The 458 Spider is the folding-hardtop convertible version of Ferrari's magnificent 458 Italia
coupe. It offers an open-air experience for those who prefer the wind
in their face and the scream of their Ferrari exhaust as loud as the
bright red paint job.
Mechanically identical in most respects to the Italia, the Spider a
sonorous 4.5-liter direct-injection V8 that shifts through a seven-speed
dual-clutch automated-manual transmission. The V8 cranks out 562
horsepower at a staggering 9,000 rpm and 398 lb-ft of torque at 6,000
rpm, which combines with its 3,153 lbs curb weight to help the 458
Spider scoot to 62 mph in just under 3.4 seconds.
Perhaps even more note-worthy than the performance numbers is the
Ferrari's handling - the car feels like it's hard-wired to the driver's
synapses, responding to control inputs with lightning alacrity yet
remaining extremely forgiving (assuming the stability control isn't shut
off) for less advanced pilots.
Helping to make the 458 Italia's sublime driving dynamics possible is a
rigid, lightweight aluminum chassis that features advanced alloys and
aerospace industry manufacturing and bonding techniques. The suspension
is composed of a twin wishbone/multi-link setup, and an electronic rear
differential helps apportion power so as to make the best of use of
available traction. Standard carbon fiber brakes are extremely
fade-resistant and effective at bringing the 458 Spider down from
extra-legal speeds.
Designed to both save weight and add to the 458 Spider's profile, the
aluminum hardtop can be lowered or raised in just 14 seconds. Ferrari
says that the aluminum roof, the first such application on a
mid-rear-engined sports car, saves around 55 lbs. over a more
traditional cloth roof.
Given that most roofs would hide away where the 458 Spider's V8 engine
resides, certain engineering feats had to be achieved. The roof stows
just ahead of the engine bay and its compact dimensions meant that
Ferrari was able to add a small rear bench for additional luggage
directly behind the front seats. Like the hardtop, the 458 Spider also
offers some storage room under its front bonnet.
Ferrari says that structural modifications mean that the Spider features
the same level of rigidity with the top up or down. Meanwhile, an
adjustable electric windstop keeps unwanted air out of the cockpit.
Ferrari says that normal conversations can be had at up to 124 mph.
Inside, the cabin is a postmodern collection of abstract shapes and
flowing lines. The look isn't for everyone, but materials and
craftsmanship are first-rate. In order to free up real estate for the
large paddle shifters, Ferrari has done away with steering wheel-mounted
stalks and relocated a host of secondary controls to the steering
wheel. This quirky setup is a bit of an acquired taste. Other ergonomic
elements of the 458 are also a bit off-beat, such as a instrument
cluster that displays the navigation system or the speedometer - but not
both at the same time.
Thankfully, important details like the driving position and pedal
placement are superb, and the manettino - a steering wheel-mounted dial
that controls traction, stability control and differential settings - is
simple and prominently placed.
Should buyers want to personalize their 458, Ferrari offers an extremely
wide range of options ranging from different leather upholsteries to
carbon fiber trim to faux-suede touches.
458 Speciale Aperta
Available for a limited time only, the 458 Speciale Aperta ("Open" in
Italian) is significantly lighter than the standard 458 Speciale.
Offered as an exclusive limited-edition model, the 458 Speciale Aperta
packs an upgraded version of the 458's V8 that has been massaged to
churn out 605 horsepower and 398 lb-ft. of torque. With it, the
convertible sprints from zero to 62 mph in three seconds flat.
The 458 Speciale holds the honor of being the most aerodynamic
regular-production Ferrari has ever produced, an achievement partially
accomplished by fitting the car with adjustable spoilers on both ends.
On-track handling is enhanced by Ferrari's Side Slip angle Control (SSC)
system. SSC uses a new algorithm to precisely analyze the car's side
slip, compare it to the car's projected trajectory and work with the
electronic differential and the F1-derived traction control system to
instantly change the torque distribution between the rear wheels.
Michelin Pilot Sport Cup2 tires designed specifically for the Speciale
help keep the extra power in check.
The Speciale A sports an aluminum lid that retracts or raises in just 14
seconds; the price paid for the deployable roof is 110 additional
pounds to cart around. Even so, Ferrari estimates that the car will
rocket to 62 mph in three seconds flat, but we’d likely be able to break
into the twos in a 0-to-60 run with our equipment aboard.
Other carry-overs ported from the fixed-top Speciale include Side Slip
Angle Control, the lines of code for which were developed in part for the LaFerrari mega-ultra-hypercar.
It aims to measure the car’s slip angle in real time, then adjust the
electronic rear differential and stability control based on what it
determines to be the optimum slip angle. (Learn more about how it works,
as well as myriad suspension, steering, and other chassis upgrades, in our 458 Speciale first drive.)
The A also gets the 458 Speciale’s advanced aerodynamic features,
including a flap ahead of the front fascia’s Ferrari logo that sends air
under the car to create more rear downforce at high speeds.
Spring-loaded doors up front open above 105 mph to divert air from the
radiators and through vanes at the corners of the car. The regular
Spider’s three-tip central exhaust becomes a pair of wider-set cannons
to accommodate a big rear diffuser and a motor-actuated drag-reduction
setup that drop from the underside of the rear end to help achieve Vmax.
The coupe can hit 202 mph; no figure has been released yet for the A.
The car makes its debut at the 2014 Paris auto show, and just 499 will
be built. We’re guessing a big-ol’ chunk of the run has already been
spoken for.
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