Ferrari 458 Italia 4.5 (A) Review
20 May 2011|29,944 views
A common source of entertainment in bar-rooms and school canteens alike is the never-ending saga over which exotic car brand is necessarily 'better', a 'sport' that is then typically substantiated by mind-numbingly tedious tit-for-tat rounds of 'spec' sparring before the contestants come to blows, or they fall to the floor drunk.
Of course, we can never forget the voice at the back that will often pipe up to declare how a modded whatever-mobile is the bane of the supercar elite, but sometimes, the fact of the matter is, who really cares?
There's more to a supercar than just paper qualifications and dynamics; after all, they aren't called exotics for nothing; these aren't merely your run-of-the-mill graduates from the school of hard-knocks.
Supercars possess an ineffable aura of indulgent excess and flamboyance that shrug-off the shackles of mediocrity and 'just-so' ideologies, grabbing eye-balls and souls at every junction. Unlike a sportscar, an exotic evokes strong emotions and new dimensions of envy, respect, awe and admiration all rolled into one fiery package.
Of course, we can never forget the voice at the back that will often pipe up to declare how a modded whatever-mobile is the bane of the supercar elite, but sometimes, the fact of the matter is, who really cares?
There's more to a supercar than just paper qualifications and dynamics; after all, they aren't called exotics for nothing; these aren't merely your run-of-the-mill graduates from the school of hard-knocks.
Supercars possess an ineffable aura of indulgent excess and flamboyance that shrug-off the shackles of mediocrity and 'just-so' ideologies, grabbing eye-balls and souls at every junction. Unlike a sportscar, an exotic evokes strong emotions and new dimensions of envy, respect, awe and admiration all rolled into one fiery package.
 |
To describe them from just a performance perspective would be to miss the point of an exotic entirely. If driving is intended to be your main focus, then any one of the Porsche 911 GT3 or GT2 RS variants should rock your boat nicely.
However, don't be mistaken, this isn't to say a supercar isn't capable of oozing sex on the streets, yet hand any one of the many sportscars out there its a** on a silver platter.
The few brands in the rarefied realms of supercar superstardom are never afraid to push the limits of convention, be it in terms of aesthetics or engineering and often produce results that seem controversial at first.
The persuasiveness of this far-sightedness can sometimes only be validated a few model generations later, when the motoring industry as a whole begins adopting similar cues and starts enjoying some mainstream acceptance.
 |
Exterior
Compared to the aggressive, wedge-shaped silhouettes of the in-your-face Lamborghinis', Ferrari models seem almost sedate and understated, which can be a good thing, especially among the people who feel that less is sometimes more. In spite of this, don't even think the Prancing Horse has become a wall-flower, because we've seen a convoy of Ferraris literally stop traffic, with all manner of audio-visual capturing devices whipped out to record the moment for posterity (and the Internet).
At its first appearance, the 458 Italia did not win many fans with its styling (particularly the headlight treatment), especially since its fanboys were expecting an evolutionary leap in styling over the F430, but instead, the 458 went a step further by revolutionising the segment that was slowly becoming over-run by one too many Lamborghini variants.
Love it or hate it, the 458 Italia is a striking beast that exudes an impression of latent power and athletic grace on the road. It's not so much about any overt sense of unbridled aggression that certain other brands might bodaciously impart, but there's an undercurrent of whirlwind potency about the 458 that isn't easily denied... Nor restrained, for that matter.
As much as we feel that Ferraris are best enjoyed in one of the various shades of red (we're old-school that way!), the high-tech blue-silver livery of the test car certainly suits the car's character to a tee, even though we must confess it took some time for this to sink in.
Compared to the aggressive, wedge-shaped silhouettes of the in-your-face Lamborghinis', Ferrari models seem almost sedate and understated, which can be a good thing, especially among the people who feel that less is sometimes more. In spite of this, don't even think the Prancing Horse has become a wall-flower, because we've seen a convoy of Ferraris literally stop traffic, with all manner of audio-visual capturing devices whipped out to record the moment for posterity (and the Internet).
At its first appearance, the 458 Italia did not win many fans with its styling (particularly the headlight treatment), especially since its fanboys were expecting an evolutionary leap in styling over the F430, but instead, the 458 went a step further by revolutionising the segment that was slowly becoming over-run by one too many Lamborghini variants.
Love it or hate it, the 458 Italia is a striking beast that exudes an impression of latent power and athletic grace on the road. It's not so much about any overt sense of unbridled aggression that certain other brands might bodaciously impart, but there's an undercurrent of whirlwind potency about the 458 that isn't easily denied... Nor restrained, for that matter.
As much as we feel that Ferraris are best enjoyed in one of the various shades of red (we're old-school that way!), the high-tech blue-silver livery of the test car certainly suits the car's character to a tee, even though we must confess it took some time for this to sink in.
The 458 Italia represents as big a leap from the F430 as the F360 must have seemed when it was first unveiled as the successor to the seminal F355 that many still regard as the first of the 'modern' Ferraris.
In contrast to the raw, exposed intakes and muscular aesthetics of the F430 Scuderia (which suddenly seems so brawny in comparison), the 458 almost seems to be a study in simplicity, with its Pininfarina-penned compact and aerodynamic lines seemingly stretched taut over a lean body. Once you get over the awkwardness around the headlights (to our eyes, the Italia is giving the world an evil grimace), it's almost surprising how cleanly styled the 458 is, since everything is now tucked discreetly out of sight.
Like the F355, the nose of the 458 features a single opening for front grille and side air-intakes, with aerodynamic sections and profiles to divert air to the coolant radiators and flat underbody. With the experience gained through the aerodynamic development of the F430 GT2, the flat underbody of the 458 also incorporates air intakes for engine-bay cooling, which have been positioned ahead of the rear wheelarches. The resultant differences in pressure mean airflow can be efficiently channelled into the engine-bay, yet simultaneously generate greater rear downforce.
The oil radiators for the gearbox and dual-clutch are situated in the tail with air fed from two intakes on the top of the rear wings. Adopted from the FXX, the hot air from the radiators creates a base bleed effect, which reduces drag by feeding the hot air out of the radiators under the nolder and into the slip stream.
In contrast to the raw, exposed intakes and muscular aesthetics of the F430 Scuderia (which suddenly seems so brawny in comparison), the 458 almost seems to be a study in simplicity, with its Pininfarina-penned compact and aerodynamic lines seemingly stretched taut over a lean body. Once you get over the awkwardness around the headlights (to our eyes, the Italia is giving the world an evil grimace), it's almost surprising how cleanly styled the 458 is, since everything is now tucked discreetly out of sight.
Like the F355, the nose of the 458 features a single opening for front grille and side air-intakes, with aerodynamic sections and profiles to divert air to the coolant radiators and flat underbody. With the experience gained through the aerodynamic development of the F430 GT2, the flat underbody of the 458 also incorporates air intakes for engine-bay cooling, which have been positioned ahead of the rear wheelarches. The resultant differences in pressure mean airflow can be efficiently channelled into the engine-bay, yet simultaneously generate greater rear downforce.
The oil radiators for the gearbox and dual-clutch are situated in the tail with air fed from two intakes on the top of the rear wings. Adopted from the FXX, the hot air from the radiators creates a base bleed effect, which reduces drag by feeding the hot air out of the radiators under the nolder and into the slip stream.
 |
For those who might still be unaware, transmission duties for the 458 are now handled by a lightning-quick 7-Speed dual-clutch F1 gearbox (like the California, but calibrated to take the 458's engine's characteristics into account). With shift-times of 0.06 seconds in Race, the 430 Scuderia was already no slouch in this department but dual-clutch technology certainly adds a new dimension to the term 'blinding shifts'!
Interior
Like the F430 and even the earlier F360, it never feels unduly claustrophobic inside the 458's cabin. The owners who stand-by these cars as daily drivers are not exaggerating. With its good visibility and intuitive (not to forget, intelligent) ergonomics, the 458 is an exotic that will be an agreeable companion on daily commutes, which really goes to show that it doesn't have to be uncomfortable and impractical before it can be considered an exotic.
Start up the V8 and reality bites hard, but in a pleasant way, in very much the same way a big dog will nip you to indicate a start to play-time, but no blood is drawn... yet!
The 458 is beyond superlatives... it just is. Most other performance cars seem too mundane to be mentioned in the same breath as the 458. Prodding the gas pedal lightly to provoke the peppy V8 brings a small smile to your face since you know this is only a tease, a prelude, if you will, of thunderous things to come.
Interior
Like the F430 and even the earlier F360, it never feels unduly claustrophobic inside the 458's cabin. The owners who stand-by these cars as daily drivers are not exaggerating. With its good visibility and intuitive (not to forget, intelligent) ergonomics, the 458 is an exotic that will be an agreeable companion on daily commutes, which really goes to show that it doesn't have to be uncomfortable and impractical before it can be considered an exotic.
Start up the V8 and reality bites hard, but in a pleasant way, in very much the same way a big dog will nip you to indicate a start to play-time, but no blood is drawn... yet!
The 458 is beyond superlatives... it just is. Most other performance cars seem too mundane to be mentioned in the same breath as the 458. Prodding the gas pedal lightly to provoke the peppy V8 brings a small smile to your face since you know this is only a tease, a prelude, if you will, of thunderous things to come.
As you wriggle your bottom into the snugly supportive carbonfibre reclining sports seats, you quickly pick-up on the evolution of the cockpit through the years, starting with the F360. First-off, the multi-function steering wheel on the 458 is similar to the F430 Scuderia's and the Enzo's, with starter button and manettino toggle taking centrestage.
However, the 458 takes things a step further with a cabin architecture that is centred around the driver, where controls are grouped in 'satellite hubs' that are positioned in relation to the driver depending on their importance, beginning with the steering wheel (starter, manettino, bumpy road mode, gear-paddles etc.) and moving 'outwards' (hi-fi controls, complete vehicle systems etc.).
Keeping company with an oversized rev-counter, the in-dash TFT screen gives you a run-down of vehicle essentials (Vehicle Dynamic Assistance) including the 'go-ahead' (or in some cases, cease-and-desist) to give the car a good caning once everything has reached optimum operating temperatures.
The Drive
Ease-away at a partial throttle and it's amazing how civilised everything is on the Italia. Sound levels and ride comfort aren't of the anti-social variety and a far cry from the F430 Scuderia, which had that hard 'edge' even when travelling at low speeds.
However, the 458 takes things a step further with a cabin architecture that is centred around the driver, where controls are grouped in 'satellite hubs' that are positioned in relation to the driver depending on their importance, beginning with the steering wheel (starter, manettino, bumpy road mode, gear-paddles etc.) and moving 'outwards' (hi-fi controls, complete vehicle systems etc.).
Keeping company with an oversized rev-counter, the in-dash TFT screen gives you a run-down of vehicle essentials (Vehicle Dynamic Assistance) including the 'go-ahead' (or in some cases, cease-and-desist) to give the car a good caning once everything has reached optimum operating temperatures.
The Drive
Ease-away at a partial throttle and it's amazing how civilised everything is on the Italia. Sound levels and ride comfort aren't of the anti-social variety and a far cry from the F430 Scuderia, which had that hard 'edge' even when travelling at low speeds.
 |
At just two turns lock-to-lock, the steering is reactive and razor-sharp, where thought is almost instantly translated into reality, yet never compromises on feel and communication.
Best of all, such directness is intuitive and never uncomfortably sharp that one would worry about the slightest hiccup resulting in a kerb incident. On street, the cornering poise is flat and there's ample communication between road and driver.You would need a lot of road and a full bottle of indiscretion to get into trouble with the 458.
Push harder when the on-board system gives the green light and one is quickly impressed by the car's level of finesse and sophistication.
This is no blunt, brutish instrument to aimlessly blunder around in and hope for the best: instead, the feel of the various controls (pedals, gear paddles, steering wheel) are finely balanced and perfectly weighted to work, which also means it takes precise, deliberate inputs to drive it quickly, since with all the 'safetys' off, this is a car that will bite back hard if a ham-fisted driver is detected.
Open up the throttle a little more and the low growl at slower engine speeds snaps and hardens into an angry, angsty howl that would do The Sex Pistols proud.
The 4.5L engine is eager to please the harder you work it; as it closes in on its red-line, the full cinematic experience is epic, as sight and sound collude to take you on a roller-coaster kaleidoscopic trip-hop journey.
Best of all, such directness is intuitive and never uncomfortably sharp that one would worry about the slightest hiccup resulting in a kerb incident. On street, the cornering poise is flat and there's ample communication between road and driver.You would need a lot of road and a full bottle of indiscretion to get into trouble with the 458.
Push harder when the on-board system gives the green light and one is quickly impressed by the car's level of finesse and sophistication.
This is no blunt, brutish instrument to aimlessly blunder around in and hope for the best: instead, the feel of the various controls (pedals, gear paddles, steering wheel) are finely balanced and perfectly weighted to work, which also means it takes precise, deliberate inputs to drive it quickly, since with all the 'safetys' off, this is a car that will bite back hard if a ham-fisted driver is detected.
Open up the throttle a little more and the low growl at slower engine speeds snaps and hardens into an angry, angsty howl that would do The Sex Pistols proud.
The 4.5L engine is eager to please the harder you work it; as it closes in on its red-line, the full cinematic experience is epic, as sight and sound collude to take you on a roller-coaster kaleidoscopic trip-hop journey.
The shifts are firmly decisive, with upshifts punctuated by a bang-bang-bang as you work your way through the gears. Left in Auto, the shifts are unbelievably closely-spaced and you find yourself doing the tonne in a hairsbreadth.
Needless to say, with 100km/h coming up in under 3.5 seconds, you can rest assured that keeping your foot planted for longer than that on local roads will see you before the traffic-courts judge in no time!
We enjoyed a few quick blitzes and were thankful for the ceramic brake option, which reined the car in quickly and effectively. Unfortunately, we didn't enjoy the pedal feel in the 458 as much as we did with the brand's first ceramic brake application in the F360 Challenge Stradale road-car.
Conclusion
In terms of outright performance, the 458 Italia already ticks all the right boxes, as do all the candidates in this rarefied realm of supercars.
However, an exotic's essence transcends mere paper specifications (or rather, some might say this is the bare qualifying minimum), with factors like aura and soul playing a huge part in its appeal.
The 458 may not be as brash and loud as some prefer it, but nevertheless cuts a breath-taking silhouette that is bound to tug at the heartstrings of even the most disavowed Ferrari enthusiast.
What do you think? Jot down your opinions at the comment box below.
Needless to say, with 100km/h coming up in under 3.5 seconds, you can rest assured that keeping your foot planted for longer than that on local roads will see you before the traffic-courts judge in no time!
We enjoyed a few quick blitzes and were thankful for the ceramic brake option, which reined the car in quickly and effectively. Unfortunately, we didn't enjoy the pedal feel in the 458 as much as we did with the brand's first ceramic brake application in the F360 Challenge Stradale road-car.
Conclusion
In terms of outright performance, the 458 Italia already ticks all the right boxes, as do all the candidates in this rarefied realm of supercars.
However, an exotic's essence transcends mere paper specifications (or rather, some might say this is the bare qualifying minimum), with factors like aura and soul playing a huge part in its appeal.
The 458 may not be as brash and loud as some prefer it, but nevertheless cuts a breath-taking silhouette that is bound to tug at the heartstrings of even the most disavowed Ferrari enthusiast.
What do you think? Jot down your opinions at the comment box below.
A common source of entertainment in bar-rooms and school canteens alike is the never-ending saga over which exotic car brand is necessarily 'better', a 'sport' that is then typically substantiated by mind-numbingly tedious tit-for-tat rounds of 'spec' sparring before the contestants come to blows, or they fall to the floor drunk.
Of course, we can never forget the voice at the back that will often pipe up to declare how a modded whatever-mobile is the bane of the supercar elite, but sometimes, the fact of the matter is, who really cares?
There's more to a supercar than just paper qualifications and dynamics; after all, they aren't called exotics for nothing; these aren't merely your run-of-the-mill graduates from the school of hard-knocks.
Supercars possess an ineffable aura of indulgent excess and flamboyance that shrug-off the shackles of mediocrity and 'just-so' ideologies, grabbing eye-balls and souls at every junction. Unlike a sportscar, an exotic evokes strong emotions and new dimensions of envy, respect, awe and admiration all rolled into one fiery package.
Of course, we can never forget the voice at the back that will often pipe up to declare how a modded whatever-mobile is the bane of the supercar elite, but sometimes, the fact of the matter is, who really cares?
There's more to a supercar than just paper qualifications and dynamics; after all, they aren't called exotics for nothing; these aren't merely your run-of-the-mill graduates from the school of hard-knocks.
Supercars possess an ineffable aura of indulgent excess and flamboyance that shrug-off the shackles of mediocrity and 'just-so' ideologies, grabbing eye-balls and souls at every junction. Unlike a sportscar, an exotic evokes strong emotions and new dimensions of envy, respect, awe and admiration all rolled into one fiery package.
|
To describe them from just a performance perspective would be to miss the point of an exotic entirely. If driving is intended to be your main focus, then any one of the Porsche 911 GT3 or GT2 RS variants should rock your boat nicely.
However, don't be mistaken, this isn't to say a supercar isn't capable of oozing sex on the streets, yet hand any one of the many sportscars out there its a** on a silver platter.
The few brands in the rarefied realms of supercar superstardom are never afraid to push the limits of convention, be it in terms of aesthetics or engineering and often produce results that seem controversial at first.
The persuasiveness of this far-sightedness can sometimes only be validated a few model generations later, when the motoring industry as a whole begins adopting similar cues and starts enjoying some mainstream acceptance.
|
Exterior
Compared to the aggressive, wedge-shaped silhouettes of the in-your-face Lamborghinis', Ferrari models seem almost sedate and understated, which can be a good thing, especially among the people who feel that less is sometimes more. In spite of this, don't even think the Prancing Horse has become a wall-flower, because we've seen a convoy of Ferraris literally stop traffic, with all manner of audio-visual capturing devices whipped out to record the moment for posterity (and the Internet).
At its first appearance, the 458 Italia did not win many fans with its styling (particularly the headlight treatment), especially since its fanboys were expecting an evolutionary leap in styling over the F430, but instead, the 458 went a step further by revolutionising the segment that was slowly becoming over-run by one too many Lamborghini variants.
Love it or hate it, the 458 Italia is a striking beast that exudes an impression of latent power and athletic grace on the road. It's not so much about any overt sense of unbridled aggression that certain other brands might bodaciously impart, but there's an undercurrent of whirlwind potency about the 458 that isn't easily denied... Nor restrained, for that matter.
As much as we feel that Ferraris are best enjoyed in one of the various shades of red (we're old-school that way!), the high-tech blue-silver livery of the test car certainly suits the car's character to a tee, even though we must confess it took some time for this to sink in.
Compared to the aggressive, wedge-shaped silhouettes of the in-your-face Lamborghinis', Ferrari models seem almost sedate and understated, which can be a good thing, especially among the people who feel that less is sometimes more. In spite of this, don't even think the Prancing Horse has become a wall-flower, because we've seen a convoy of Ferraris literally stop traffic, with all manner of audio-visual capturing devices whipped out to record the moment for posterity (and the Internet).
At its first appearance, the 458 Italia did not win many fans with its styling (particularly the headlight treatment), especially since its fanboys were expecting an evolutionary leap in styling over the F430, but instead, the 458 went a step further by revolutionising the segment that was slowly becoming over-run by one too many Lamborghini variants.
Love it or hate it, the 458 Italia is a striking beast that exudes an impression of latent power and athletic grace on the road. It's not so much about any overt sense of unbridled aggression that certain other brands might bodaciously impart, but there's an undercurrent of whirlwind potency about the 458 that isn't easily denied... Nor restrained, for that matter.
As much as we feel that Ferraris are best enjoyed in one of the various shades of red (we're old-school that way!), the high-tech blue-silver livery of the test car certainly suits the car's character to a tee, even though we must confess it took some time for this to sink in.
The 458 Italia represents as big a leap from the F430 as the F360 must have seemed when it was first unveiled as the successor to the seminal F355 that many still regard as the first of the 'modern' Ferraris.
In contrast to the raw, exposed intakes and muscular aesthetics of the F430 Scuderia (which suddenly seems so brawny in comparison), the 458 almost seems to be a study in simplicity, with its Pininfarina-penned compact and aerodynamic lines seemingly stretched taut over a lean body. Once you get over the awkwardness around the headlights (to our eyes, the Italia is giving the world an evil grimace), it's almost surprising how cleanly styled the 458 is, since everything is now tucked discreetly out of sight.
Like the F355, the nose of the 458 features a single opening for front grille and side air-intakes, with aerodynamic sections and profiles to divert air to the coolant radiators and flat underbody. With the experience gained through the aerodynamic development of the F430 GT2, the flat underbody of the 458 also incorporates air intakes for engine-bay cooling, which have been positioned ahead of the rear wheelarches. The resultant differences in pressure mean airflow can be efficiently channelled into the engine-bay, yet simultaneously generate greater rear downforce.
The oil radiators for the gearbox and dual-clutch are situated in the tail with air fed from two intakes on the top of the rear wings. Adopted from the FXX, the hot air from the radiators creates a base bleed effect, which reduces drag by feeding the hot air out of the radiators under the nolder and into the slip stream.
In contrast to the raw, exposed intakes and muscular aesthetics of the F430 Scuderia (which suddenly seems so brawny in comparison), the 458 almost seems to be a study in simplicity, with its Pininfarina-penned compact and aerodynamic lines seemingly stretched taut over a lean body. Once you get over the awkwardness around the headlights (to our eyes, the Italia is giving the world an evil grimace), it's almost surprising how cleanly styled the 458 is, since everything is now tucked discreetly out of sight.
Like the F355, the nose of the 458 features a single opening for front grille and side air-intakes, with aerodynamic sections and profiles to divert air to the coolant radiators and flat underbody. With the experience gained through the aerodynamic development of the F430 GT2, the flat underbody of the 458 also incorporates air intakes for engine-bay cooling, which have been positioned ahead of the rear wheelarches. The resultant differences in pressure mean airflow can be efficiently channelled into the engine-bay, yet simultaneously generate greater rear downforce.
The oil radiators for the gearbox and dual-clutch are situated in the tail with air fed from two intakes on the top of the rear wings. Adopted from the FXX, the hot air from the radiators creates a base bleed effect, which reduces drag by feeding the hot air out of the radiators under the nolder and into the slip stream.
|
For those who might still be unaware, transmission duties for the 458 are now handled by a lightning-quick 7-Speed dual-clutch F1 gearbox (like the California, but calibrated to take the 458's engine's characteristics into account). With shift-times of 0.06 seconds in Race, the 430 Scuderia was already no slouch in this department but dual-clutch technology certainly adds a new dimension to the term 'blinding shifts'!
Interior
Like the F430 and even the earlier F360, it never feels unduly claustrophobic inside the 458's cabin. The owners who stand-by these cars as daily drivers are not exaggerating. With its good visibility and intuitive (not to forget, intelligent) ergonomics, the 458 is an exotic that will be an agreeable companion on daily commutes, which really goes to show that it doesn't have to be uncomfortable and impractical before it can be considered an exotic.
Start up the V8 and reality bites hard, but in a pleasant way, in very much the same way a big dog will nip you to indicate a start to play-time, but no blood is drawn... yet!
The 458 is beyond superlatives... it just is. Most other performance cars seem too mundane to be mentioned in the same breath as the 458. Prodding the gas pedal lightly to provoke the peppy V8 brings a small smile to your face since you know this is only a tease, a prelude, if you will, of thunderous things to come.
Interior
Like the F430 and even the earlier F360, it never feels unduly claustrophobic inside the 458's cabin. The owners who stand-by these cars as daily drivers are not exaggerating. With its good visibility and intuitive (not to forget, intelligent) ergonomics, the 458 is an exotic that will be an agreeable companion on daily commutes, which really goes to show that it doesn't have to be uncomfortable and impractical before it can be considered an exotic.
Start up the V8 and reality bites hard, but in a pleasant way, in very much the same way a big dog will nip you to indicate a start to play-time, but no blood is drawn... yet!
The 458 is beyond superlatives... it just is. Most other performance cars seem too mundane to be mentioned in the same breath as the 458. Prodding the gas pedal lightly to provoke the peppy V8 brings a small smile to your face since you know this is only a tease, a prelude, if you will, of thunderous things to come.
As you wriggle your bottom into the snugly supportive carbonfibre reclining sports seats, you quickly pick-up on the evolution of the cockpit through the years, starting with the F360. First-off, the multi-function steering wheel on the 458 is similar to the F430 Scuderia's and the Enzo's, with starter button and manettino toggle taking centrestage.
However, the 458 takes things a step further with a cabin architecture that is centred around the driver, where controls are grouped in 'satellite hubs' that are positioned in relation to the driver depending on their importance, beginning with the steering wheel (starter, manettino, bumpy road mode, gear-paddles etc.) and moving 'outwards' (hi-fi controls, complete vehicle systems etc.).
Keeping company with an oversized rev-counter, the in-dash TFT screen gives you a run-down of vehicle essentials (Vehicle Dynamic Assistance) including the 'go-ahead' (or in some cases, cease-and-desist) to give the car a good caning once everything has reached optimum operating temperatures.
The Drive
Ease-away at a partial throttle and it's amazing how civilised everything is on the Italia. Sound levels and ride comfort aren't of the anti-social variety and a far cry from the F430 Scuderia, which had that hard 'edge' even when travelling at low speeds.
However, the 458 takes things a step further with a cabin architecture that is centred around the driver, where controls are grouped in 'satellite hubs' that are positioned in relation to the driver depending on their importance, beginning with the steering wheel (starter, manettino, bumpy road mode, gear-paddles etc.) and moving 'outwards' (hi-fi controls, complete vehicle systems etc.).
Keeping company with an oversized rev-counter, the in-dash TFT screen gives you a run-down of vehicle essentials (Vehicle Dynamic Assistance) including the 'go-ahead' (or in some cases, cease-and-desist) to give the car a good caning once everything has reached optimum operating temperatures.
The Drive
Ease-away at a partial throttle and it's amazing how civilised everything is on the Italia. Sound levels and ride comfort aren't of the anti-social variety and a far cry from the F430 Scuderia, which had that hard 'edge' even when travelling at low speeds.
|
At just two turns lock-to-lock, the steering is reactive and razor-sharp, where thought is almost instantly translated into reality, yet never compromises on feel and communication.
Best of all, such directness is intuitive and never uncomfortably sharp that one would worry about the slightest hiccup resulting in a kerb incident. On street, the cornering poise is flat and there's ample communication between road and driver.You would need a lot of road and a full bottle of indiscretion to get into trouble with the 458.
Push harder when the on-board system gives the green light and one is quickly impressed by the car's level of finesse and sophistication.
This is no blunt, brutish instrument to aimlessly blunder around in and hope for the best: instead, the feel of the various controls (pedals, gear paddles, steering wheel) are finely balanced and perfectly weighted to work, which also means it takes precise, deliberate inputs to drive it quickly, since with all the 'safetys' off, this is a car that will bite back hard if a ham-fisted driver is detected.
Open up the throttle a little more and the low growl at slower engine speeds snaps and hardens into an angry, angsty howl that would do The Sex Pistols proud.
The 4.5L engine is eager to please the harder you work it; as it closes in on its red-line, the full cinematic experience is epic, as sight and sound collude to take you on a roller-coaster kaleidoscopic trip-hop journey.
Best of all, such directness is intuitive and never uncomfortably sharp that one would worry about the slightest hiccup resulting in a kerb incident. On street, the cornering poise is flat and there's ample communication between road and driver.You would need a lot of road and a full bottle of indiscretion to get into trouble with the 458.
Push harder when the on-board system gives the green light and one is quickly impressed by the car's level of finesse and sophistication.
This is no blunt, brutish instrument to aimlessly blunder around in and hope for the best: instead, the feel of the various controls (pedals, gear paddles, steering wheel) are finely balanced and perfectly weighted to work, which also means it takes precise, deliberate inputs to drive it quickly, since with all the 'safetys' off, this is a car that will bite back hard if a ham-fisted driver is detected.
Open up the throttle a little more and the low growl at slower engine speeds snaps and hardens into an angry, angsty howl that would do The Sex Pistols proud.
The 4.5L engine is eager to please the harder you work it; as it closes in on its red-line, the full cinematic experience is epic, as sight and sound collude to take you on a roller-coaster kaleidoscopic trip-hop journey.
The shifts are firmly decisive, with upshifts punctuated by a bang-bang-bang as you work your way through the gears. Left in Auto, the shifts are unbelievably closely-spaced and you find yourself doing the tonne in a hairsbreadth.
Needless to say, with 100km/h coming up in under 3.5 seconds, you can rest assured that keeping your foot planted for longer than that on local roads will see you before the traffic-courts judge in no time!
We enjoyed a few quick blitzes and were thankful for the ceramic brake option, which reined the car in quickly and effectively. Unfortunately, we didn't enjoy the pedal feel in the 458 as much as we did with the brand's first ceramic brake application in the F360 Challenge Stradale road-car.
Conclusion
In terms of outright performance, the 458 Italia already ticks all the right boxes, as do all the candidates in this rarefied realm of supercars.
However, an exotic's essence transcends mere paper specifications (or rather, some might say this is the bare qualifying minimum), with factors like aura and soul playing a huge part in its appeal.
The 458 may not be as brash and loud as some prefer it, but nevertheless cuts a breath-taking silhouette that is bound to tug at the heartstrings of even the most disavowed Ferrari enthusiast.
What do you think? Jot down your opinions at the comment box below.
Needless to say, with 100km/h coming up in under 3.5 seconds, you can rest assured that keeping your foot planted for longer than that on local roads will see you before the traffic-courts judge in no time!
We enjoyed a few quick blitzes and were thankful for the ceramic brake option, which reined the car in quickly and effectively. Unfortunately, we didn't enjoy the pedal feel in the 458 as much as we did with the brand's first ceramic brake application in the F360 Challenge Stradale road-car.
Conclusion
In terms of outright performance, the 458 Italia already ticks all the right boxes, as do all the candidates in this rarefied realm of supercars.
However, an exotic's essence transcends mere paper specifications (or rather, some might say this is the bare qualifying minimum), with factors like aura and soul playing a huge part in its appeal.
The 458 may not be as brash and loud as some prefer it, but nevertheless cuts a breath-taking silhouette that is bound to tug at the heartstrings of even the most disavowed Ferrari enthusiast.
What do you think? Jot down your opinions at the comment box below.
Photos by David Khoo
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Car Information
Ferrari 458 Italia 4.5 (A)
CAT B|Petrol|8.5km/L
Horsepower
425kW (570 bhp)
Torque
540 Nm
Acceleration
3.4sec (0-100km /hr)
This model is no longer being sold by local distributor
All Used Ferrari 458 Italia
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