Author Chandan B Mallik |  Photography author and Nabeel Ferzan

 

But, there’s one fact that Ferrari can never be discounted for – its race derived technology driven products, innovation and design. While the Italia uses the same modular format all-aluminium chassis as the California’s, Pininfarina design has ensured that it is distinctive in its own right. In fact, the lines of this low slung car are not only pleasing to the eye but they also communicate evidence of the complete departure from the past in its compact aerodynamically inspired profile while underscoring an element of simplicity, efficiency and lightness in the overall package. As it evolves, it is only a millimetre lower than its predecessor, but 14mm wider and 15mm longer, with a wheelbase stretched 50mm with overhangs shorter to match. The front track has been pushed 3mm wider, although the rear is actually narrower. The car’s front features a single opening for the front grille and side air intakes and aerodynamic cues and detailing of this car which can reach speeds up to 325km are obvious to a keen eye. The car’s fluid shape, new flat underbody, specially designed mall aeroelastic winglets on the nose all contribute in generating downforce as much as 140 kg at speeds of 200km/h and above.

The Italia’s interiors talk about the next level – in terms of supercar design with pure driver focused elements such as the leather bound two tone interior, new wraparound dashboard, three dimensional HVAC vents, extra chassis controls, starter button, turn signals and more on the steering wheel [believed to be recommended by Michael Schumacher for that closest to F1 track car feel], low slung sports seats among others. Similar to the outgoing F430, there are no gear shifters, but electronically operated buttons instead neatly settled at the base of the central console. Instrumentation is a mix of analogue and digital, where the digital part of the display can also be programmed to offer all sorts of information needed for a typical track day outing. 

As before, the paddle shifter are mounted to the steering column, whereas most rival models such as the new McLaren MP12 C has them on the steering wheel. Ferrari’s view point is that you should not change gears while the wheel is turned. Plus, by moving all secondary controls to the steering wheel, there is no accidental activation of the wipers or turn signals. Our only niggle with this is that you need to cancel said turn signals after a lane change, as they lack a three-blink feature so it has to be manually canceled at times.

The car’s bonnet is actually the boot which hosts a space saver. However, boot space is virtually absent and perhaps the biggest item you could carry along would be a small back pack. However, between the seat and firewall, there’s some space available for a snug fit briefcase. 

The 4,499cc normally-aspirated 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 [introduced in the F430 with great success], the engine delivers 562hp at 9,000 rpm and which also translates to incredible power output of 125hp litre. This engine has also received top marks from Wards Engine awards [equivalent of engine Oscars] and offers maximum torque of 540Nm at 6,000 rpm, over 80 per cent of which is available from 3,250 rpm. The seven-speed sequential gearbox in this car traces its heritage to the track and the e-diff is now incorporated within the transmission housing to reduce dimensions and weight. The e-diff, F1-Trac traction control and ABS are now controlled by one ECU. Altered gearing suits the extra power and the car’s character, while gear actuation is quicker, claims Ferrari. Even the asymmetric tyres have been specially designed for this car.

Although the 458 is based on the same chassis of the California, it uses a multi-link rear suspension that has been designed for this car specifically with different suspension bushings plus new software and hardware for the Magnetorheological magnetic suspension (SCM2) for more rapid response. This is to ensure that there’s greater roll stiffness and greater lateral and longitudinal integrity., besides the 458’s very distinctive ride charateristics. Stopping power has also improved, with 100km/h to zero in 32.5m, thanks to carbon ceramic brakes and new high-performance ABS.

 

Once you are inside the car, there’s an immediate sense of déjà vu. Part of this I think is to do with the driving position where you not only sit quite low but almost at the outer edge of the car which heightens the sensation of its width. It takes a little while to get accustomed to the haphazardly placed controls on the steering wheel and during the first few kilometers of driving the car in Dubai we were almost disappointed at how easy this car is to drive. It initially sounds a little flat, and feels almost too sensible. But when you decide to go a bit faster the canvas can change dramatically.

I’ve driven the F430 before and its exhaust note sounded like an overgrown sports motorcycle, whereas the 458 sings a more melodious and more complex tune. The bored out engine sounds delicious, utterly intoxicating and encourages you to use every last one of the 9,000 revs that are on tap before you finger-flick the superfast paddle shifter back and engage gears in less than a blink of an eye. One thing I noted in particular is that even at docile speeds of say 100km/h, the engine is ticking at around 3,000rpm and constantly reminding me of the fact that there’s up to 15 per cent more torque at low to medium revs than any F430 variant had, and 80 per cent of it available from 3,250 to 9,000rpm. The second thing that we experienced with the seven-speed transmission is that even at very slow city cruising speeds as low as 73km/h, the top gear still holds and it’s when you abruptly push the throttle that the gears downshift to third without the engine screaming unnecessarily – something which the Maseratis tend to do. What is truly extraordinary is the amount of torque available while still maintaining high levels of power at low revs, thanks to the record 120 Nm/litre specific torque ratio.

It’s great fun to be able to shift through the gears super quick and silky smooth unlike the some cars such as the Aston Martin V8 Vantage S which applies engine braking between the jerky gear shifts. The engine responds with blips and opening of the exhaust baffle plates release that extra power. Even on technically challenging roads one really doesn’t miss the manual transmission at all, reveling instead in the way you can drive the car with both feet and delighting in the instant shifts in both road modes. Actually, one of the nice things about this car is its dual personality. Although it has track genes built in, one would have thought that a racetrack is needed to appreciate the car. While that’s true to some extent but even in normal driving situations, our drive across the UAE’s roads we could manouevre it like a normal sports car by tapping the wheel-mounted button [choosing the appropriate mode] to soften damper response and leaving other job for the Manettino [controls] to go on with.

Although we didn’t go in for the extreme two-track modes [as it could compromise with safety on public roads], if one wanted to experience some G-force thrust, we are happy to note there’s plenty of it, courtesy of extra generous torque on tap. Even in the normal mode, the thrust available is pretty compelling by any measure and car’s road manners are impeccable and quite consistent with its engine note which is frantic [as even idles at higher revs]. While most modern cars are opting more and more electric power steering, it’s still nice to have a bit of old school with the hydraulic set-up. The weight of the steering is marginally felt in low speeds and progressively changes as speeds pick up and offers incredible feedback to the inputs from the driver. The steering is hyper-responsive, intuitive, reacting to mere twitches and so is the accelerator pedal, which spikes the revs and illuminates a set of bright red LEDs atop the steering wheel as you approach the 9,000rpm redline. No supercar is worth its salt if it hasn’t been given the hairpin test. We deliberately chose a route with plenty of those with both on and off cambers thrown in. Whatever was thrown in, the F458 takes it naturally and turns in as eagerly as a kid choosing candy!