|2011 458 Italia||2011 458 Italia||2011 458 Italia Siracusa||2011 458 Italia Grand Am||2011 458 Italia|
Image credits: © Ferrari.
2010 Ferrari 458 Italia news, pictures, and information
In fact the main commands are now grouped on the §teering wheel, the secondary commands are handily set in two satellite pods either side of the dash and there are now comprehensive instrument displays on the panel ahead of the driver. These solutions represent an important safety aspect, enabling the driver to concentrate fully on driving. Similarly this layout ensures maximum control of the car in highperformance driving, an uncompromising approach that derives directly from Ferrari's F1 experience.
Working closely wîth the Ferrari Styling Centre, the engineers have thus reinterpreted the positioning of the major commands to provide a truly driver-oriented cockpit. All §teering-column mounted stalks have been eliminated, wîth the indicators, full beam, flash and windscreen wiper functions now being activated by buttons on the §teering wheel boss. The button to select the shock absorber setting is now positioned next to the ‘Engine start' button where it falls readily to hand. Behind the wheel are a number of secondary functions, such as the stereo, while the gearbox paddles are now longer making shifts even easier from any §teering angle.
The right-hand satellite pod on the dash incorporates controls for the infotainment, the Bluetooth connection, sat-nav, digital speedo and rear parking camera. Clustered on the left-hand satellite pod instead are the optional cruise control, buttons for choosing the video setting of the left-hand dash TFT screen and the on-board computer interface. The latter controls the trip computer, the Vehicle Dynamic Assistance and the display of the car's set-up.
The Vehicle Dynamic Assistance monitors the operating parameters of the most important areas of the car - engine/gearbox, tyres and brakes. The VDA is enabled in the following manettino settings – Race, CT off and CST off – and provides visual confirmation of the status of each component based on an algorithm from parameters reading lateral and longitudinal acceleration, revs and speed. This enables the driver to assess the ideal operating conditions for the car. There are three status settings: WARM-ÚP (operating temperature too low), GO (ideal operating conditions) and OVER (one or more components are no longer at their optimum level and need cooling).Source - Ferrari
ITALIA - Ferrari's innovative new V8The 458 Italia is the latest incarnation of the mid-rear engined berlinetta and will be unveiled at the next Frankfurt Motor Show
While it's true that every Ferrari is innovative by definition, it's equally true that in the course of the Prancing Horse's history, certain cars have marked a genuine departure from the current range. This is very much the case wîth the Ferrari 458 Italia, which is a massive leap forward from the company's previous mid-rear engined sports cars.
The new model is a synthesis of style, creative flair, passion and cutting-edge technology, characteristics for which Italy as a nation is well-known. For this reason Ferrari chose to add the name of its homeland to the traditional figure representing the displacement and number of cylinders.
The Ferrari 458 Italia is a completely new car from every point of view: engine, design, aerodynamics, handling, instrumentation and ergonomics, just to name a few.
A two-seater berlinetta, the Ferrari 458 Italia, as is now traditional for all Ferrari's road-going cars, benefits hugely from the company's Formula 1 experience. This is particularly evident in the speed and precision wîth which the car responds to driver inputs and in the attention focused on reducing internal friction in the engine for lower fuel consumption than the F430, despite the fact that both overall displacement and power have increased. However, Ferrari's track experience makes its presence felt in the 458 Italia not only in terms of pure technological transfer but also on a more emotional level, because of the strong emphasis on creating an almost symbiotic relationship between driver and car. The 458 Italia features an innovative driving environment wîth a new kind of §teering wheel and dashboard that is the direct result of racing practice. Once again input from Michael Schumacher - who was involved from the very start of the 458 Italia project - played an invaluable part.
|Engine : 4.5 L., 8-cylinder|
Power: 570 hp
Torque: 398 ft-lbs
The new 4499 cc 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 wîth the traditional flat-plane crankshaft, the engine delivers 570 CV at 9000 rpm and, wîth an outstanding power output of 127 CV/litre, sets a new benchmark not only for the whole Ferrari range and the history of company, but also for the entire market §egmènt. Maximum torque is 540 Nm at 6000 rpm, over 80 per cent of which is available from 3250 rpm. Specific torque is a record 120 Nm/litre. However, what is truly extraordinary is the amount of torque available while still maintaining high levels of power at low revs.
The car's soundtrack is also typical Ferrari, wîth an exciting, powerful growl emerging from the engine before it channels through to the exhaust's three rear tailpipes.
The 458 Italia is equipped wîth the seven-speed dual-clutch transmission which increases performance whilst providing very smooth shifts even at full throttle. The engineers have developed specific, sportier gear ratios to match the power and torque curves of the new V8, guaranteeing high torque even at lower engine speeds and allowing the car to reach its maximum speed in top gear.
This new Ferrari is also a major leap forward when it comes to cutting emissions. Despite the fact that the new engine is significantly more powerful than the V8s that preceded it, the Ferrari 458 Italia produces just 320 g/km of CO2 and fuel consumption is 13.7 l/100 km (combined cycle), the best in the entire §egmènt.
The engineers also focused on weight reduction during the design phase for similar reasons. Consequently, the Ferrari 458 Italia has a dry weight of 1380 kg wîth a power-to-weight ratio of 2.42 kg/CV. Weight distribution is also optimal wîth 58 per cent over the rear axle. The result of the engineers' endeavours can be summed up in to two simple statistics which together perfectly encapsulate the Ferrari 458 Italia's exceptional performance: 0-100 km/h acceleration in under 3.4 seconds and a maximum speed in excess of 325 km/h.
For the new chassis, once more in aluminium, Maranello's engineers incorporated various types of advanced alloys along wîth aerospace -derived manufacturing and bonding techniques.
With regard to vehicle dynamics, the Ferrari 458 Italia's suspension features twin wishbones at the front and a multi-link set-up at the rear tuned for maximum roadholding and superlative handling. Along wîth a more direct §teering ratio, the 458 Italia thus offers extremely rapid turn-in and body control whilst maintaining superior ride comfort.
The integration of the E-Diff and F1-Trac (now controlled by the same ECÚ) and their respective mappings is even greater, resulting in a 32 per cent increase in longitudinal acceleration out of corners compared to previous models. The evolution of the control logic, wîth even faster and more accurate calculation of levels of grip, ensures even greater roadholding, better handling and ease of control on the limit.
The same ECÚ also governs the high-performance ABS, providing even more precise control over the logic threshold and greater efficiency. The brakes also feature a prefill function whereby the pistons in the callipers move the pads into contact wîth the discs on lift off to minimise delay in the brakes being applied. This combined wîth the ABS has cut the 100-0 km/h braking distance to a mere 32.5 metres.
The Ferrari 458 Italia's interior is another area of the car that exalts its sporty personality. The driver is welcomed by a new layout and a revolutionary ergonomic interface where the main controls are all clustered on the §teering wheel.
With the Ferrari 458 Italia, Maranello has brought a highly distinctive new car to its 8-cylinder range. The company now offers two models that share a common, race-derived DNA, both exceptionally sporty and fun to drive in true Ferrari tradition, but aimed at two very different kinds of client. While the Ferrari California was created for owners requiring a more versatile sports car wîth a practical edge, the 458 Italia is designed for owners for whom the priority is uncompromising on-road performance wîth occasional track day capability, but who still demand a car that is useable in day-to-day driving like all Ferrari's recent models.Source - Ferrari
The Ferrari 458 Italia unveiled at the Frankfurt Motor ShowThe Ferrari 458 Italia, that debuts today at the IAA Frankfurt Motor Show, is an 8-cylinder two-seater berlinetta wîth a mid-rear mounted engine, and represents a genuine break wîth the past in terms of Maranello's previous high-performance sports cars. Designed to fulfil the expectations and ambitions of our most passionate clients, the 458 Italia continues the Ferrari tradition of putting the thrill into driving as a result of track-derived technological innovations.
Maranello's racing experience can be felt not only in terms of pure technological transfer but also on a more emotional level, because of the strong emphasis on creating an almost symbiotic relationship between driver and car. This is one of the areas where Michael Schumacher's contribution, right from the early stages of the project, was of fundamental importance.
Thanks to a new 4,499 cc V8 engine, which punches out 570 CV, the F1 dual-clutch gearbox and a 1,380 kg dry weight, the 458 Italia boasts an extraordinary weight-power ratio of 2.42 kg (a power-weight ratio of 413 CV per ton). This means it sprints from 0 to 100 km/h in under 3.4 seconds and hits a maximum speed of over 325 km/h.
The 458 Italia delivers superb vehicle dynamics wîth an ideal weight balance for a mid-rear engined sports car – 58 per cent rear, 42 per cent front. Evolved electronic control systems also help guarantee maximum performance in all driving conditions. Its new suspension set-up, featuring twin wishbones wîth L arms at the front and a multilink set-up the rear, is tuned for ultimate road-holding and superlative handling. This, together wîth a more direct §teering ratio, ensures the car is extremely responsive whilst maintaining superior ride comfort.
As is the case wîth the Scuderia's Formula 1 single-seaters, the engineers focused their efforts on achieving maximum efficiency right across the board wîth this car. The result is that the Ferrari 458 Italia produces only 307 g/km of CO2 and has a fuel consumption of just 13.3 l/100 km (combined cycle), a benchmark for the entire §egmènt.
Aside from the work done to reduce both internal friction in the engine and overall weight, this result is has been achieved thanks to aerodynamic research which focused on cutting drag and maximising downforce.
The 458 Italia is thus a synthesis of technological innovation, creative flair, style and passion, a combination of characteristics for which Italy as a nation is renowned. Ferrari's Chairman, Luca di Montezemolo, chose to pay homage to this fact by adding the name of the car's homeland to the traditional figure representing the displacement and number of cylinders.
Styling and aerodynamics
Every Ferrari is the result of an uncompromising design approach that integrates styling and aerodynamic requirements. The Pininfarina design features compact, aerodynamic lines, underscoring the concepts of performance-oriented efficiency that inspired the project.
The nose features a single opening for the front grille and side air intakes, wîth aerodynamic sections and profiles designed to direct air to the coolant radiators and the new flat underbody. The nose also sports small aeroelastic winglets which generate downforce and, as speed rises, deform to reduce the section of the radiator intake and cut drag.
The oil 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. Úsing experience gained in aerodynamic development on the Ferrari F430 GT2, the flat underbody now incorporates the air intakes for engine bay cooling. These are positioned ahead of the rear wheelarches where they use pressure differences to efficiently channel air flow to the engine bay, at the same time generating more rear downforce.
The car's sills are characterised 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, in mid-rear V8 Ferrari tradition, is visible below the engine cover.
Technical development of the car's shaped started using CFD (Computational Fluid-Dynamic) techniques which helped optimise the management and interaction of the internal flows prior to wind tunnel testing. The latter was carried out on Ferrari's rolling road facility using modular 1:3 scale models. The final solution chosen ensured adequate cooling to the running gear, while, at the same time, achieving a high level of aerodynamic efficiency (1.09) through excellent drag and downforce figures (Cd 0.33 and Cl 0.36 respectively) wîth 140 kg of downforce 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 minimise the impact of the internal cooling flows on drag and downforce. The oil radiators for the gearbox and clutch are are situated in the tail wîth air fed from two intakes on the top of the rear wings. The hot air from the radiators creates a base bleed effect, venting into the car's low-pressure trail below the nolder and reducing drag.
The air intakes for engine bay cooling are situated on the aerodynamic underbody, where differences in pressure channel the air in the most efficient manner, and are positioned to increase rear downforce. Similarly air is channelled from the front air dam to the rear diffuser where the position and number of the fences has been developed to optimise the distribution of the vortex to improve rear downforce.
The engine is a dry-sump 90 degree V8 wîth 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 – wîth a high 12.5:1 compression ratio and maximum power output of 570 CV. This equates to an outstanding power output of 127 CV/litre, a new benchmark for a naturally-aspirated production engine.
The generous torque available - 540 Nm at 6000 rpm, wîth 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.
The design of the engine components has been influenced by the carry-over of racing technology – F1 in particular – for maximum fluid-dynamic efficiency in order to achieve both performance and fuel consumption objectives, and meet the most stringent international emissions restrictions. The piston compression height was reduced as per racing engine practice. Similarly, thinner compression rings have been adopted to minimise friction between piston and liner. A graphite coating was applied to the piston skirt for the same reason.
To help further reduce 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 optimise the scavenge function and create a strong vacuum (800 mbar) around the crankshaft. This solution prevents excess 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 windage caused by the pumping action of the pistons.
The engine 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 wîth continuously variable timing on both inlet and exhaust cams. The aluminium 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, optimising 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 wîth 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 pulverisation of the petrol and an optimal air/fuel mix right up to 9000 rpm. This feature again results in better performance and lower fuel consumption.
The exhaust system was designed to provide the kind of thrilling soundtrack owners of Ferrari's V8s are used to whilst also guaranteeing high levels of acoustic comfort. One of the main objectives wîth the exhaust was 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 emissions.
Dual-clutch F1 gearbox
One of the important novelties 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 shafts. 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.
The modular chassis is an all-new design. New alloys join the traditional aluminium, along wîth high-resistance aluminium extrusions, developed by the aviation , and innovative manufacturing processes, such as heat-forming. The aim was to keep weight down to the benefit of performance and handling. The result is a chassis wîth improved structural rigidity, wîth torsional rigidity up 15 per cent compared to the F430, and beam stiffness up 5 per cent.
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 ECÚ (-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 ride comfort.
Vehicle dynamics and electronics
On the 458 Italia the E-Diff and F1-Trac control software are integrated in the same ECÚ. This minimises communication times between the two systems and, at the same time, the individual logics were evolved to improve vehicle performance.
A new Power On strategy has been developed for the E-DIff governing traction out of corners and is integrated wîth the F1-Trac logic, an evolution in the combined action of both systems which is also connected wîth the high-performance ABS control logic, which is specially set up for high-grip surfaces.
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. The E-Diff 3 now works in a more integrated manner wîth the F1-Trac, using a series of F1-Trac parameters and evaluations (such as estimates of grip) both in manettino positions in which the F1-Trac is inserted (Sport – Race) and those in which 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), which translates into improved grip, better roadholding 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.
Since the beginning of 2008 Brembo carbon-ceramic brakes have been standard on all Ferraris. The 458 Italia is no different and is equipped wîth 6-pot aluminium callipers wîth 398 x 223 x 36 mm discs at the front, and 4-pot aluminium callipers wîth 360 x 233 x 32 mm discs at the rear.
The 458 Italia boasts outstanding braking distances (100-0 km/h in 32.5 metres; 200-0 km/h in 128 metres) thanks to the development and optimisation of the Bosch control logic and the evolution of Ferrari's Pre-Fill logic, which reduces response times by activating the pistons in the callipers, thus minimising the gap between the brake pad and the disc as soon as the driver lifts off the accelerator. Similarly, these excellent results were achieved thanks to a specific calibration of the ABS for medium/high grip surfaces, and by integrating the ABS control logic wîth 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.
The Ferrari Styling Centre set out to re-interpret Ferrari's traditional sports car interior themes in an innovative and functional way. The interior reflects the design rigour of the exterior of the car, wîth clean, uncluttered forms that highlight the new driver-oriented cockpit inspired by the racing world.
Radically new and intuitive ergonomics see the driver set in the centre of a simple, streamlined lay-out. The upper and lower surfaces of the dashboard are trimmed in leather while the instrument binnacle sits atop an aluminium insert that forms a single, structural element housing the satellite pods and secondary commands. The original shape of the air vents was inspired by the design of Formula 1 exhaust chimneys in use up until a few years ago.
The slim and minimalist centre console features a sculpted aluminium casting which houses the F1 panel. This panel includes the Launch Control along wîth the secondary gearbox controls for reverse and auto settings. There is also a leather-trimmed ergonomic wrist support for actioning the F1 panel buttons and the electric window lifts. The console also includes two Alcantara-trimmed storage trays for small oddments.
The door panel is fitted wîth side airbags and its simple sleek lines are enhanced by the fact that the demisting vents for the side windows are now positioned on the corners of the dash. There is additional oddments storage space in the soft leather pocket at the bottom of the door.
Working closely wîth the Ferrari Styling Centre, the engineers have reinterpreted the positioning of the major commands to provide a truly driver-oriented cockpit. All main controls are now located directly on the §teering wheel, while secondary functions are set in two satellite pods either side of the dash and the panel ahead of the driver includes comprehensive instrument displays. These solutions represent an important safety aspect, enabling the driver to concentrate fully on driving. Similarly this layout ensures maximum control of the car in high-performance driving, an uncompromising approach that derives directly from Ferrari's F1 experience.
Steering wheel and dash
In a radical move that emphasises the vicinity of Ferrari's road cars to its F1 cars, the §teering-column mounted stalks have been eliminated and all the major commands are now on the §teering wheel for maximum vehicle control at all times.
The 458 Italia is equipped wîth a Racing manettino switch which is biased towards more sporting set-ups, giving the driver a wider selection of track-oriented electronic control parameters. In fact the F430's ICE setting has been dropped in favour of CT-Off which de-activates the traction control while maintaining the stability control.
The right-hand satellite pod on the dash incorporates controls for the infotainment, while the one on the left controls the Vehicle Dynamic Assistance display on the left-hand TFT screen. The Vehicle Dynamic Assistance monitors the operating parameters of the most important areas of the car - engine/gearbox, tyres and brakes. The VDA is enabled in the following manettino settings – Race, CT Off and CST Off – and provides visual confirmation of the status of each component based on an algorithm from parameters reading lateral and longitudinal acceleration, revs and speed. This enables the driver to assess the ideal operating conditions for the car. There are three status settings: WARM-ÚP (operating temperature too low), GO (ideal operating conditions) and OVER (one or more components are no longer at their optimum level and need cooling).
Carrozzeria Scaglietti Personalisation Programme
The Carrozzeria Scaglietti Programme allows Ferrari clients to personalise their car to suit their own tastes and requirements. As wîth the rest of the range, there are four main personalisation areas dedicated the 458 Italia: Racing and Track, Exterior and Colours, Interior and Materials, Equipment and Travel.
The car's sporting character can be further underlined by fitting the optional diamond-finish forged alloy wheels or the Racing Superleggero (super lightweight) seats in carbon-fibre. Naturally, there is a virtually infinite number of trim combinations available for the interior, wîth a choice between leather, carbon-fibre and Alcantara.
Samples of colours and materials as well as virtual configuration tools are available to clients at every Ferrari showroom to help them choose their specifications. They may also request out-of-range colours and content to ensure their 458 Italia is truly unique.Source - Ferrari
The Ferrari 458 Italia debuts at Frankfurt: 570 CV and just 307 g/km of CO2One-to-One programme extended to the Ferrari California
The Ferrari 458 Italia debuts on the Ferrari stand at the 63rd IAA Frankfurt Motor Show. The unveiling of the new berlinetta comes after a series of innovative on-line sneak previews on www.ferrari.com, the official Ferrari web site, wîth exclusive photos, videos and details of the new car.
The Ferrari 458 Italia represents a genuine evolution of Maranello's mid-rear engined V8 sports cars and the public will be able to admire two examples on the stand – in Rosso Corsa and Giallo Modena Tristrato. As wîth every new Ferrari the 458 Italia is a concentration of innovation thanks, in no small part, to the company's racing expertise. Employing exactly the same techniques and methods used to develop the Scuderia's F1 cars, Ferrari's engineers concentrated their efforts on obtaining the maximum in terms of efficiency in every aspect of the car, and their commitment was repaid wîth levels of fuel consumption and C02 emissions that set the benchmark in this market §egmènt – 13.3 l/100 km and 307 g/km respectively in the combined cycle (ECE+EÚDC).
This achievement is the direct result of the reduction of internal friction losses inside the engine as well as significant aerodynamics development on the exterior design, including innovative solutions such as the aeroelastic winglets at the front that generate downforce and, as speed rises, deform to reduce the section of the radiator inlets and cut drag.
The new 4,499 cc V8 engine is a veritable powerhouse, punching out 570 CV, and, combined wîth the 7-speed F1 dual-clutch gearbox and a dry weight of just 1380 kg, the 458 Italia boasts a weight-power ratio of 2.42 kg (a power-weight ratio of 413 CV per ton), and can sprint from 0 to 100 km/h in under 3.4 seconds and hit a maximum speed of over 325 km/h.
Another important announcement at Frankfurt is the extension of the Atelier One-to-One personalisation programme to the Ferrari California which thus joins the 612 Scaglietti and the 599 GTB Fiorano. The Ferrari California is the first car in Ferrari's V8 line-up to be included in this exclusive service, and clients may now personalise their car directly at Maranello, benefiting not just from a vast range of special contents to choose from, but also the support of one of the factory's expert specialists.
As well as the F2008, the Scuderia's F1 World Championship-winning car from last season, the Ferrari stand features the flagship 2+2, the 612 Scaglietti, in Grigio Ferro Met. wîth Nero interior, and a 599 GTB Fiorano in Nero Setoso and Nero. The latter is equipped wîth the optional Handling GTE package launched at Geneva this year which now accounts for 70 per cent of all orders. Joining the 458 Italia, and completing the V8 line-up, are two examples of the Ferrari California, the first in Nero Setoso and Cuoio interior and the second, Grigio Titanio wîth Bordeaux interior.Source - Ferrari
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|2011 458 Italia||2011 458 Italia||2011 458 Italia Siracusa||2011 458 Italia Grand Am||2011 458 Italia|