>>Ferrari GT4

Ferrari GT4

Ferrari 208/308 GT4 2+2 Manufacturer Ferrari Production 1973–1980 Predecessor Dino 246 Successor Mondial 8 Class Sports car Body style 2+2 coupe Layout RMR layout Engine 3.0 L V8 (308 GT4) 2.0 L V8 (208 GT4) Related 208/308 GTB & GTS Designer Marcello Gandini at Bertone

The Ferrari 308 GT4 and 208 GT4 were mid-engined V8-powered 2+2 cars built byFerrari. The 308 GT4 was introduced in 1973, supplemented by the 208 GT4 in 1975, and replaced by the Mondial 8 in 1980 after a production run of 2,826 vehicles. It was sold with "Dino" badging (continuing the Dino brand to differentiate non-V12s) until May 1976, when all badging was replaced with "Ferrari" badging.

308 GT4

The 308 GT4 2+2 was a groundbreaking model for Ferrari in several ways: It was the first production Ferrari to feature the mid-engined V8 layout that would become the bulk of the company's business in the succeeding decades, and was the first production Ferrari to feature Bertone (rather than Pininfarina) bodywork. Pininfarina was upset by the decision to give cross-town rival Bertone the design, considering all they had done for Ferrari.

308 GT4 in London

The Dino 308 GT4 was introduced at the Paris Motor Show in November 1973 and featured angular lines entirely different from its curvaceous 2-seater brother, the Dino 246, and later brother, the GTB & GTS. The styling was controversial at the time, with some journalists comparing it to the Bertone-designed Lancia Stratos and Lamborghini Urraco. The 308 GT4 finally gained the "Prancing Horse" badge in May 1976, which replaced the Dino badges on the hood, wheels, and the steering wheel.

The chassis was based on the Dino 246 but was stretched for a 2,550 mm (100.4 in) wheelbase to make room for the second row of seats. The suspension was fully independent and the V8 was mounted transversely.

The 3.0 L (2927 cc) V8 was integrally joined with the gearbox and produced 250 hp (186 kW) in the European version and 230 hp (172 kW) in the American; it had an alloy block and heads with dual overhead camshafts. The induction system had 4 Weber 40 DCNF carburetors.

The 308 GT4 had a total length of 170.1 inches, and a wheelbase of 100.4 inches and weighed 3035 pounds; height was 46.5 inches and width was 70.9 inches.

2,826 308 GT4 coupes were produced between 1973 and 1980. There were 2 series of GT4. The earlier cars featured a twin distributor engine and foglamps mounted in the front valance. Later cars had a single distributor engine, with foglamps mounted behind the front grille.

208 GT4

Ferrari/Dino 208 GT4

Introduced at the Geneva Motor Show in 1975, the 208 GT4 2+2 was a low-displacement version of the V8 produced for the Italian market where there was a tax break on cars under 2 litres. The engine was de-bored to (66.8x71 mm) 2.0 L (1991 cc) V8, resulting in the smallest production V8 in history for a road car.

Power output was 180 hp (126 kW) at 7,700 rpm for a top speed of 137 mph (220 km/h). Smaller Weber 34 DCNF carburetors, a lower final drive ratio and skinnier tires completed the technical changes for the 208. Chrome (rather than black) accents outside and the lack of fog lights were external visual indicators of the smaller-engined GT4. Inside the 208 GT4 featured a black rather than silver dash facing.

The 208 GTB replaced the 208 GT4 in 1980.

Specifications

Engine Type: rear, transverse, 90° V8

Bore/stroke: 81 x 71 mm

Unitary displacement: 365.86 cc

Total displacement: 2926.90 cc

Compression ratio: 8.8 : 1

Maximum power: 188 kW (255 hp) at 7700 rpm

Power per litre: 87 hp/l

Maximum torque-

Valve actuation: twin overhead camshafts per bank, two valves per cylinder

Fuel feed: four Weber 40 DCNF carburetors

Ignition: single spark plug per cylinder, two coils

Lubrication:wet sump

Clutch:single-plate

Chassis: Frame tubular steel

Front suspension: independent, unequal-length wishbones, coil springs over telescopic shock absorbers, anti-roll bar

Rear suspension: independent, unequal-length wishbones, coil springs over telescopic shock absorbers, anti-roll bar

Brakes: discs

Transmission: 5-speed + reverse

Steering: rack-and-pinion

Fuel tank: capacity 80 litres

Front tyres: 205/70 VR 14

Rear tyres: 205/70 VR 14

Bodywork Type: 2+2 coupé

Performance

Top speed: 250 km/h

Dimensions and Weights

   European        North American

Overall Length 4300 mm / 169.3 in 4495 mm / 177.0 in

Overall Width 1710 mm / 67.3 in 1710 mm / 67.3 in

Overall Height 1210 mm / 47.6 in 1210 mm / 47.6 in

Wheelbase 2550 mm / 100.4 in 2550 mm / 100.4 in

Front Track 1460 mm / 57.5 in 1460 mm / 57.5 in

Rear Track 1460 mm / 57.5 in 1460 mm / 57.5 in

Dry Weight 308 1360 kg / 2998 lb 1450 kg / 3197 lb

Dry Weight 208 1305 kg / 2876 lb

Optional Equipment

Series 1 Series 2

Electric windows •

Metallic paint • •

Heated rear window •

Leather interior • •

Tinted glass •

Wide wheels • •

Air conditioning • •

Sunroof • •

Boxer paint finish • •

Paint Colours

Solid colours Code

Rosso Chiaro 20.3.90

Rosso Dino 20.3.350

Blu Scurro Dino 20.A.357

Azzurro Dino 20.A.349

Verde Germoglio 20.G.465

Giallo Senappe 20.Y.464

Nuovo Giallo Fly 20.Y.490

Giallo dino 20.Y.348

Bianco Polo Park 20.W.152

Nero N/A

Bleu Montecarlo N/A

 : Mettalic Colours Code

Verde Pino N/A

Verde Medio N/A

Blu Dino N/A

Blu Sera N/A

Azzurro Metalizzato N/A

Marrone Dino N/A

Grigio Ferro N/A

Oro Chiaro N/A

Argento Auteil N/A

Rosso Rubino N/A

Note

Optional 'Boxer' colour scheme had matt black lower body (code 20.8.50 plus 20.T.380 matt laquer).

Upholstery Colours

Cloth / vynil Code

Red -

Beige -

Tan -

Black -

Navy Blue -

Leather Code

Grigio VM3393

Nero VM8500

Beige VM4208

Crema VM3997

Rosso VM3171

Blu VM3282

Carpets Code

Nero 80

Rosso 81

Testa di Moro 83

Blu 84

Bruciato 85

Tool Kit

Bag 1

Carburettor Spanner

Range of 8 open-end spanners, 6-22 mm

Pliers, 180mm long

Flat-blade screwdriver, 120 mm long

Flat-blade screwdriver, 150 mm long

Philips scredriver, 4 mm dia.

Philips scredriver, 5-9 mm dia.

Spark plug spanner

Short extension for exhaust gas

-analyser for rear manifold for cylinders 1,2,3 (North American / Australia only)

Bag 2

Scissor-type jack with ratchet drive

Wheel nut spanner

Alternator belt

Air conditioning compressor belt (where installed)

Air pump control belts(North American / Australia only)

Emergency hazard warning triangle (European only)

Set of fuses

Set of bulbs

Spark plugs (2)

>>Ferrari Mondial

Ferrari Mondial

Ferrari Mondial

Manufacturer	Ferrari
Production	1980–1993 6,884 produced
Assembly	Modena, Italy
Predecessor	Ferrari 208/308 GT4
Class	mid-engined
Body style	2+2 Coupe 2+2 Cabriolet
Related	Ferrari 208/308 GTB & GTS Ferrari 328 Ferrari 348

The Ferrari Mondial is a 2+2 coupe automobile produced by Ferrari from 1980 through 1993. It replaced the angular 208/308 GT4. The "Mondial" name came from Ferrari's history — the famed 500 Mondial race car of the early 1950s. Despite its predecessor being Bertone styled, the Mondial saw Ferrari return to Pininfarina for styling. It was sold as a mid-sized coupe and, eventually, a cabriolet. The Mondial was conceived as a 'usable' model, offering the practicality of four seats and the performance of a Ferrari. The car had a slightly higher roofline than its stablemates, with a single long door either side, offering easy access and good interior space, reasonable rear legroom, while allround visibility was excellent.

The Mondial was produced in fairly high numbers for a Ferrari, with more than 6,800 produced in its 13-year run, and was one of Ferrari's most commercially successful models. The car body was not built as a monocoque in the same way as a conventional car; the steel outer body was produced by the famous Italian coachbuilder Carrozzeria Scaglietti, just down the road in nearby Modena, built over a lightweight steel box-section space frame. The engine cover and rear luggage compartment lids are in light alloy. The seats and interior were trimmed in Connolly hide, contrasting with the body color. Most cars were painted rosso red, but some were black or silver, and a few were dark blue.

The Mondial was the first Ferrari car where the entire engine/gearbox/rear suspension assembly was mounted on a detachable steel subframe, making engine removal for a major rebuild or cylinder head removal much easier than it was on previous models. Unusually, the handbrake is situated between the driver's seat and the inner sill. Once the handbrake is set it drops down so as not to impede egress and ingress. Instead of the conventional "H" shift pattern, the gearbox has 1st gear situated in a "dog leg" to the left and back, behind reverse. This pattern allows quicker gear shifts between 2nd and 3rd gear, and also between 4th and 5th.

Mondial 8

Mondial 8

Production	1980–1982
Engine	3.0 L FI V8

The Mondial was introduced as the Mondial 8 at the 1980 Geneva Auto Salon. It was the first Ferrari to depart from the company's familiar 3-digit naming scheme and was fairly mild, relative to other Ferraris, in terms of performance drawing criticism from the motoring press. It used a mid/rear-mounted Bosch K-Jetronic fuel injection V8, shared with the 308 GTBi/GTSi, mounted transversely. The engine was originally used in the 1973 Dino 308 GT4. The K-Jetronic system is mechanical, with a high pressure pump which streams fuel continusly to the injectors; it does not have a computer, just a few relays to handle the cold start sequence etc. The chassis was also based on the 308 GT4, but with a 100 mm (3.9 in) longer wheelbase at 2,650 mm (104.3 in). The suspension was the classic layout of unequal-length double wishbones & Koni dampers all around.

The Mondial 8 is considered one of the marque's most "practical" vehicles, due to its 214 hp (160 kW), proven drivetrain, four seats, and relatively low cost of maintenance (major services can be performed without removing the entire engine/transmission subframe).

Mondial Quattrovalvole

Mondial QV (Quattrovalvole)

Production	1982–1985
Engine	3.0 L 4v V8

The first Mondial engine, although a DOHC design, used just two valves per cylinder. The 1982 Quattrovalvole or QV introduced a new 4-valve head, the combustion chamber design was purportedly based on the early 80s F1 engine. Again, the engine was shared with the contemporary 308 GTB/GTS QV, and produced a much more respectable 240 hp (179 kW).

Mondial Cabriolet

A new Cabriolet bodystyle was added for 1983. Body styling remained the same as the coupé variant, with the roof maintaining the 'buttress' design of the roof, though the Cabriolet required the rear seats to be mounted closer together laterally. The introduction of the Cabriolet saw the popularity of the Mondial rise, particularly in the American market, where the convertible body style was highly desirable. The Cabriolet has the added distinction of being the only 4-seat, mid-rear engine, convertible automobile ever manufactured in regular production.

3.2 Mondial

3.2 Mondial

Production	1985–1989
Engine	3.2 L Tipo F105CB 4v V8

Like the new 328 GTB, the Mondial's engine grew in both bore and stroke to 3.2 L (3185 cc) for 1985. Output was now 280 hp (201 kW).

Available in both Coupe and Cabriolet forms, styling was refreshed with restyled and body-coloured bumpers, similar to the 328 with more integrated indicators & driving lamps, and new wheels with a more rounded face. The 3.2 also boasted a major interior update, with a more ergonomic layout & a more rounded instrument binnacle, later cars sported ABS (1987 onwards). Fuel injection remained the primarily mechanical Bosch K-Jetronic (CIS) with an o2 sensor in the exhaust providing feedback to a simple computer for mixture trimming via a pulse modulated frequency valve that regulated control fuel pressure. Ignition system was Marelli Microplex, with electronic advance control and one distributor per bank of the V8. The 1988 Mondial 3.2 would be the final model year that retained the relatively low maintenance costs of the 308/328 drivetrain, allowing major service items like timing belt and clutch replacement to be performed with the engine/transmission package still in the car.

Mondial t

Mondial t

Production	1989–1993
Engine	3.4 L Tipo F119 V8
Transmission	5-speed manual Valeo auto-manual

The final Mondial evolution was 1989's Mondial t (Coupe and Cabriolet). It was a substantially changed model, "spearhead of a new generation of V8 Ferraris", according to Road & Track magazine. It was visually different from preceding Mondial models, the most recognisable being the redesign of the air intakes to a smaller, neater rectangular shape. The door-handles were of a visually different design and, along with the bumpers, became body coloured, whilst a painted black band was added around the bottom of the body.

Mondial t coupe.

The 't' called attention to the car's new engine/transmission layout: the previously-transverse engine was now mounted longitudinally whilst the gearbox remained transverse, thus forming a 't'. By adopting this layout, a longer engine could be mounted lower in the chassis, improving handling dramatically. The 't' configuration was used by Ferrari's Formula One cars of the 1980s, and would be the standard for the marque's future mid-engined V8 cars, beginning with the 348, introduced later in the year. The transverse gearbox was fitted with a Limited Slip Differential with a twin-plate clutch design with beveled gears driving the wheels. Later in production, a Semi-automatic transmission termed "Valeo" was available as an option; while shifting was by means of a traditional gear lever, the clutch was actuated automatically without a clutch pedal. The engine was up to 3.4 L (3405 cc) and 300 hp (224 kW). The engine was now controlled by Bosch Motronic DME 2.5 (later DME 2.7) electronic engine management that integrated EFI and ignition control into a single computer unit. Two of these were used in the car: one for each bank of the engine. Engine lubrication was upgraded to a dry-sump system.

The Mondial's chassis would underpin a new generation of 2-seat Ferraris, right up to the 360, but the 2+2 Mondial would end production just four and a half years later in 1993. However, the "t" layout of the engine and transaxle, adapted from Ferrari's Formula One cars, continues to be used in mid-engined V8 model Ferraris to date, albeit with a more sophisticated chassis. The new layout saw the engine and transmission mounted on a removable subframe; the assembly could be removed through the underside of the vehicle for maintenance. This is necessary for timing belt replacement, making this a costly procedure for the owner who does not have a lift. On the other hand, the clutch was now located at the very rear of the drive train. This makes clutch replacement and service a simple, inexpensive, and readily owner-doable proposition.

The "t" was home to other Ferrari firsts: It used power assisted steering for the first time, and had a 3-position electronically controlled suspension for a variable trade off between ride quality and road holding. It also had standard ABS.

The Mondial t represented the most substantial upgrade to the Mondial model line in performance and handling since its introduction in 1980. Previous Mondials had rarely justified their price premium over the competition in terms of bare performance statistics, which led to some poor press coverage. The "t" offered greater performance whilst retaining a mid-engined layout and a practical packaging layout, and was more favorably received. It also had the advantage of two usable rear seats.

Despite over a decade in production, with consistent updates throughout, the Mondial's final models weighed less than its earlier models; typically, updates to a long production run add significant mass to a particular model. The company has not produced a mid-engined 2+2 car since, in fact front-engined V12s such as the 456 and the current 612 Scaglietti, were the company's only 4-seat vehicle offerings until 2009's V8 "California". However, the California is front engined, leaving the Mondial t as the most modern 4-seat, mid-engined, Ferrari yet produced.

PPG Pace Car

The Mondial based Ferrari PPG Pace Car was built exclusively for PPG Industries to use as a safety car for the PPG Indy Car World Series as part of its pace car program. Built by Ferrari under the design of I.DE.A Institute at a cost of approximately $1 million, it was introduced at the1989 Champion Spark Plugs 300 in Laguna Seca.

In 2004, one of its examples was offered at a Christie's auction held during the 2004 24 Hours of Le Mans, where it was sold for €70,500.

>>Ferrari Colombo engine

Ferrari Colombo engine

Ferrari 212 2.6 L engine

Colombo Type 125 Testa Rossa engine in a 1958 250TR

Colombo Type 125 Testa Rossa engine in a 1961 250TR Spider

Colombo Type 125 engine in a 1962 250 GTO

Flat-12 Colombo in a 1991 Testarossa

Ferrari's earliest cars used engines designed by Gioacchino Colombo, who had formerly designed Alfa Romeos for Enzo Ferrari. These V12 powerplants ranged from the diminutive 1.5 L (1497 cc) unit fitted to the 125S to the 3.3 L (3285 cc) unit in the 1966 275.

Enzo Ferrari had long admired the V12 engines of Packard, Auto Union, and Alfa Romeo(where he was long employed), but his first car, the 1940 Auto Avio Costruzioni 815, used aFiat straight-8. It was only natural that his first homegrown engine would be a V12, and the same basic design would last many years, with development continuing long after original designer Colombo had been replaced by Aurelio Lampredi as the company's marquee engine designer. Although Lampredi's engines were a real force for the company, it was Colombo's V12 which would be the primary motivator for the company's consumer products through the 1950s and 1960s.

125

The first homegrown Ferrari engine was the 125. First appearing May 11, 1947 under the hood of Ferrari's 125 S sports racer, the engine allowed the company to claim six victories in 14 races that year. The 125 S sported tiny 55.0 mm (2.2 in) by 52.5 mm (2.1 in) cylinders, the resulting 124.73 cc of each cylinder rounded up to give the engine, and the car, its name. Overall, the engine displaced exactly 1,496.77 cc (91 in³). It had a single overhead camshaft on each bank of cylinders with a 60° angle between the two banks. The engine had two valves per cylinder fed through three Weber 30DCF carburettors. A 7.5:1 compression ratio yielded 118 hp (88 kW) at 6800 rpm.

Colombo and Ferrari had designed the engine with Formula One regulations in mind, and introduced it the next year in the company's first F1 car, the 125 F1. This time, it was supercharged, in accordance with F1 dictates, for a total output of 230 hp (172 kW) at 7,000 rpm. However, the Roots-type single-stage supercharger was incapable of producing the high-end power required to compete with the strong eight-cylinder Alfa Romeo 158 and four-cylinder Maserati 4CLT. Strong driving and a nimble chassis, however, allowed the company to place third in its first outing, at the Valentino Grand Prix on September 5, 1948 and the company persevered in racing.

For 1949, the engine was further modified with dual overhead camshafts (though still two valves per cylinder) and a two-stage supercharger. This combination gave the car better top-end performance and the resulting 280 hp (209 kW) gave it five Grand Prix wins. Development continued the following year, but the problematic superchargers were dropped in favor of larger displacement and Lampredi's 275 engine superseded the original Ferrari engine.

Applications:

• 1947 Ferrari 125 S — 118 hp (88 kW)
• 1948 Ferrari 125 F1 — Single supercharger, 230 hp (172 kW)
• 1949–1950 Ferrari 125 F1 — Dual-stage supercharger, 280 hp (209 kW)

58.8 mm stroke

The early 166, 195, and 212 cars used Colombo V12s of varying sizes. All shared the same 58.8 mm (2.3 in) stroke, with 60, 65, and 68 mm (2.7 in) bores giving displacements of 1995, 2341, and 2563 cc in the 166, 195, and 212 respectively. Output ranged from 105 hp (78 kW) to 165 hp (123 kW).

250

One of the most common Colombo engines is the 250. It bowed in 1952 in the 250S and lasted through the 1963 330 America. It used a 73 mm (2.9 in) bore with the common Colombo stroke of 58.8 mm (2.3 in) for a total of 2953 cc.

275

The final 58.8 mm (2.3 in) Colombo Ferrari was the 275. It used a 3286 cc variant of the V12 with a wide 77 mm (3.0 in) bore for up to 300 hp (224 kW).

330

The 1960 400 Superamerica replaced the previous model's Lampredi engine with a 3967 cc Colombo. It diverged from the standard 58.8 mm (2.3 in) stroke with a 71 mm (2.8 in) stroke and 77 mm (3.0 in) bore. Output was 340 to 400 hp (298 kW) with triple Weber carburetors.

Although the 1963 330 series also used a 3967 cc engine with the same bore and stroke as the 400 Superamerica, this engine was quite different. It used a wider bore spacing, paving the way for future displacement increases. The spark plugs were moved and a new water pump was used. The dynamo on the prior versions was replaced by a true alternator. In the end, 300 hp (223 kW) was on tap.

Four-cam

The Colombo V12 was substantially reworked for 1967's 275 GTB/4. It still used two valves per cylinder, but dual overhead cams were now used as well. In a departure from previous Ferrari designs, the valve angle was reduced three degrees to 54° for a more-compact head. The dual camshafts also allowed the valves to be aligned "correctly" (perpendicular to the camshaft) instead of offset as in SOHC Ferraris. It was a dry-sump design with a huge 17 qt (16 L) capacity. The engine retained the bore and stroke dimensions of the 275 model for 3286 cc of displacement. Output was 330 hp (246 kW) at 8000 rpm and 240 lb·ft (325 Nm) at 6000 rpm with six Weber 40 DCN 9 carburetors.

365

The 71 mm (2.8 in) Colombo engine was enlarged with an 81 mm (3.2 in) bore to 4390 cc for 1966's 365 models. This same engine would continue for the Daytona and was flattened for use in the 365 GT4 BB of 1971.

400

The Colombo engine was enlarged again to 4823 cc for 1976's 400 with the same 81 mm (3.2 in) bore and a 78 mm (3.1 in) stroke.

Applications:

• 1983–1985 400i

512

Another flat version (bored to 82 mm) was fitted to the 512BB.

• Fuel-injected
  • 1981–1985 512 BBi
• Tipo F113B
  • 1985–1991 Testarossa
• Tipo F101
  • 1986–1988 412i
• Tipo F113G
  • 1992–1995 512 TR

>>Ferrari 458 Italia

Ferrari 458 Italia

Ferrari 458 Italia Manufacturer Ferrari Also called 458 Italia Production 2009-present Model years 2010-present Assembly Maranello, Italy Predecessor Ferrari F430 Body style 2-seat Berlinetta Layout Rear mid-engine, rear-wheel drive Engine 4.5 L V8 Transmission 7-speed dual-clutch Wheelbase 2,650 mm (104.3 in) Length 4,527 mm (178.2 in) Width 1,937 mm (76.3 in) Height 1,213 mm (47.8 in) Curb weight 1,485 kg (3,274 lb) Designer Pininfarina

	Ferrari 458 Italia at Goodwood Festival of Speed 2010

The Ferrari 458 Italia is a mid-engined sports car produced by the Italian sports car manufacturer Ferrari. The 458 Italia replaces the Ferrari F430. The 458 Italia was officially unveiled at the 2009 Frankfurt Motor Show on 15 September 2009.

Specifications

In Ferrari's first official announcement of the car, the 458 Italia was described as the successor to the F430 but arising from an entirely new design, incorporating technologies developed from the company's experience in Formula 1.

Engine

The 458 Italia is powered by a 4.5 L (270 cu in) V8 engine derived from a shared Ferrari/Maserati design, producing 570 PS (419 kW; 562 hp) at 9,000 rpm (redline) and 540 N·m (398 lb·ft) at 6,000 rpm with 80% torque available at 3,250 rpm.The engine features direct fuel injection, which is a first for Ferrari mid-engine setups in its road cars. The 4.5 L V8 in the 458 currently holds the world record for most power per liter in a naturally aspirated production car engine.

Transmission

The only transmission available on the 458 is a dual-clutch 7-speed gearbox. There is no traditional manual option, making this the fifth road-car after the Enzo, California, Challenge Stradale and 430 Scuderia not to be offered with Ferrari's classic gated manual. It is the first mainstream model to not be offered with a manual transmission.

Handling

The car's suspension features double wishbones at the front and a multi-link set-up at the rear, coupled with E-Diff and F1-Trac traction control systems, designed to improve the car's cornering and longitudinal acceleration by 32% when compared with its predecessors.

The brakes include a prefill function whereby the pistons in the calipers move the pads into contact with the discs on lift off to minimize delay in the brakes being applied. This combined with the ABS has reduced 100–0 km/h (62-0 mph) braking distance to 32.5 metres (107 ft).

The adaptive magnetorheological dampers are co-developed with BWI Group.

Performance

Ferrari's official 0-100 km/h (62 mph) acceleration is under 3.4 seconds,while top speed is over 325 km/h (202 mph), with a fuel consumption in combined cycle (ECE+EUDC) 13.3 L/100 km (21.2 mpg_-imp; 17.7 mpg_-US) while producing 307g/km of CO₂.

Design

The small aeroelastic winglets generate downforce and, as speed arises, deform to reduce the section of the radiator intake and cut drag.

The body was designed by Pininfarina, as with all recent Ferrari models. The car’s exterior styling and features were designed for aerodynamic efficiency, producing a downforce of 140 kg at 124 miles per hour (200 km/h).In particular, the front grille features deformable winglets that lower at high speeds, in order to offer reduced drag. The car's interior was designed using input from former Ferrari Formula 1 driver Michael Schumacher, including a new steering wheel design which incorporates many features and controls as opposed to their being on the dashboard, similar to racing car designs.

According to British car magazine Autocar, the 458 Italia's design has drawn inspiration from the Enzo Ferrari and its Millechili concept car. It has been designed to be Ferrari's sportiest V8-engined car, to distinguish itself from the recently launched Ferrari California.

The 458 was also reviewed on 15th season of Top Gear, where it received acclaim for its styling and performance. In a drag race against a Ferrari F430, it won by a considerable margin. The car also lapped the Top Gear test track in 1:19.1, just 0.1 seconds slower than the Ferrari Enzo.

458 Challenge

The 458 Challenge was presented at the Ferrari Annual Dealer Meeting on 14 July 2010. Ferrari says their newest Challenge racer can lap the Fiorano test track in 1:16.5, which is two seconds faster than its F430 Challenge predecessor and only .2 seconds slower than the Ferrari FXX.

Recall: wheel-arch adhesive fires

On the 24th August 2010, BBC News reported that ten 458s had either crashed or caught fire in just three months. Ferrari responded later that it was aware of the fire-related cases, and was in the process of investigating them.

On September 1, 2010 Ferrari officially recalled all 1,248 of the 458s sold to date. A spokesman commented that the problem had been traced to adhesive used in the wheel-arch assemblies and that, in certain circumstances, the glue could begin to overheat, smoke and even catch fire. In extreme cases the melting adhesive could lead to the heat shield deforming, and hence moving closer to the exhaust, causing the wheel-arch lining to catch fire. Owners who had reported fires, that were later confirmed by independent engineers to be due to this problem, will now receive a new car. All other cars will be modified replacing the adhesive with mechanical fasteners.

458 Spider

458 Italia Spider at the Frankfurt Motor Show 2011.

Ferrari unveiled the 458 Spider at the 2011 Frankfurt Motor Show. This convertible variant of the 458 Italia features an aluminium retractable hardtop which, according to Ferrari, weighs 25 kilograms (55 lb) less than a soft roof such as the one found on the Ferrari F430 Spider, and can be retracted in 14 seconds. The engine cover has been redesigned to cope with the retractable roof system. Ferrari plans to make 1,500-2,000 458 Spiders every year.It has the same 0-60 time as the hard-top but it will only do 198 mph.

 

 

Racing

Ferrari 458 GTC

Category	ACO GTE
Constructor	Ferrari
Technical specifications
Chassis	Aluminium Monocoque
Suspension (front)	Double wishbone
Suspension (rear)	Multi-link
Axle track	Front: 1,720 mm (67.7 in), Rear: 1,688 mm (66.5 in)
Wheelbase	2,650 mm (104.3 in)
Engine	Ferrari F142 4,497 cc (274.4 cu in) V8Naturally aspirated mid-engined,longitudinally mounted
Transmission	Hewland 6-speed sequential manual
Weight	1,245 kg (2,740 lb)
Tyres	Michelin, Pirelli, Dunlop
Competition history
Notable entrants	AF Corse,  Risi Competizione,  JMW Motorsport,  Extreme Speed Motorsports,  Luxury Racing
Notable drivers	Toni Vilander,  Gianmaria Bruni,  Giancarlo Fisichella,  Jaime Melo  Michael Waltrip
Debut	2011 Intercontinental Le Mans Cup Sebring 12Hrs.
Races Wins Poles Fastest laps 7  3 2 2

458 Italia GTC

Ferrari unveiled their new GTE racer for the 2011 races sanctioned by the ACO. The 458 GTC drops the "flex splitter" found in the road cars and replaced with a more conventional inlet, with the air exit out through louvers in the bonnet. Under new restrictor regulations, the 4.5L engine produces 464 hp (346 kW; 470 PS), which is less than the road car and the 458 Challenge. The double-clutch gearbox had to be replaced but paddle-shifting is retained since rules in 2011 allow them. 6 Ferrari 458 Italia GTCs are on the entry list in 2011 Le Mans 24 Hours, backed by 4 older F430 GTCs. Ferrari 458 GTCs also compete in the American Le Mans Series, FIA World Endurance Championship and European Le Mans Series.

So far, the 458 Italia GTC has had an excellent racing record. The car has finished 2nd in the 2011 24 Hours of Le Mans, 1st at the 2011 Petit Le Mans, 3rd at the 2012 12 Hours of Sebring, and has won both the 2011 Intercontinental Le Mans Cup and the 2011 Le Mans Series.

458 Italia GT3

Ferrari also unveiled a GT3 version of the Ferrari 458 in 2011. The car is heavier but more powerful than the GTC version, producing closer to 500 HP. The aerodynamics of the car are also slightly different due to different aero regulations. The GT3 version lacks traction control and ABS. The 458 Italia GT3 is involved in numerous racing series including the FIA GT3 European Championship, FIA GT1 World Championship, Blancpain Endurance Series, International GT Open, and numerous other national GT3 championships. The car won the 2011 FIA GT3 European Championship by the team AF Corse.

458 Italia Grand-Am

In 2012, Ferrari developed a modified version of the 458 GT3 for Grand-Am. The car is heavier and produces less downforce than the GT3 car; the engine is also restricted more heavily. The rollcage is also modified due to stricter safety regulations. The car debuted at the 2012 24 Hours of Daytona.

Awards

Auto Zeitung magazine awarded Ferrari 458 Spider "Best Cabrio 2011".Motor Trend awarded the Ferrari 458 Italia with the title of "Best Driver's Car" in 2011