Ferrari 458 Italia Wallpapers

Ferrari 458 Italia Wallpaper

Ferrari 458 Italia Side View

Ferrari 458 Italia

Ferrari 458 Italia Sport Car

Ferrari 458 Italia Wallpapers

Ferrari 458 Italia Wallpaper

Ferrari 458 Italia Side View

Ferrari 458 Italia

Ferrari 458 Italia Sport Car

First Drive: 2010 Subaru Outback

Before there was such a thing as a CUV, there was a jacked-up four-wheel drive wagon called the Subaru Legacy. A few special editions later, the Legacy Outback edition birthed the stand-alone Subaru Outback in 1995. The precedent was set, establishing the wagon as polymath, master of numerous disciplines: durability, capability, wide range, ease of use and maintenance on-road and off. The styling, however – well, you weren't really buying a Subaru for its styling. Autoblog went to Montana to drive the fourth-generation 2010 Subaru Outback, and all we needed was one look to realize there's finally a Subaru for the rest of us. Then we drove it, and it just got better.

Subaru might be less known for the character of its cars than for the kinds of characters who buy them. The Japanese automaker does its job so well that when someone says "I own a Subaru," it rarely comes as a surprise – your internal dialogue replies, "Ah, of course you do... that explains a lot..." While that might be something to chortle at, Subaru has done so well with its cars and its characters that the company has posted the lowest sales decline of any automaker this year at just 0.8%. It also sold more cars in the U.S. in June of this year than it did in June of 2008, one of only two makers to do so.

What does one do after it succeeds? Keep working. And with the 2010 Outback, Subaru went to work on everything, but it's the styling that makes the biggest impact. See, Subaru wagons are not unlike camels: When you need a ride that can go out and stay out, enduring with little-to-no assistance over testing terrain, and keep you comfortable along the way, you can't go wrong with a Subaru. Or a camel. It's just neither are stylistically compelling.

To our eyes, that's changed with the 2010 Outback. It will certainly attract the brand's usual characters; but much more importantly, it has character. It's not a lozenge with cladding – it's a properly designed vehicle with significantly contrasting planes, lines and details. So much so, in fact, that our first reaction to it was, "That's a good looking car." Outside of the mid-90s WRC Imprezas, that's a line we've yet to uttered when discussing a Subaru.

It's easy to go astray when trying to make a car's surface more three-dimensional. The Outback doesn't do that. The flares on the hood, the pronounced arch cutouts, the sharpened kink from the greenhouse to the body, along with the Outback's overall increased squareness – not to mention the polygon headlights – works well in photos and even better in person.

You can now get all of that sweet, nutty Subaru-ness in a traditionally handsome package.

None of this is revolutionary; you can see the evolution from the current Outback, and many of the new Outback's features entered the design vocabulary elsewhere. What we're saying is that it's handsome, which means you can get all of that sweet, nutty Subaru-ness in a traditionally handsome package. The come-hitherness of a wild horse that hides the indestructibility of the aforementioned camel makes us say, "Yes." What's more, the good news is shared with everyone: There are three trim lines, but the only stylistic difference between the top line (Premium) and the other two is a different color for the front lower lip.

The other noteworthy exterior design detail is the roof rack. The crossbars can be retracted so they sit flush with the roof rails, then extended when you need to carry something. It's a layout that cuts down greatly on wind noise and it's been designed to fit Subaru models up to ten years old.

The sharpening and edging tool that reshaped the exterior was also used to recraft the interior. The pile-up of roundness found on the outgoing steering wheel has been ditched in favor of contrasting, scalloped arms and larger buttons. The instrument panel follows the same general shape, but instead of curves alone there are hard joints, including where the center stack meets the tunnel, and the detail lines that increase the texture and accentuate the dimensionality. And of all makers, Subaru has come up with an ersatz textured metal trim that actually feels and sounds just like metal.

We only had two tiny quibbles with the cabin – one was the inset area atop the dash that contains the clock and outside temperature. We like the way it looks, but we wished that information was on the eight-inch navigation screen. The other thing was the perforated leather; when paired with the perforated leather inserts in the doors, it just began to look like everything had holes in it. But again, these are tiny quibbles, and they only stood out because everything else was love-it-and-forget-it.

And that's easy to do when the cabin is capacious. The Outback has grown 4.1 inches taller and two inches wider, but is 0.8 inches shorter due to decreased front and rear overhangs. The extra height and width were almost directly translated into nearly 13 more cubic feet of cabin room, with larger front seats providing more head, shoulder and hip room, and an increase by four inches of rear legroom and two additional inches of toe room under the front seats. Unless you belong in the WWE or you're an NBA draft prospect from China, sit in the back of the Outback and your legs will not touch the front seats.

Your freight gets more breathing room as well. The tailgate is wider, the floor is lower, and the packaging of the new double-wishbone suspension combine to add a shade less than one cubic foot of extra cargo room over the current car with the rear seats up, and a tad less than six cubic feet with the rear seats down. Those rear seats, by the way, are one-touch fold-down with a 60/40 split, and also recline. The hauling space behind them can be covered with a retractable tonneau, and when you don't want to mess with the cove you can hide it in the subfloor, accessed by lifting the up the rubber mat and carpet.

Subaru has also added features for occupants. Directly as a result of customer research – and the realization that "We carry a lot of junk in our cars" – the center armrest cubby is larger, the cabin has been filled with bins, and the front visor has a ticket holder (Subaru is based in New Jersey, home of a ticket-fest turnpike). Electronically speaking, every 2010 Outback gets an "Auto" setting for the lights, a telescoping wheel, an electronic parking brake, and a revised Hill Hold Assist that keeps the car motionless until you press on the throttle instead of releasing after a couple of seconds.

The Outback has two flavors of engine and three flavors of transmission, trim level, and AWD. The base engine is the 2.5i, an SOHC four-cylinder powerplant with 170 hp and 170 lb-ft of torque. It's been given new intake and exhaust manifolds so the torque peaks at 400 RPM lower in the rev-range. It's also been fettled to improve gas mileage, returning 19 city and 27 fitted with the new six-speed manual, and 22/29 when it works with the CVT. It can also be certified as a PZEV in all 50 of these United States.

What you get is the ride of a car - not a CUV, and not even a wagon. A car.

The 3.6-liter DOHC is a boxer special that comes from the Tribeca and benefits from being expanded by six-tenths of a liter over the current Outback engine. The numbers jump to 256 hp and 247 lb-ft – with 225 lb-ft available from 2,000 rpm – and it will return 18 mpg on the highway and 25 in the city, fitted to the five-speed automatic transmission – one mpg better than the current car.

The 2.5i can be mated to the six-speed manual and the Lineartronic CVT, while the 3.6 makes do with the five-speed auto. The CVT gets a wide ratio spread and is a chain-driven unit; the chain variator route was taken because it makes the system more compact, reduces friction and improves fuel economy. With the larger, 18.5-gallon tank in the 2.5i, the Subie's range is reported to be 444 miles. The CVT also comes with paddle shifters that create a virtual six-speed transmission, with shifts taking a tenth of a second.

The number one reason people say they buy a Subaru is for the all-wheel drive. Understandably, Subaru touts the fact that all its models are equipped with symmetrical AWD and under normal circumstances the power is split 50/50 at all times, not just to the front wheels and then spread about as needed. The base 2.5i with the six-speed manual gets a continuous AWD setup with a viscous center differential and 50/50 split. Slippage at either set of wheels will send more power to the opposite set. Opt for the CVT and you upgrade to Active Torque Split AWD, an electronically controlled multi-plate clutch system that responds to driving conditions. For the five-speed automatic, the AWD setup is a variable torque distributing planetary gear setup with electric control. This option technically isn't symmetrical: the power split is 45:55 to heighten handling, but it does continuously adjust to driving and road conditions.

As previously mentioned, trim levels come in base, Premium, and Limited. Subaru threw so many things at the base level, though, that even low men on that totem pole can feel good about themselves – the base gets the steering wheel controls, the fold-down and reclining rear seat, electronic parking brake, Hill Holder, automatic lights, Brake Assist, Vehicle Dynamics Control and a 3.5 mm audio jack. Nearly everything else is thrown at the levels above – there are really only two options available for the Premium and Limited trims. By the time you get to the top, the only choices left are adding a power moonroof and the navigation system that comes with a very crisp rear-view camera and the ability to use casual voice commands like "I'm hungry" to find restaurants. Nevertheless, if you're not the kind to be pampered, stick with the Premium and add the All-Weather package if the climate necessitates, and you'll be set for plush.

So. How does it all work together? Very nicely.

The 2.5i is perfectly reasonable. Subaru was able to keep the 2010's weight gain to just 95 pounds over the 2009 model with liberal use of high-strength steel, but the fact remains you're using 170 hp to pull a 3,386-pound car. We won't even bother with 0-to-60 times because Subaru didn't give them to us and (nearly all) Scooby buyers aren't concerned about them anyway, and won't be concerned about the pace as it screams "adequate." Although the car might not giddy up and holler, the CVT transmission is eager to give you what you want. You can put the car in "M" and use the paddle shifters, but you don't need to -- the car doesn't hesitate to find the power band necessary to do what your right foot is instructing, even uphill, and even at nearly a mile-high altitude.

The 3.6 is, not suprisingly, where the action is. The salubrious bump in numbers equates to a felicitious bump in zippiness. Hit the gas and go. Next?

No matter which engine we drove, though, we found the ride and refinement well sorted. The Outback is built on an all-new and more rigid platform, and the engine sits in its new cradle on hydraulic mounts. The Outback's wheelbase is 2.8 inches longer, while out back a double wishbone suspension takes over from the multi-link unit and more stout stabilizer bars are located front and rear. What you get is the ride of a car – not a CUV, and not even a wagon. A car.

Then you make a right turn at the sign for the Continental Divide, where the dirt and ruts and washboard and rocks begin, and it's pure Subaru. The Outback – every model, no matter if it wears 16- or 17-inch wheels – has 8.7 inches of ground clearance. That's half an inch more than the Toyota Venza, the car Subaru sees as prime Outback competition, and the same as a Jeep Wrangler Unlimited and just 0.2 inches less than a Range Rover. The Outback is unfazed by mud, by repeatedly hitting its bump-stops, by 35-degree inclines. Pick your line, pay attention, and drive. The same Subaru experience that has made the company's name in almost every dusty, snowy, icy, yak-tracked corner of the world.

Now for the price: the 2.5i manual will subtract $22,995 from your checking account, $23,995 if you go for the CVT, plus $694 destination. That's thousands less than most of the competition Subaru has identified, such as the Venza and Volvo XC70. To get close to that you'd be looking at a Jetta SE Sportwagon, and then you lose out on the space, ground clearance and AWD. Step up to the base 3.6 and you're in for $27,995. The tippy top 3.6 Limited starts at $30,995, a $1,000 drop from the current, smaller-engined Outback 3.0 Limited, and once you get to $33,995 you're out of factory options. The MSRP on a 3.5-liter V6 AWD Venza is $30,595. You can get features on the Venza that you can't get on the Subaru, such as a tow prep package, smart key and electronic rear gate, but if you want to add a voice-controlled navigation you need the Premium 2 package which lumps $8,205 onto the bill. As for the Volvo, the fully loaded Outback is $4,000 less than the MSRP of the XC70.

And if they've done their typical Subaru job, the 2010 Outback will outlive Methuselah and the only time you'll find a secondhand manual transmission car is at an estate sale.

If you need a very good car and you don't need flash, get the 2.5i with some frills. If you need a very good car and you want a little bit of zip, get the 3.6. Either way, you're buying a terrific piece of equipment that offers the fortitude of a bison wrapped in the appeal of a pony. And finally, you don't have to shop at Whole Foods to do it.

[Source: Autoblog]

Schumacher to return to Ferrari F1 for remainder of season

Yesterday's rumors have been confirmed: Michael Schumacher will take Felipe Massa's place for the remainder of the 2009 Formula One season.

A Ferrari spokesperson said Schumi's return hinges on the seven-time F1 champion's ability to pass the FIA's physical (we doubt that'll be a problem) and he'll be back in full-force on August 23 at the European Grand Prix in Valencia.

Schumacher has been under the employ of Ferrari as an advisor to the team since his retirement in 2006, and although Massa is reportedly well on his way to recovering after sustaining a serious head injury at last weekend's race, Schumacher will take his place for the remaining seven races of the 2009 season.

[Source: BBC Sport]

Electric Toyota iQ to get bespoke body

Earlier this year at the Detroit Auto Show, Toyota surprised the audience by showing off a fully electric version of its diminutive iQ city car called the FT-EV. According to Autocar, a production version of the EV should be on the market by 2010, which, if true, would be an impressive feat indeed. We're not sure how these plans to along with Bill Reinert's assertion that electric cars "just aren't plausible right now," but we're happy to see EV technology progressing at the automaker regardless.

Hiroki Nakajima, chief engineer for the iQ, tells the British motoring mag that the electric iQ – known internally as BEV (Battery Electric Vehicle) – will not share sheet metal with its gas-powered sibling. "We wanted to position the iQ as premium," he said, "but not so the BEV." That being the case, expect the Goldmember-style accents from the concept to be dropped in production form.

Following successful tests of the technology in its plug-in Prius fleet, the BEV will be the first production application of lithium ion batteries in a Toyota and the target range is 93 miles (150km). Charging time is quoted at eight hours, but that's surely dependent on the specific outlet serving up the charge. Power will come from one electric motor per wheel, potentially making this an all-wheel drive electric vehicle.

[Source: Autocar]

Review: 2010 Bentley GTC

The Bentley Continental GT has been lauded and derided for being too much: too powerful, too fast, too easy, too big, too ubiquitous, and yes, too good. The convertible version, the Continental GTC, dismissed its roof but retained the excess. Now, Bentley has worked its "Speed" hocus-pocus in order to create a new variant of everyone's favorite over-the-top drop-top and Crewe's mad scientists have taken a vehicle that's already cranked to eleven and turned it up a notch or two... or three.

Doing anything to make the GTC a more engaging or – dare we say – a better vehicle, is like getting a letter from the man above telling you that Heaven is now 43% improved. Angels have bigger wings and more melodious songs, and the flowing milk and honey is now organic. What do you do with that? In the case of the GTC Speed, we felt it our duty to drive it as hard as possible – a job we're all too happy to tackle. But like that better heaven, the experience is difficult to relate.



No singular element of the hotted-up GTC is magical. Instead, it's about creating a comprehensively improved package. The Speed versions aren't merely badge jobs, they're the culmination of a methodical, holistic approach to advancement. And stylistically, the alterations are subtle – or as subtle as anything with a flying "B" can be. Some would say Bentley's Speed lineup doesn't distinguish itself enough from its non-Speed siblings, but a closer inspection reveals the details are obvious, assuming you know what to look for.

The grille is more upright and square, the lower intake is reshaped, and the mesh benefits from a slightly darker tint. If you absolutely need a chrome grille, it's yours as a no-cost option and the chrome bezels surrounding the headlamps tie it together. In back, you'll find a new rear spoiler that rises to attention during high-speed maneuvers, and below that are wider, twin-rifled exhaust tips and a black lower bumper valance. The only obvious indication that you optioned up your GTC to the hilt comes on the sill plates, which simply read "Speed." Otherwise, there's that delicious three-spoke steering wheel, drilled alloy pedals, and knurled chrome and leather shift lever.



Beneath the aesthetic details, the car has been reengineered. In fact, some of those aesthetic details assist the engineering: the revised front grille improves airflow by 14% to the 6.0-liter, twin-turbocharged W12. The engine, which is under new management, spins more freely thanks to lower friction, lighter-weight components that includes a new crankcase design, camshaft chain, pistons and connecting rods, all of which are covered with a manifold finished in crackle black.

The GTC Speed also hunkers lower by 10 mm in front and 15 mm in back on a redesigned suspension. Specific settings for the springs, dampers, and anti-roll bar were reworked for around-town comfort, and the Continuous Damping Control works to minimize the rolling of that prodigious body. The power steering has been tuned for better feedback (it's still a bit too light for our Rolex-free wrists), and actual response is meant to be enhanced by stiffer rear axle bushings.

Since the point of having more is to be able to do more with it, the GTC Speed's electronic stability program intervenes progressively, and permits more wheelspin when set on Dynamic.



Beyond the standard engineering flourishes are optional touches that, naturally, are both over-the-top and over-the-top expensive. The optional carbon ceramic brakes measure in at 16.5-inches in front, 14-inches out back. The front brakes are an inch larger than those on the Bugatti Veyron, making them the largest discs you can get on a production car. Bentley will tack on another $17,840 to the bill as larger wheels and tires are required to accommodate the upgraded stoppers. Adaptive cruise control is $3,040. A satin paint finish in light or dark gray is $32,360. And the list goes on and on...

But money isn't your concern if you're shopping for a GTC Speed. Luxury is. The Speed gets the Mulliner spec with its diamond-quilted hides, and those massaging seats feel so good that cows likely stood in line to offer up their hides. Bentley's in-dash control system is slowly creeping up on modernity, with fully-integrated iPod and Bluetooth connectivity (at a cost, mind you), but it's still not something we enjoy fiddling with. The aurally concussive, 1,100-watt Naim audio system can be heard from the mesosphere, but be forewarned: Put the wrong track on at the wrong volume, and you'll discover that the volume knob is the gatekey to blown eardrums and rattle nerves.



But obviously, the GTC Speed is more than just a faultless operating theater, a few cosmetic tweaks and a rejiggered suspension. This is a 600-horsepower convertible with 553 lb-ft of torque, capable of running to 60 mph in 4.5 seconds and on to a top speed of 200 mph with the roof up or 195 mph topless. It's the most powerful convertible Bentley has ever made, which is like NASA saying "This is the most powerful Space Shuttle we've ever made. And new for this year, you can have it in Aquamarine or Blue Crystal." But you wouldn't...

Bentley describes the GTC Speed's handling as "agile." And it is. But how the crew from Crewe manipulated the GTC's composure is compelling. Weighing in at 5,478 pounds, the Speed is just 200 pounds shy of a Toyota Landcruiser and just five inches shorter than ToMoCo's off-road titan. In order to create some semblance of handling, we can only assume Bentley kidnapped the muse Agility, strong-armed her into the car, put a well-oiled Walther PPK to her temple and said, "You'll give me everything you've got!" The result is a vehicle that's agile, but it overcomes every natural force in the world to do so.

Massive speed is a blink away. Massive braking, when the ceramic stoppers are cold, comes on even a bit too soon - herky jerky is on the menu until you've worked them in. Once they've had time to warm up and stretch out, the pedal loosens and the GTC delivers clean, linear decelerations.



Assault a corner – and it is an assault – and the GTC Speed responds like the finest English butler: everything is put on hold, including physics and maybe even reason, so it can fulfill your orders. It doesn't care that it's too big, too heavy or too plush to perform the desired maneuver. And frankly, it doesn't care that your requests could border on the immoral. This is what you have asked. And it will deliver... sir. Can you go too far? Of course. But the penalty is a mild case of understeer, and you do have the largest brakes in the world and a tsunami of torque to bring you back. And if you go too far for even that – and that's a terribly long way off – well, we wish you the best in the afterlife... but you probably deserved it.

The GTC Speed has been described as being made for "customers who demand a more focused, open-top driving experience." But let's put "more focus" in perspective: The GTC delivers even more power and poise, physics be damned. It's just as roomy, but its leather isn't diamond-stitched unless you pay extra. The GTC has new, low-friction dampers, but not the suite of engineering changes found on the GTC Speed. But as we said before: the GTC is already ludicrously, impossibly, bafflingly able.



The GTC is phenomenal. Yes, the GTC Speed is more phenomenal, but in the difference between the GTC and the GTC Speed, we're really talking slivers here. They just happen, however, to be slivers of heaven. Fittingly, that sliver will run you nearly $40,000 – the GTC Speed starts at $237,695 – but living a nasty, short, and brutish life in a cruel, cruel world, every little extra bit of heaven counts, no?

[Source: Autoblog]

Officially Official: Ferrari 458 Italia announced!

After months of speculation and spy shots, Maranello has finally revealed the mid-engined V8 replacement for the Ferrari F430. The all-new Ferrari 458 Italia won't be shown in public until September's Frankfurt Motor Show, but the official details were released early this morning. A new direct-injected 4.5-liter V8 ups the ante underhood, pumping out 562 horsepower and 398 lb-ft of torque. The redline? A screaming 9,000 rpm. Eighty percent of the F458 Italia's torque is now available at a low 3,250 rpm, thanks in all likelihood to the new engine's 12.5:1 compression ratio.

As with last year's California, the Ferrari 458 gets a seven-speed dual clutch gearbox that directs power to the rear axle. Much has been done to reduce internal friction within the new V8, in addition aerodynamic drag improvements. As a result, the Ferrari 458 Italia's gas mileage improves to a combined 17.1 mpg (US) on the EU test cycle. As this is a Ferrari, talk of fuel consumption really does seem somewhat pointless, anyway. No mention of incorporating any type of KERS hybrid system has been made thus far. The KERS idea, you'll remember, had taken several spins around the rumormill over the last year or so; maybe that'll materialize at a later date.

Like its predecessor, the Ferrari 458 Italia's aluminum structure helps keep weight under control -- it tips the scales at just 3,042 pounds dry. So, we know you're wondering: How quick is it? Based on specs at least, this new coupe does't disappoint. Acceleration to 100 km/h (62 mph) takes just 3.4 seconds, and this will be the first volume production Ferrari V8 to top the 200 mph barrier, with a top whack of 202 mph. Is it still too early to head to the airport for our flight to Frankfurt in September?

[Source: Ferrari]

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

Dimensions

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%

Engine

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

Tyres

Front 235/35 ZR20 8.5"

Rear 295/35 ZR20 10.5"

Performance

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

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)