autoevolution
 

FERRARI 458 Spider Review

OUR TEST CAR: FERRARI 458 Spider 2012

 
FERRARI 458 Spider - Page - 2
The 458 Spider shows us yet another one of its faces for this chapter, with the car proving that it can also be used for trips that would normally be best suited for a Grand Tourer. When you don’t want any drama, you can simply use the manettino to soften things up a bit.

The transmission will bring you to seventh gear quicker than expected and you’ll be cruising at low revs. The valves in the exhaust will calm things down while the gentler throttle mapping of the Spider will allow you to feel no sudden movements. The steering was always ready for this mood, since it’s a bit on the soft side for such a car. In addition to that the suspension will show an amazing passion for ride, not just handling, with this being amplified by the slightly softer settings of the Spider’s dampers.

The aluminum top does a great job at providing both aural and thermal comfort and the aerodynamic assets of the car mean that you can also fold it and still enjoy a peaceful drive at decent speeds.

And it’s not just the technical aspects that allow the car to cater for your coziness needs, the cabin also serves this purpose. The total lack of congestion present inside the 458, as well as the perfect compromise offered by the standard seats will allow you to stay behind the wheel for many hours. The luggage capacity also comes to support this, as you get 230 l (8.12 cu ft) up front and an extra 58 l (2.05 cu ft) behind the seats.

This relaxed driving mode also exposes what can be classified as a weakness of the 458: when you’re not in fighting mode, the car doesn’t quite manage to make you feel all that special. Yes, you are traveling in complete comfort, but there are too little things that remind you of the vehicle’s capabilities. If you want to feel that you’re in one of the best-performing supercars of the moment, you need to shatter this calm drive using a generous throttle application, albeit for only a few seconds.

The 458 has already shown that it can be incredible both in terms of performance and comfort. Ferrari’s V8 supercar would’ve been even more complete if it had managed to make you feel its vibes without having to turn to forward momentum in order to do so.

Ferrari has hidden an impressive level of technology in every area of the 458 and it has also made sure that you don’t feel the systems interfering between you and the car.

It all starts with the aluminum space frame of the vehicle, which uses new joining and heat-forming technologies to create bonds between standard aluminum and high-strength aluminum borrowed from aviation. While the open-top version of the F430 was 40 percent less rigid compared to the coupe, in the case of the 458 Spider the value has dropped to 30 percent. You don’t actually feel this when driving the car, except for the moments when you take it on broken roads.

The most impressive part of the Spider's structure is, of course, the folding aluminum roof. Ferrari brought the flipping principle of the 2005 575M Superamerica back on the table, but this time we have two pieces that require a more compact stowing compartment - about 100 liters. The two rotate backwards and fit nicely on top of the V8 engine in the middle. The roof, which uses Ferrari’s design but is built by Webasto, is 25 kg (55 lbs) lighter than the canvas one on the F430 Spider.

Removing the top has made the Spider only 50 kg (110 lbs) beefier that the 458 Italia, so the car tips the scales at 1,430 kg (3,153 lbs).
The vehicle is connected to the road via double wishbone configuration up front, while at the back we get a multi-link layout. The springs have been taken straight from the Coupe, but the magnetorheological dampers, the second generation used by Ferrari, are a tad softer for the Spider. The car’s 20-inch wheels are wrapped in 235/35 ZR20 (Pirelli) rubber up front and 295/35 ZR20 tires at the back.

The rims conceal a set of Brembo carbon-ceramic brakes that use 15.7-inch rotors for the front axle and 14.2-inch rotors for the rear one. These are controlled by a high performance ABS, while the system also uses a Pre-Fill function: whenever the driver takes his foot off the gas pedal, the pistons in the calipers are activated, thus reducing the response time.

It is now time to move on to the heart of the 458, a 4,499cc 90-degree naturally-aspirated V8 engine that delivers 570 hp at 9,000 rpm and 540 Nm (398 lb-ft) of torque at 6,000 rpm. The unit also dictates the name of the car: 4.5 liters spread across 8 cylinders. When air enters the 458's engine, it is channeled into the combustion chamber using an aluminum intake manifold with tracts that are short and  as straight as possible. This has a variable geometry and offers, for example, 80 percent of the peak torque at 3,250 rpm. Three pneumatic throttle valves are placed in the central section, between the two plenums and the ECU offers four setups for these valves, depending on the revs. Together with the variable timing for both the intake and the outlet valves, the aforementioned features allows the V8 to be extremely flexible.

Once air enters the cylinders, it is mixed with gasoline that comes via a two-stage, direct-injection process that takes the pressure up to 200 bar.

The engineers worked to lower the piston compression height, as well as using thinner compression rings in order to cut the level of friction between the piston and liner. This is also the reason for which the piston skirt comes with a graphite coating. Ferrari reduced the internal frictions of the unit even further by gifting the dry-sump lubrication system of the powerplant with four scavenger pumps. There are dedicated oil recovery ducts outside the crankcase, with these allowing two of the pumps to pick up oil from the cylinder heads and front & rear of the engine. The remaining two pumps pick up oil from under the crank throws, using recovery ducts that generate a vacuum in the proximity of the crankshaft.

This means that the oil will never land on the rotating crankshaft in excess, so power won't be consumed to overcome friction. In addition to this, the engine oil pressure pump uses a variable geometry that takes up less power when the engine is spinning very fast.

Once the combustion process is complete, the gasses exit the vehicle using a lightweight exhaust system. To keep weight down, the pre-catalytic converter has been removed and the catalytic converter uses a flexible element to attach to the central section of the exhaust. - Thinner and thus lighter metal can be used as less vibrations are sent through the flexible element.

The Prancing Horse offers an official efficiency of 11.8 l/100 km (19.9 mpg) and the CO2 emissions sit at 275 g/km, but these values are achieved using the optional HELE (High Emotions, Low Emissions) system. This offers a fuel efficiency increase of up to 10 percent and includes a stop-start feature, on-demand operation for the air conditioning, fuel pump and various fans, as well as specific transmission software.

Speaking of the transmission, the 458 uses a 7-speed wet dual-clutch Getrag gearbox. This is the same unit found in the California, as well as in the Mercedes SLS. Compared to the California, the shift times have been reduced and there new gear ratios.

The 458's gearbox also integrates the E-Diff 3, an electronically-controlled wet-clutch limited slip differential. The F1-borrowed E-Diff uses a multi-disc clutch for each of the rear axles. These clutches are pressed by hydraulic actuators, which come with valves that are controlled by electronics. The amount of power sent to each wheel depends on the gas pedal position, steering angle, independent wheel rotation and yaw rate.

In the case of the E-Diff 3, the same ECU controls both the differential and the Bosch-supplied F1-Trac stability control system. This uses a new Power On algorithm that works with the F1-Trac logic: since the two join forces, the combined effect is greater than the sum of its parts. The system is also linked to the high-performance ABS.

The diff sends power to the rear wheels both when you're in Power Off mode, turning into a bend and in Power On mode, when you accelerate your way out of a corner. Since the E-Diff now works closer with the F1-Trac, it relies on the latter's calculations, such as grip estimates, even when F1-Trac is off - in the manettino CT Off and CST Off settings.

Ferrari tells us that the result is a longitudinal corner exit acceleration increase of 32 percent. This is backed by a Fiorao test track time of 1 minute 25 seconds, extremely close to the Enzo’s 1:24.90 time. The aforementioned time is the Coupe's one, with the Spider adding 0.5s to that.

The Prancing Horse didn't make any compromise when it came to fitting the 458 with technological bits and pieces and also offers a high degree of personalization for the car, be it in Coupe or Spider incarnation.

Some of the standard features on our test car were more enjoyable than others and we'll start from the outside to the interior of the car. We're talking about the keyless entry, as well as the premium leather finish, which is offered for the sport seats, dashboard, doors and center console.

The dashboard buttons allow you to operate a dual-zone climate control system and a sound system that offers Bluetooth and auxiliary in capabilities.

There are also nice safety features that you use during everyday driving, such as the tire pressure monitoring system and the headlights with LED daytime running lights. Mind you, in order to have the full peace of mind needed to use the 458 on a regular basis, you'll have to pay extra. The optional features you should be aiming for are the all-round parking sensors and rear-view camera, as well as the Adaptive Front Lighting system.

Speaking of optional extras, it's simple to define the 458's way when it comes to this. The mechanical ones are very few, the ones for the exterior are comprehensive and the interior features create an endless list for you to browse.

First and foremost, you can top the standard mechanical package of the 458 with a front axle lift system, which is a must. Then, if you want to visit filling stations less often, we'd advise you to go for the HELE efficiency-increasing system. Ferrari also lets you chose a carbon fiber air intake, in order to bring that small but special extra flavor to the tech pack of the 458.

From the list of exterior goodies, we''d start with the body protective film and the carbon fiber finish for various parts. Using the latter will also make your car lighter, while the first will keep it in good visual shape.

Other options that are also worthy of being chosen are the 20-inch forged rims, the run flat tires and the heat insulating windshield. You can choose between a wide range of exterior finishes that fall into thee categories: non-metallic, metallic and historical colors that remind us of the 50s' and 60s'. You can also spend quite some time mixing or matching one of the seven available shades for the brake calipers to the color of the car's body.

Like we said, the interior is the area of the car that really brings one face to face with a labyrinth of options. We'll start with more practical features, such as a Hi-Fi sound system, iPod installation, cruise control and electrochromatic rear-view mirrors. If you want to go for features that bring more noticeable changes, you can opt for carbon fiber racing seats, which come in multiple sizes, a carbon fiber steering wheel with LEDs, as well as for luggage sets for both the trunk and the rear bench.

From this point on, it's all a matter of taste, as you can choose various top notch materials, such as leather, Alcantara and carbon fiber for different parts of the cabin, as well as for the luggage compartment, with two-tone options here and there.

As you've noticed, there are quite a lot of exterior and interior carbon fiber parts to choose from. If you tick all their boxes, you will considerably reduce the weight of your Spider, bringing it closer to a Coupe with no such options. You must be careful about the comfort though, as, for example, the carbon fiber racing seats are not power operated.

Despite the complex story the Prancing Horse tells for this chapter, we can't help notice a few items' unexplainable transition from the standard to the optional list of features.

The perfect example to illustrate comes from the instrument cluster. You get two TFT displays surrounding the rev counter and the sporty part is all there, thanks to the VDA (Vehicle Dynamics Assistance) system. This uses the display on the left, offering you information on the operating temperature of the engine, brakes and tires. There are three stages: "warmup", "go" and "over", with the latter indicating that the car needs to cool down.

Believe it or not, if you also want to have a navigation system on the display on the right, you'll have to pay extra. The same goes for the key: there's a standard keyless entry system, as well as an engine start button, but you still have to put the key in its place within the steering wheel column. This action strays from the ultra-modern feeling offered by other features of the 458.

Ferrari has spent a lot of time developing the aluminum spaceframe of the 458 and special attention was paid to the joining and forming technologies. This doesn't only serve driving purposes, but also a crash safety one. We have to explain that the Spider is 30 percent less rigid than the Coupe, but it does provide the same level of rigidity regardless of the roof's position.

Unlike its predecessor, the 458 Spider doesn't have separated roll-bars. Thus, in the unpleasant event of a rollover, the buttressed behind the passenger cell act as a protection element.

The aforementioned buttresses include two reinforcements that are supported by a cross beam. The latter is responsible for the torsional rigidity of the chassis and it has been redesigned compared to the one in the Coupe. The new layout of the cross beam also provides a storage space behind the rear seats.

The 458's list of passive safety features goes on with four airbags, two frontal ones and two side ones for the torso and head. As for the active safety features, the 458 has an array of driving aids that work together very closely, thus offering reduced reaction times.

We are talking about the F1-Trac stability control, the E-Diff electronically-controlled LSD and the high-performance ABS, as well as the Pre-Fill feature of the braking system. The last one brings activates the cylinders in the calipers whenever the driver lifts off the gas. We'll go on with the LED daytime running lights, a tire pressure monitoring system and optional items such as Bi-Xenon adaptive headlights and run flat tires.

The Ferrari 458 pushes the acceptance of the supercar term past its limits, as it manages to be extremely versatile and fits both a racer's and a businessman’s description of "everyday use".

The Prancing Horse's current V8 model is so fast and responsive that it deserves to be called a benchmark. Acceleration, handling, braking - you name the game and it will be eager to show you that it can beat other supercars at it.

Once you're done pitting it against go-fast machines, it will also be happy to take on Grand Tourers, such is the grace with which it delivers its pace. In fact, it's so comfortable that it's not even afraid of city driving.

Nowadays, as an automaker, you simply can't deliver a car with this level of flexibility using a classical approach, no matter how close to being flawless the mechanical assets of you vehicle are. You have to turn to innovation and this is exactly what Ferrari did. Take any major area of the 458 and you'll be impressed by all the technology it incorporates. And despite all this complexity, the car manages to feel extremely natural, the systems work so quick that, most of the times, you don't even notice them.

Predictably, all the technological and performance training of the vehicle have also brought a significant price boost, so the Spider starts at $257,000, or €226,800 if you live in Europe.

Pricing aside, the 458 also demonstrates that Ferrari is seriously on top of its game at the moment, backing up the carmaker's positive sales figures.

Don't worry though, the Prancing Horse won't be firing its engineers anytime soon, there's still work that needs to be done to make the 458 a perfect, complete supercar.

There are two things that the 458 would need to improve and the technological basis for them is already present on the car. This Ferrari doesn't quite make you feel alive when you're driving it outside the top area of the rev counter, like you often do while you're in traffic. And then there's the fact that you have five manettino settings, but none of them perfectly keeps you away from oversteer. This means that you can't be fully confident when encountering less than perfect driving conditions.

Now that the 458 Italia and the 458 Spider are both on the market, we see the acquisition balance tipping towards the open-top model. Half a second on the Fiorano test track, that's the only thing you lose if you go for the Spider. In exchange, you receive bit more flexibility and brilliant open-top driving sensations, backed up by a sportier exhaust note and a similar comfort level thanks to the clever aluminum folding roof.
THE END
12
56user rating 208 votes
Rate this car!
 
autoevolution Dec 2012
85
History
10
Exterior
8
Interior
7
In the city
8
Open road
9
Comfort
8
Tech facts
9
Gadgets
8
Safety
9
Conclusion
9
56user rating 208 votes
Rate this car!
 
Photo gallery (73)
FERRARI 458 SpiderPrancing Horse Badge on Ferrari 458 SpiderFERRARI 458 Spider taillightFERRARI 458 Spider exhaustFERRARI 458 Spider engine coverFERRARI 458 Spider wheelFERRARI 458 SpiderFERRARI 458 SpiderFERRARI badge on 458 SpiderFERRARI 458 Spider profile with roof upFERRARI 458 SpiderFERRARI 458 Spider rear view with top onFERRARI 458 SpiderFERRARI 458 SpiderFERRARI 458 Spider cabinFERRARI 458 Spider door entry sillFERRARI 458 Spider matricola numbered plaqueFERRARI 458 Spider badgeFERRARI 458 Spider seatsFERRARI 458 Spider leather interiorFERRARI 458 Spider interiorFERRARI 458 Spider steering wheelFERRARI 458 Spider instrumentsFERRARI 458 Spider rev counterFERRARI 458 Spider center consoleFERRARI 458 Spider F1 gearbox controlsFERRARI 458 Spider climate control systemFERRARI 458 Spider audio system controlsFERRARI 458 Spider manettinoFERRARI 458 Spider engine start buttonFERRARI 458 Spider VDA controlsFERRARI 458 Spider electric steering wheel adjustment FERRARI 458 Spider gearshift paddleFERRARI 458 Spider interior lightsFERRARI 458 Spider navigationFERRARI 458 Spider navigation systemFERRARI 458 Spider pedalsFERRARI 458 Spider V8 engineFERRARI 458 Spider engine closeupFERRARI 458 Spider door handleFERRARI 458 Spider headrest FERRARI 458 Spider bootFERRARI 458 Spider paintFERRARI 458 Spider wow factorFERRARI 458 SpiderFERRARI 458 Spider in the cityFERRARI 458 SpiderFERRARI 458 Spider open top driving in cityFERRARI 458 Spider city drivingFERRARI 458 SpiderFERRARI 458 Spider front detailsFERRARI 458 Spider nose lift in actionFERRARI 458 Spider closeupFERRARI 458 SpiderFERRARI 458 Spider rear detailsFERRARI 458 Spider with top onFERRARI 458 Spider profile detailsFERRARI 458 Spider side viewFERRARI 458 Spider front fasciaFERRARI 458 Spider carbon ceramic brakesFERRARI 458 Spider open road speedFERRARI 458 Spider driving with top downFERRARI 458 Spider open top drivingFERRARI 458 Spider black and white photoFERRARI 458 Spider rear detailsFERRARI 458 Spider on mountain roadFERRARI 458 Spider launchFERRARI 458 Spider in roundaboutFERRARI 458 Spider front fascia detailsFERRARI 458 Spider top speedFERRARI 458 Spider speedingFERRARI 458 Spider acceleratingFERRARI 458 Spider launch control