The 458 Italia has earned more than 30 international awards and more keep coming. “Best Performance Engine” and “Best Engine Above 4 Liters” are two of the latest from the International Engine of the Year Awards.
Designed as the sportiest model in the V8 lineup, the 458 delivers. Bold visual character is backed up by bold performance numbers. The 4.5-liter V8 knocks out 562 hp at 9000 rpm, 398 lb-ft of torque at 6000 rpm, and shatters 0-60 acceleration in just 3.3 seconds with a top speed of 202 mph.
America's Robb Report Magazine and Britain's Daily Telegraph declared the 458 Italia "Car of the Year." TV program Fifth Gear offered "Fast Car of the Year."
The 458 Italia received accolades in Italy and Germany, being voted “Sports Car of the Year” by Quattroruote and Auto Motor und Sport.
Numerous other awards have come from the Middle East, China and around the world.
Finally, the 458 Italia continued to prove its global allure when it was dubbed Engine’s "Best Car of the Year" in Japan.
Every Ferrari is the result of an uncompromising design approach that integrates styling and aerodynamic requirements.
DISCOVER THE 458 Italia
The interior developed by Ferrari Centro Stile contains a functional and ergonomic design. Everything of importance to driving faces the driver in a streamlined, intuitive layout.
Under leather trim, two overlapping central aluminum forms house the instruments.
The 458 Italia's steering wheel underscores a continuity with classic Ferrari cues like the aluminum central pad while the removal of any indicator and windshield wiper stalks clusters all controls on the steering wheel.
The center console features a sculptural aluminium casting that houses the F1 gearshift panel and dynamic controls including Launch Control, reverse, and the Auto switch to operate the gearbox in fully automatic mode.
Pininfarina and Ferrari Centro Stile honed the 458 Italia to a compact and aerodynamic shape around the themes of purity, technology, efficiency and lightness. It incorporates the signature characteristics of every car that leaves Maranello. Yet it is also a significant leap forward for our V8 class.
Aerodynamic development in the wind tunnel focused on sculpting the sides and rear bodywork to channel air to the intakes above the tail. The oil coolers for gearbox and clutch are relocated to the rear of the engine compartment.
The car’s powerful character is underlined by the swage line along its side, rising from the front wheel before descending half-way along the door to the rear.
The nose features a single grille opening and two large air intakes for the radiators.
Air is directed both to the radiators and the flat underbody.
The nose also uses two small aero-elastic winglets which deflect at high speed. They generate downforce and improve cooling by channelling air to the radiators.
The 458 Italia's headlights help to create a strong visual stance. The main rotating bi-xenon lights provide low- and high-beam function and follows the Ferrari's movements through curves in the road. Above them, a vertical stack of 20 high-intensity LEDs make up the daytime running lights and turn signals.
The brake ducts form a natural, harmonious intersection where headlight, wheel arch and hood converge. A radiator cooling vent sits atop the front fenders.
Two large air vents for the gearbox and clutch coolers join the circular taillight assemblies at the edge of the rear fenders.
Two keels act as fairings for the rear wheels. Structure between the rear diffusers surround the novel triple exhaust pipes, a styling cue that recalls the legendary F40 and clearly hints at the 458 Italia’s sporty character. From above, a clear screen frames the V8 engine visually.
The exterior's mechanical and functional focus is light weight, a small frontal area to reduce drag, and the lowest possible center of gravity.
The result of this focus is not just remarkable handling, even for a Ferrari, but eye-pleasing proportions between the wheelbase, front and rear overhangs and front and rear track width.
A DRY-SUMP, 90-DEGREE, 4.5-LITER, 562-HP JEWEL.Read more
The numbers are impressive: 9000 rpm, 12.5:1 compression ratio, 562 hp, specific power output of 125 hp per liter, a benchmark.
But horsepower means nothing without torque and the 458 Italia delivers torque in abundance. Peaking at 398 lb-ft at 6000 rpm, over 80 percent of it is on tap from just 3250 rpm, giving rapid acceleration from all revs in virtually any gear.
F1 racing technology informs engine component design. Very short piston compression height mimics racing engine practice. Similarly, thin compression rings minimize friction between piston and cylinder liner. Piston skirts wear graphite coating for the same reason.
Two pick-ups extract oil from the cylinder heads and from the front and rear of the engine, while two pick-ups draw oil from below the crankshaft throws. The recovery ducts from the crankcase are interconnected in two groups of four cylinders to create a better, stronger vacuum (11.6 psi) around the crankshaft.
This oil scavenging solution prevents resistance or parasitic loss placed on the rotating crankshaft and pumping pistons by both fluid and aerodynamic drag (windage) inside the engine. The oil pump features variable displacement geometry, reducing the amount of power absorbed at high revs.
The 4.5-liter V8 uses continuously variable timing on both intake and exhaust camshafts. The aluminum intake manifold is lightened by reducing wall thickness. It has short, straight intake tracts for excellent high-rpm airflow and a system that varies geometry throughout the rev range. Three pneumatic throttle valves open or close between both plenums, depending on the engine load, rpm and throttle position.
With Gasoline Direct Injection, high injection pressure (2900 psi) guarantees complete atomization of fuel right up to 9000 rpm, improving performance and fuel economy. The exhaust system gives the thrilling soundtrack owners expect while preventing obtrusiveness.
The exhaust system's light weight comes from lighter metal in certain areas and eliminating the pre-catalyst, yet it still meets emissions standards.
The breakthrough Ferrari gearbox evolves even more in the 458, with gear shifting time - the overlap between opening and closing phases of the two clutches - is zero, removing any interruption of engine torque to the wheels.
Short, evenly spaced gear ratios match the power and torque curves of the 562-hp V8, guaranteeing high torque even at low speeds. The E-Diff electronic differential is now within the gearbox, making a more compact, lighter unit.
An aluminum chassis incorporates aerospace-derived manufacturing and bonding techniques.Read more
The mandate for 458 Italia chassis development was a familiar Ferrari theme: light weight with high stiffness. To that end, new alloys join Ferrari's traditional use of aluminum, along with high-strength, heat-formed extrusions developed in aviation. We improved the structure over the preceding model with torsional rigidity up 15 percent and beam stiffness up 5 percent.Close
EVERY FERRARI IS AN UNCOMPROMISING DESIGN APPROACH THAT INTEGRATES EYE-PLEASING DESIGN AND AERODYNAMIC REQUIREMENTS. COMPACT, AERODYNAMIC LINES UNDERSCORE THE AWARD-WINNING PERFORMANCE.Read more
The 458 Italia nose features a single opening for the front grille and side air intakes that direct air both to the radiators and the flat underbody. Small aero-elastic winglets generate downforce and as speed rises, they deflect to reduce drag.
Oil coolers for the F1 gearbox and clutch units are situated in the tail. Air comes from two intakes on the top of the rear fenders. This arrangement provides a base bleed effect, an aerodynamic function developed by Ferrari for the FXX which reduces drag by feeding the hot air out of the radiators and into the airstream.
Using knowledge gained from the Ferrari F430 GT2, the 458 Italia's flat underbody incorporates air intakes for engine bay cooling. These are positioned ahead of the rear wheels and use pressure differential to channel airflow to the engine bay, while also creating more rear downforce.
Aerodynamic testing using Ferrari's in-house wind tunnel began by using 1:3 scale models. The final shape provides high aerodynamic efficiency and excellent drag (a Cd of 0.33) and downforce figures with 308 pounds of downforce at 124 mph and 793 pounds at top speed.
The 458 Italia's side sills feature keel forms as rear wheel fairings. Rear bodywork between the rear diffusers surround the novel triple exhaust tail pipes, recalling the legendary F40. A clear screen above the engine frames it to the outside world.Close
THE BEST ENGINE IN THE WORLD IS NOTHING WITHOUT A SUPPORTING CAST. THE 458 ITALIA OFFERS TOP TALENT IN CHASSIS, BRAKING AND DYNAMICS.Read more
The 458 Italia's chassis is just as advanced and far-reaching as its jewel-like engine. Since 2008, we've fit Brembo carbon-ceramic brakes to every Ferrari. The 458 Italia wears six-piston aluminum front brake calipers with 15.6-inch discs and 14.1-inch discs in the rear that far surpass even the highest performance expectations, stopping from 62 mph in just 106.5 feet and from 124 mph in only 419 feet. These excellent results are partially due to specific calibration of the ABS for medium and high grip surfaces, and by integrating ABS logic with the E-Diff 3, netting a more accurate reading of vehicle speed, better brake torque control, as well as enhanced vehicle stability.
The 458 Italia's front suspension employs a novel double-wishbone arrangement with an L-shaped lower wishbone. The rear-facing arm provides greater longitudinal flexibility, improving bump absorption and quieting suspension noise. This also imparts greater transverse rigidity, improving handling.
The new rear multi-link suspension shares these characteristics, too, with less body roll being one overall, tangible result. At the same time, steering is quickened by 30 percent.
The 458 Italia receives the Magnetorheological Suspension Control shock absorber (magnetic damping) system first introduced on the 599 GTB Fiorano. This SCM2 system uses a 50 percent faster ECU and a damper force generation response time of 8 milliseconds compared to the 599's 15 milliseconds.
INTEGRATION OF E-DIFF AND F1-TRAC CONTROL.
With the E-Diff and F1-Trac control married into one unit, communication between the two is now immediate, which improves responsiveness to driver input and improves performance.
A new Power On strategy has been developed for the E-DIff governing traction out of corners. Integrated with F1-Trac logic, it is also connected with the high-performance, high-grip-surface ABS logic.
The E-Diff 3 electronic differential now works in a more integrated manner with F1-Trac, using a series of F1-Trac parameters and evaluations like grip estimation. This occurs in F1-Trac-enabled manettino positions (Sport and Race), and those where it is deactivated (ESC Off and CST Off).
Compared to previous versions, E-Diff 3 delivers improved torque distribution coming out of corners (in Sport, Race, ESC Off and CST Off), translating into improved grip and more progressive handling at the limit. This improves acceleration off of corners by 32 percent compared to previous models and a lap time at the Fiorano test track of just 1 minute, 25 seconds.
THE NEW 4497 CC V8 IS THE FIRST FERRARI DIRECT INJECTION ENGINE TO BE MID-REAR-MOUNTED.
at 9000 RPM
|Type||V8 – 90°|
|Total displacement||4.523 L|
|Horsepower||562 bhp** @ 9000 rpm|
|Torque||398 lbs/ft @ 6000 rpm|
|Front||235/35 ZR20 8.5”|
|Rear||295/35 ZR20 10.5”|
|Overall length||178.2 in|
|Overall width||76.3 in|
|Dry weight||3042 lbs*|
|Weight distribution fr/r||42%/58%|
|Fuel tank Capacity||22.7 gal|
|Maximum speed||>202 mi/h|
|0-62 mi/h||<3.4 s|
|0-124 mi/h||<10.8 s|
|Fuel consumption***||City 13/Hwy 17|
|Gearbox||Dual-clutch, 7-speed F1|
|Electronics||E-Diff3, F1-Trac, high-performance ABS|
|*||With forged wheels and Racing seats|
|**||Including 5 CV of ram effect|
|***||Combined cycle (ECE+EUDC)|