Ferrari 458 Italia: review

The 458 is expected to cost as much as $600,000, or 10 per cent more than the 430.

Stuart Martin road tests and reviews the Ferrari 458 Italia, with a lap at the company’s track in Fiorano.

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.

First Drive: Ferrari 458 Italia

The new Ferrari 458 Italia has supermodel looks, but what’s it like to drive?

The Ferrari 458 Italia is the car tuned by seven-time Formula One champion Michael Schumacher.

The German, regarded by some as the greatest driver of all time, spent roughly 40 hours behind the wheel of the new Ferrari 458 Italia, feeding his unique insights to the engineers based on his considerable experience in car set-up.

That’s no guarantee of success for the latest supercar to wear the legendary Prancing Horse badge, but it’s not a bad start.

Neither is the first impression you get when you see the 458 in the flesh. It looks sensational – more stealth fighter than road car. It’s a cleaner design than the F430.

The big air intakes that dominated the flanks of the F430 have been replaced by more discreet vents on the car’s window sills and under the rear wings.

The vertical daytime running lights add another dash of theatre, while the cluster of three exhaust pipes at the rear looks like a jet’s afterburner.

Step inside and the Ferrari 458 Italia is equally impressive. Other manufacturers like to talk about a driver-oriented, cockpit-feel, but this car delivers. In fact, the passenger is almost cut out of the picture altogether.

There is no conventional centre stack. Instead, there are two screens either side of the giant tacho in the instrument panel. The one on the left has the read-out for the vehicle set-up and (too small) digital speedo, while the one on the right has the sat-nav and audio (there’s no CD player, instead you get a red Ferrari iPod and docking station).

The only buttons within easy reach of the passenger are the air-con controls and the three buttons on the centre console – the launch control, reverse gear selector and auto transmission setting.

In contrast, almost every system in the car is at the fingertips of the driver. There are no indicator stalks, the blinkers are activated by buttons on the steering wheel, as are the headlights and windscreen wipers. It seems a little odd at first, but works well. The driver can also select a softer suspension setting via another button on the wheel, while the trademark “Manettino” switch allows you to choose from five different set-ups.

The rest of the cabin is traditional leather-lined luxury, including supportive racing seats, with great side and thigh support.

Start the Ferrari 458 Italia up, blip the throttle and the intoxicating sound of a thoroughbred V8 fills the cabin.

The Italia’s 425kW V8 sounds surprisingly tame and refined when you’re driving sedately around town. But as with most sports cars these days, the Ferrari has an exhaust bypass flap that opens up as the revs rise. The harder you push the 458, the better it sounds, all the way to an ear-splitting 9000rpm.

But the noise is only a small part of the fun. The acceleration is mind-boggling. Ferrari says the 458 reaches 100km/h in 3.4secs and 200km/h in 10.4secs. After a day driving the car on the track and the open road, we found no reason to doubt those figures.

Some of the credit for the blistering acceleration goes to the Ferrari’s seven-speed dual clutch automatic transmission. The maker decided not to develop a manual transmission for the 458 because it says the dual-clutch delivers noticeably better performance while using less fuel.

The shifts in the Ferrari 458 Italia are razor-sharp and intuitive, with the car downshifting automatically each time you hit the awesome ceramic brakes. Each downshift is accompanied by a wonderful-sounding blip of the throttle, whether you change gears by the paddleshifts or let the 458 do it for you. The car also gargles and spits when you come off the throttle.

A flick of the Manettino really transforms the car from luxury grand tourer to race-car. The Manettino adjusts the car’s suspension, throttle sensitivity, gear shift patterns, brake feel and suspension settings. It also adjusts the sensitivity of the various driver aids, including the traction control, stability control and electronic diff, which distributes torque between the rear wheels to increase drive out of corners.

The suspension and steering are the final pieces in the jigsaw and neither disappoints. As always, we’ll reserve judgment on the ride until we get the car on local roads, but it was impressively well-controlled and comfortable on patchy road surfaces. The strangely named “bumpy road” setting also works well. It’s only available on the sportier settings and it’s designed to improve the tyres contact with the road on rough surfaces.

The setting softens the dampers so the car is less prone to skip about over corrugations.

The Ferrari 458 Italia’s grip was phenomenal, even when driven enthusiastically on wet roads, while body roll was hardly noticeable through corners. The car’s exceptional handling encourages you to push harder at each corner, while the steering is incredibly sharp and direct, adding to the overall feeling of supreme surefootedness.

It may be hideously expensive and unashamedly politically incorrect, but the Ferrari 458 Italia is one truly impressive machine.

Acura ZDX(2010)

The 2010 Acura ZDX will join the coupe-like crossover later this year. Staying true to the Acura ZDX prototype model that debuted at the 2009 New York Auto Show in April, the production ZDX will feature the key design highlights of a panoramic glass roof, hidden rear door handles and bold fender flares.

Along with head-turning styling, the ZDX will boast outstanding performance from its 3.7-liter V-6 engine mated to an all-new 6-speed automatic transmission. The 3.7-liter SOHC V-6 all-aluminum engine will generate 300 horsepower and 270 lb-ft of torque for immediate acceleration response, outstanding low- and mid-range torque and superior high-rpm power. The 6-speed automatic transmission with steering wheel mounted paddle shifters gives the ZDX excellent acceleration while also enhancing fuel economy.

Acura ZDX Prototype

A prototype of the provocative Acura ZDX luxury four-door sports coupe made its world debut at the New York International Auto Show. The production version of the dramatically styled prototype goes on-sale in the fall of 2009. The ZDX is designed to break new ground for Acura in the areas of provocative styling, contemporary luxury and meticulous refinement.

British Ferrari supercar

The new car will take on Ferraris and Porsches and is the brainchild of top designer Lee Noble.

He is setting up the new company – Fenix Automotive Ltd – to sell the mid-engined V8 motor.

Designer of the Ferrari-beating Noble M12 and Noble M400, the Leicestershire wizard is already deep into development of his all new car.

Tantalisingly, he says the Fenix will trounce all his previous creations!

What’s more, Noble says it will sell for a relative bargain price – less than £75,000. That’s despite a promised ability to shoot from 0-100mph in under 7 seconds.

‘Our new car will offer buyers performance and dynamics that they’d normally have to spend well over £100,000 to experience,’ said Noble – ‘but at a far more affordable price.

‘It will combine simplicity, strength and agility, while its 2-seat, closed body will ensure sensible levels of refinement for road use.’

The new Fenix will hit the market towards the end of 2010, where its ‘amazing practicality’ will be revealed. Noble also says it will be useable on the road as well as on the track.

Ferrari 458 Italia, F430 Replacement

The 458 Italia is the latest incarnation of the mid-rear engined berlinetta and will be unveiled at the next Frankfurt Motor Show. The Ferrari 458 Italia is a massive leap forward from the previous mid-rear engined F430. The Ferrari 458 Italia is a completely new car from every point of view – engine, design, aerodynamics, handling, instrumentation and ergonomics. The Ferrari 458 Italia, as is now traditional for all Ferrari’s road-going cars, benefits hugely from the company’s Formula 1 experience. The Ferrari 458 Italia’s interior gets a new layout and a revolutionary ergonomic interface where the main controls are all clustered on the steering wheel.

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. The new 4499 cc V8 is the first Ferrari direct injection engine to be mid-rear mounted. 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% of which is available from 3250 rpm.

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. 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 Ferrari 458 Italia reaches 0-100 kmph acceleration in under 3.4 seconds and a maximum speed in excess of 325 km/h. The supercar offers extremely rapid turn-in and body control whilst maintaining superior ride comfort. The ECU 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.

Review: Ferrari 458 Italia

A 570bhp mid-engined sports car from Ferrari would have been enough to satisfy most but the 458 Italia happens to be gorgeous as well.

There are lots of highly desirable destinations for a car budget of over £150,000 but with this package of engineering and design, Ferrari has assembled a compelling case for sending it to Maranello.

Like any car manufacturer, Ferrari has had its ups and downs over the years. There are models which are revered as classics and those which are routinely shunned but in recent times, it’s been on something of a roll. Enzo, F430, 612, 599, even the California was warmly received by those who appreciated the need for it. It looked like the brand could do no wrong but was it building towards crescendo or catastrophe? The answer came as the covers fell from the 458 Italia and applause surged in the air.

It’s interesting that the period which may soon be looked back on as one of Ferrari’s greatest took place at a time when supercar manufacturers were under increasing strain. Growing environmental concerns and, latterly, major financial upheaval are not the preferred back drops against which to retail high performance sportscars costing north of £150,000. In the build-up to the arrival of the 458, Ferrari must also have been feeling the squeeze from a number of rival products dropping into the top end of the sports car market. Lamborghini, Aston Martin and Mercedes-Benz were all flexing their muscles in the sector and McLaren had announced its MP4-12C follow-up to the mighty F1. Looking at these factors and then at the 458 Italia, the only reasonable conclusion is that Ferrari thrives under pressure.

Mounted at the heart of the 458 is a phenomenal V8 engine. Based on the same block as the unit in this car’s F430 predecessor, it’s boosted to a 4.5-litre capacity and revs to a spine-tingling 9,000rpm. The maximum power output of 570bhp is achieved on that rev limiter and it’s enough to transport the 458 through the 0-62mph sprint in 3.4s. Guaranteeing the car’s supercar status are the facts that it will pass 124mph in 10.4s and reach a top speed on the scary side of 200mph.

Power is sent from the mid-mounted engine to the rear wheels via Ferrari’s double-clutch gearbox marshalled by wheel-mounted paddle shifters – there’s no manual option. Helping to get it all onto the road efficiently is the highly advanced e-diff electronic differential and the F1-Trac traction control system found in the 599. The braking system uses carbon ceramic discs gripped by 6-pot aluminium callipers on the front and four-pot items on the rear. It’s enough to get the 458 from 62mph to a standstill in a little over 32 meters.

"Mounted at the heart of the 458 is a phenomenal V8 engine?."

It’s a sad reality that most people will never drive a Ferrari 458 Italia and will have to make do with marvelling at it on magazine covers and motorshow stands. It’s a beautiful car, so there are worse ways to while away some time but there’s also function in its exquisite form. Stylists Pininfarina sculpted the bodywork around the various cooling and aerodynamic constraints laid down by the engineers.

The rubber wings inside the frontal air-intake are designed to deform at high speed, closing off the radiator for improved aerodynamics. At lower speeds when more cooling is needed, they allow the air in and it exits through the wing vents at the side of the avant-garde front light clusters. The gearbox and clutch are cooled by the intakes on the elegantly elongated tail, with the air exiting through its mesh sections. Signature styling features include the windscreen that plunges down below the bonnet line and the trio of exhaust pipes flanked by the super aggressive rear splitter. In total, the 458 bodywork produces 140kg of downforce at 124mph with a drag coefficient of just 0.33Cd.

The interior is pared down and intensely focused on the business of driving. Steering column stalks have been eliminated, with the controls placed on the steering wheel itself along with the engine start button and the settings for the stability control system. There’s a definite Formula One feel to the wheel as a result, but owners won’t be able to take it off and carry it around with them.

The market for sportscars costing over £150,000 isn’t particularly vibrant at the moment but the 458 Italia should have the requisite wow factor to compete with the best of the rest. The Ferrari name still carries enormous weight and there will be little chance of its profile waning while it can churn out products like this. McLaren, Mercedes-Benz, Aston Martin, Porsche and Lamborghini all have vehicles that could be deemed alternatives to the 458 and that’s a buying decision that any petrolhead would give their eye teeth to be able to make.

>>Click here to take a test drive in the latest models

Options for the 458 are more numerous than you might think. Buyers can specify diamond finish forged alloy wheels or super lightweight carbon fibre seats. Then there are numerous accessories and features arranged under the headings ‘Racing and Track’, ‘Exterior and Colours’, ‘Interior and Materials’ and ‘Equipment and Travel’. Where there’s most scope for personalisation is in the almost infinite number of possible trim combinations for the interior. Your Ferrari dealer will wheel out a vast catalogue of different material and colour choices to adorn the car’s cabin.

Astronomical probably won’t do the 458 Italia’s running costs justice but little issues like servicing, parts, fuel and insurance will be an irrelevance to the majority of this car’s owners. These days, even Ferrari must make some kind of offering at the alter of the environment and the 570bhp V8 does have variable valve timing, high pressure phased fuel injection and innumerable weight saving measures which help efficiency. There’s no use pretending their primary focus isn’t to help make the 458 go like stink though. For the record, official combined economy is 13.3mpg and CO2 emissions are 307g/km

Ferrari’s enviable recent record of producing mind-blowing sportscars looks to be in safe hands with the 458 Italia. The stunning bodywork isn’t merely an exercise in automotive art, it’s sculpted around the machine’s need for downforce, cooling, balance and grip. The intensely driver-focused cabin with its F1-esque steering wheel hints at the car’s potential but it’s when that needle hits 9,000rpm and the V8 is giving up its 570bhp in full that the 458 will reveal what it’s truly made of.

2010 Acura TL details and picture gallery

By adding an available manual transmission to the TL SH-AWD® model, Acura will further up its game for performance minded TL drivers who prefer the winding route over the direct route, Acura announced today. Available next fall for the 2010 model year, will be a TL SH-AWD® with 6-speed manual transmission and numerous modifications to enhance vehicle dynamics.

"The new manual transmission equipped TL SH-AWD® really allows the enthusiast driver to take full advantage of the performance of Acura's SH-AWD® system," said Dick Colliver, executive vice president of sales, "Not only is the new manual transmission model the best performing Acura TL ever, it is the top handling performer among every vehicle in its class."

The availability of a 6-speed manual transmission for the 2010 TL SH-AWD® represents the first time Acura has ever paired its acclaimed Super Handling All-Wheel Drive™ system with a manual gearbox. In addition, the new close-ratio 6-speed manual transmission is approximately 110 lbs lighter than the Sequential SportShift automatic transmission to further benefit acceleration, braking and cornering. The 6-speed manual transmission is an all-new design that is substantially stronger than the previous generation TL manual transmission. In addition to using a more rigid aluminum case and heavier-duty internals, the new manual transmission employs precisely selected gear ratios based on the characteristics of the TL's new 3.7L V-6 engine and SH-AWD® drivetrain. New gear synchronizers deliver improved shift accuracy and feel, and a short-throw shifter assembly generates confident shifting combined with low shift effort.

Acura engineers also designed an entirely new clutch system for the new 6-speed manual transmission to withstand the TL's robust power output while also improving modulation for noticeably easier use. The new self-adjusting, dual-mass clutch delivers extremely constant pedal effort throughout the entire stroke of the pedal. By keeping the effort linear, the driver has improved feel that results in better clutch interaction. The TL SH-AWD® 6MT has a specially calibrated Hill Start Assist system that helps prevent the vehicle from rolling backwards when the driver switches from the brake to the accelerator while stopped on a hill. When the road incline exceeds an 8-degree threshold and the vehicle is fully stopped, Hill Start Assist automatically activates. When Hill Start Assist is active, the brakes automatically hold for one second as the driver's foot transitions from the brake to the accelerator pedal. The brakes are automatically released when the vehicle begins to move forward.

The 2010 TL SH-AWD® 6MT has exclusive suspension tuning via special coil spring and shock absorber rates tuned for flatter cornering with reduced pitching motions under acceleration and braking. The front dampers incorporate 5-percent more tension damping during low piston speeds to generate improved turn-in feel. In addition, the front dampers generate 14-percent less high speed compression damping which helps improve ride quality.

The TL SH-AWD® 6MT employs firmer engine and transmission bushings that better resist engine and/or transmission movement during spirited driving. Engine side mount bushing stiffness increases by 80-percent, front mount rate increases by 17-percent, rear hydro mount firmness increases by 50-percent and the transmission upper mount is stiffened by 100-percent.

For 6-speed manual transmission applications, special heavy-duty front driveshafts are used. In addition to being 2-percent larger in diameter, the driveshafts have a larger inboard spline size and team with more heavy-duty CV joints.

The TL SH-AWD® fit with the new 6-speed transmission will also benefit from exclusive Electronic Power Steering (EPS) tuning. Just as with the TL SH-AWD® with Sequential SportShift 5-speed automatic, the EPS delivers low steering effort for parking maneuvers that progressively firms up as speed increases.

With the 6-speed manual transmission TL SH-AWD®, the EPS system is further tuned to deliver a slightly heavier feel as speed increases thus generating more confident mid- to high-speed driving dynamics. The addition of a manual transmission, an all-new clutch system and suspension changes yield an 88 lb. reduction in overall vehicle weight. The weight reduction not only delivers improved performance, but also generates a more favorable front/rear weight bias. Compared to an automatic transmission equipped TL SH-AWD®, the 6-speed manual version improves weight distribution by 1-percent thus generating a 58/42 ratio versus the 5AT's 59/41 ratio.

Acura offers a full line of technologically advanced performance luxury vehicles through a network of 270 dealers within the United States. The 2009 Acura lineup features five distinctive models including the RL luxury performance sedan, the TL performance luxury sedan, the TSX sports sedan, the turbocharged RDX crossover SUV and the award-winning MDX luxury sport utility vehicle.