The engine is a dry-sump 90 degree V8 with a
displacement of 4499 cc and is mid-rear mounted. It is an entirely new
design engineered to reach a maximum of 9,000 rpm - a first on a road
car - with a high 12.5:1 compression ratio and maximum power output of
570 CV. This equates to an outstanding power output of 127 CV/liter, a
new benchmark for a naturally-aspirated production engine.
generous torque available - 540 Nm at 6000 rpm, with over 80 per cent
available from 3250 rpm ensures rapid pick-up from all revs. The
specific torque output of 120 Nm/l is another record.
racing technology influenced the design of the engine components in
order to achieve both performance and fuel consumption objectives and
meet the most stringent international emissions restrictions.
help further reducing internal friction, the cylinder block has four
scavenge pumps: two pick up oil from the cylinder heads and front and
rear of the engine via dedicated oil recovery ducts outside the
crankcase area, and two pick up oil from below the crank throws. The
recovery ducts of the latter are interconnected in two groups of four
cylinders to optimize the scavenge function and create a strong vacuum
(800 mbar) around the crankshaft. This solution prevents the excess of
oil splashing out of the sump and onto the rotating crankshaft and thus
reduces power loss caused by friction. It also reduces losses due to
wind-age caused by the pumping action of the pistons.
oil pressure pump features variable displacement geometry which reduces
the amount of power absorbed at high revs. Lowering the pump's
displacement actually increases the power available at the crankshaft
for the same amount of fuel used.
As is traditional for Ferrari
engines, the new V8 is equipped with continuously variable timing on
both inlet and exhaust cams. The aluminum intake manifold has been
lightened by reducing the wall thickness. It has short, almost straight
inlet tracts to reduce losses and a system that varies the geometry of
the manifold, optimizing the volumetric efficiency throughout the rev
range. This is achieved by incorporating three pneumatic throttle valves
in the central section between the two plenums. The engine mapping
provides four different configurations of the valves for optimum torque
values at all revs.
The use of GDI with Split Injection improves
engine performance by modulating the injection in two phases, increasing
combustion efficiency and the torque at low revs (by up to 5 per cent).
A high injection pressure (200 bar) guarantees adequate pulverization
of the petrol and an optimal air/fuel mix right up to 9000 rpm.
exhaust system has been designed to provide the thrilling soundtrack
owners of Ferrari's V8s are used to whilst also guarantee high levels of
acoustic comfort. One of the exhaust main objectives is to reduce
weight. The catalytic converter is attached to the central section of
the exhaust by a flexible element to reduce the amount of vibration
transmitted and to thus allow thinner metal to be used. Similarly the
pre-catalytic converter has been eliminated, lowering overall weight and
reducing back pressure whilst still respecting strict Euro 5 and LEV2
One of the important innovations on the 458 Italia is the introduction
of the 7-speed F1 dual-clutch gearbox which guarantees faster yet
smoother changes. The technology is based on the independent management
of even and odd gears which are pre-selected using two separate input
The gear shifting time (the overlap between the opening
and closing phases of the two clutches) is zero and thus there is no
interruption of engine torque to the driven wheels. Compared to the
California gearbox, response times have been reduced and the 458 Italia
has specific, sportier gear ratios to match the power and torque curves
of the new V8, guaranteeing high torque even at lower revs. The E-Diff 3
electronic differential has also been integrated into the gearbox,
resulting in a more compact and lighter unit.
Suspension and Steering
The 458 Italia's front suspension employs a new double wishbone set-up
which features an L-shape design for the lower wishbone, with the
rearward facing arm longer than the one in line with the wheel axis to
provide greater longitudinal flexibility. This in turn improves the
car's ability to absorb bumps and it also reduces suspension noise.
greater transverse rigidity enhances handling whereas the new rear
multi-link suspension combined with specific tire development improves
the overall vertical rigidity for less body roll (+35% compared to the
F430). A more direct steering ratio (11.9° compared to the F430's 16.9°,
a reduction of 30 per cent) allows a quicker and more responsive
steering on both road and track.
The 458 Italia also features the
latest, second-generation Magnetorheological Suspension Control shock
absorber system. Compared to the system first introduced on the 599 GTB
Fiorano, SCM2 boasts an evolved ECU (-50 per cent input time) and a
damper force generation time of 8 ms compared to the 599's 15 ms. There
is also a new piston rod bushing in the damper which reduces internal
friction (-35 per cent) for more precise small-bump control and improved
Vehicle Dynamics and Electronics
On the 458 Italia the E-Diff and F1-Trac control
software are integrated in the same ECU to minimize communication times
between the two systems and improve vehicle performance.
new Power On strategy has been developed for the E-Diff. The electronic
differential continuously distributes torque to the rear wheels, both
in Power Off (turning in for the corner) and Power On (accelerating out
of the corner), guaranteeing excellent vehicle stability and control in
all driving conditions and on all surfaces.
In the 458 Italia,
the E-Diff 3 works in a more integrate way with the F1-Trac. It uses a
series of F1-Trac parameters and evaluations (such as estimates of grip)
either in manettino positions in which the F1-Trac is inserted (Sport ?
Race) or in those where it is deactivated (CT Off and CST Off).
Compared to previous versions, E-Diff 3 delivers improved torque
distribution coming out of corners (in Sport, Race, CT Off and CST Off),
allowing enhanced grip, better road holding and more progressive
handling on the limit. The result is an improvement of 32 percent in
longitudinal acceleration out of corners compared to previous models and
a lap time at Fiorano of just 1" 25 seconds.
The modular chassis has a new design. New alloys join the traditional
aluminum, along with high-resistance aluminum extrusions (developed by
the aviation industry) and innovative manufacturing processes, such as
heat-forming. The objective is to keep the weight down for better
performance and handling. The result is a chassis with improved
structural rigidity, with torsion rigidity up 15 per cent compared to
the F430, and beam stiffness up 5 per cent.
Every Ferrari is the result of an uncompromising
design approach that integrates style and aerodynamic. The nose 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 aero
elastic winglets that generate down force and, as speed rises, deform to
reduce the section of the radiator intake and cut drag.
radiators for the F1 gearbox and the dual-clutch are situated in the
tail and air is fed from two intakes on the top of the rear wings. This
solution provides a base bleed effect, an aerodynamic function that was
developed by Ferrari for the FXX and which reduces drag by feeding the
hot air out of the radiators under the nolder and into the slip stream.
The flat unde rbody now incorporates the air intakes for engine bay
The car's sills are characterized by two keel forms
that act as fairings to the rear wheels, while the rear bodywork between
the rear diffusers acts as the surround to the novel triple exhaust
tail pipes, a styling cue that recalls the legendary F40 and gives the
458 Italia's tail an aggressive sporty stance. The engine is visible
below the engine cover, as per the mid-rear V8 Ferrari tradition.
CFD (Computational Fluid- Dynamic) techniques help optimizing the
management and interaction of the internal flows prior to wind tunnel
testing. A high level of aerodynamic efficiency (1.09) has been achieved
through an excellent drag and down force figures (Cd 0.33 and Cl 0.36
respectively) with 140 kg of down force at 200 km/h and no less than 360
kg at top speed.
The front-mounted coolant radiators are
trapezoidal in shape and positioned to minimize the impact of the
internal cooling flows on drag and down force. The oil radiators for the
gearbox and clutch are situated in the tail with air fed from two
intakes on the top of the rear wings.
Brembo carbon-ceramic brakes are standard on all
Ferraris since 2008. The 458 Italia is equipped with 6-pot aluminum
calipers with 398 x 223 x 36 mm discs at the front, and 4-pot aluminum
calipers with 360 x 233 x 32 mm discs at the rear.
458 Italia boasts outstanding braking distances: 100-0 km/h in 32.5
meters; 200- 0 km/h in 128 meters. The result has been achieved thanks
to the development and optimization of the Bosch control and Ferrari's
Pre-Fill logics, which reduced response times by activating the pistons
in the calipers thus minimizing the gap between the brake pad and the
disc as soon as the driver lifts off the accelerator. Great braking
performance are also possible thanks to a specific calibration of the
ABS for medium/high grip surfaces, and by integrating the ABS control
logic with that of the E-Diff 3 to ensure a more accurate estimate of
the vehicle speed and hence better braking torque control, as well as
enhanced vehicle stability.