
using a series of F1-Trac
parameters and evaluations
(such as estimates of grip)
both in manettino positions
in which the F1-Trac is
inserted (Sport – Race) and
those in which it is
deactivated (CT Off and CST
Off). Compared to previous
versions, E-Diff 3 delivers
improved torque distribution
coming out of corners (in
Sport, Race, CT Off and CST
Off), which translates into
improved grip, better
roadholding and more
progressive handling on the
limit. The result is an
improvement of 32 percent in
longitudinal acceleration
out of corners compared to
previous models and a lap
time at Fiorano of just 1”
25 seconds.
High-performance ABS
Since the
beginning of 2008 Brembo
carbon-ceramic brakes have
been standard on all
Ferraris. The 458 Italia is
no different and is equipped
with 6-pot aluminium
callipers with 398 x 223 x
36 mm discs at the front,
and 4-pot aluminium
callipers with 360 x 233 x
32 mm discs at the rear. The 458
Italia boasts outstanding
braking distances (100-0
km/h in 32.5 metres; 200-0
km/h in 128 metres) thanks
to the development and
optimisation of the Bosch
control logic and the
evolution of Ferrari’s
Pre-Fill logic, which
reduces response times by
activating the pistons in
the callipers, thus
minimising the gap between
the brake pad and the disc
as soon as the driver lifts
off the accelerator.
Similarly, these excellent
results were achieved thanks
to a specific calibration of
the ABS for medium/high grip
surfaces, and by integrating
the ABS control logic with
that of the E-Diff 3 to
ensure a more accurate
estimate of the vehicle
speed and hence better
braking torque control, as
well as enhanced vehicle
stability.
Interior
design
The Ferrari
Styling Centre set out to
re-interpret Ferrari’s
traditional sports car
interior themes in an
innovative and functional
way. The interior reflects
the design rigour of the
exterior of the car, with
clean, uncluttered forms
that highlight the new
driver-oriented cockpit
inspired by the racing
world. Radically
new and intuitive ergonomics
see the driver set in the
centre of a simple,
streamlined lay-out. The
upper and lower surfaces of
the dashboard are trimmed in
leather while the instrument
binnacle sits atop an
aluminium insert that forms
a single, structural element
housing the satellite pods
and secondary commands. The
original shape of the air
vents was inspired by the
design of Formula 1 exhaust
chimneys in use up until a
few years ago. The slim and
minimalist centre console
features a sculpted
aluminium casting which
houses the F1 panel. This
panel includes the Launch
Control along with the
secondary gearbox controls
for reverse and auto
settings. There is also a
leather-trimmed ergonomic
wrist support for actioning
the F1 panel buttons and the
electric window lifts. The
console also includes two
Alcantara-trimmed storage
trays for small oddments. The door
panel is fitted with side
airbags and its simple sleek
lines are enhanced by the
fact that the demisting
vents for the side windows
are now positioned on the
corners of the dash. There
is additional oddments
storage space in the soft
leather pocket at the bottom
of the door.
Driver-car interface
Working
closely with the Ferrari
Styling Centre, the
engineers have reinterpreted
the positioning of the major
commands to provide a truly
driver-oriented cockpit. All
main controls are now
located directly on the
steering wheel, while
secondary functions are set
in two satellite pods either
side of the dash and the
panel ahead of the driver
includes comprehensive
instrument displays. These
solutions represent an
important safety aspect,
enabling the driver to
concentrate fully on
driving. Similarly this
layout ensures maximum
control of the car in
high-performance driving, an
uncompromising approach that
derives directly from
Ferrari’s F1 experience.
Steering
wheel and dash
In a radical
move that emphasises the
vicinity of Ferrari’s road
cars to its F1 cars, the
steering-column mounted
stalks have been eliminated
and all the major commands
are now on the steering
wheel for maximum vehicle
control at all times. The 458
Italia is equipped with a
Racing manettino switch
which is biased towards more
sporting set-ups, giving the
driver a wider selection of
track-oriented electronic
control parameters. In fact
the F430’s ICE setting has
been dropped in favour of
CT-Off which de-activates
the traction control while
maintaining the stability
control.
The
right-hand satellite pod on
the dash incorporates
controls for the
infotainment, while the one
on the left controls the
Vehicle Dynamic Assistance
display on the left-hand TFT
screen. The Vehicle Dynamic
Assistance monitors the
operating parameters of the
most important areas of the
car - engine/gearbox, tyres
and brakes. The VDA is
enabled in the following
manettino settings – Race,
CT Off and CST Off – and
provides visual confirmation
of the status of each
component based on an
algorithm from parameters
reading lateral and
longitudinal acceleration,
revs and speed. This enables
the driver to assess the
ideal operating conditions
for the car. There are three
status settings: WARM-UP
(operating temperature too
low), GO (ideal operating
conditions) and OVER (one or
more components are no
longer at their optimum
level and need cooling).
Carrozzeria Scaglietti
Personalisation Programme
The
Carrozzeria Scaglietti
Programme allows Ferrari
clients to personalise their
car to suit their own tastes
and requirements. As with
the rest of the range, there
are four main
personalisation areas
dedicated the 458 Italia:
Racing and Track, Exterior
and Colours, Interior and
Materials, Equipment and
Travel. The car’s
sporting character can be
further underlined by
fitting the optional
diamond-finish forged alloy
wheels or the Racing
Superleggero (super
lightweight) seats in
carbon-fibre. Naturally,
there is a virtually
infinite number of trim
combinations available for
the interior, with a choice
between leather,
carbon-fibre and Alcantara. Samples of
colours and materials as
well as virtual
configuration tools are
available to clients at
every Ferrari showroom to
help them choose their
specifications. They may
also request out-of-range
colours and content to
ensure their 458 Italia is
truly unique.
458
Italia Technical
specifications
Dimensions and weight
Overall
length 4527 mm/178.2 in
Overall
width 1937 mm/76.3 in
Height 1213
mm/47.8 in
Wheelbase
2650 mm/104.3 in
Front track
1672 mm/65.8 in
Rear track
1606 mm/63.2 in
Kerb weight*
1485 kg/3274 lb
Dry weight*
1380 kg/3042 lb
Weight
distribution 42% front - 58%
rear
Boot
capacity 230 l/8.1cu ftFuel tank
capacity 86 l/22.7 US
gall./18.9 Imp. gall.
Tyres
Front 235/35
20" x 8.5”
Rear 295/35
20" x 10.5”
Brakes
Front
398x223x36 mm/15.7x8.8x1.4
in
Rear
360x233x32 mm/14.2x9.2x1.3
in
Engine
Type V8 -
90°
Total
displacement 4499 cc/274.5
cu in
Bore/stroke
94x81 mm/ 3.7x3.2 in
Maximum
power 425kW** (570CV**) @
9000 rpm
Maximum
torque 540Nm (398lbs/ft) @
6000 rpm
Specific
output 127 CV/litre/1.55
kW/cu in
Maximum revs
per minute 9000 rpm
Compression
ratio 12.5:1
Performance
Maximum
speed >325 km/h/>202 mph
0-100km/h
(0-62mph) <3.4s
0-200km/h
(0-124mph) 10.4s
0-400m
(0-437 yards) 11.3s
0-1000m
(0-1093 yards) 20.3s
100-0 km/h
(62-0 mph) 32.5 m/106.6ft
Dry
weight/power ratio 2.42
kg/CV/7.16lb/kW
Fiorano lap
time 1’25”
Fuel
consumption and CO2
emissions
Fuel
consumption***(European
market version) 13.3 l/100km
CO2
Emission*** (European market
version) 307g CO2/km
Transmission and gearbox
F1
dual-clutch transmission, 7
gears
Electronics
E-Diff3,
F1-Trac, High-Performance
ABS
*with forged
rims and Racing Seats
**Including
3.7 kW by ram effect
*** ECE+EUDC
combined cycle
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