The Ferrari 458 Speciale is perfect fodder for Channel 5’s questioning science show “How do they do it?”, the “it” in question, taking a Ferrari 458 Italia, a car heaped with praise, and making it even more of a thrill ride.
Carrying on where the old 430 Scuderia left off, the Speciale is a harder, faster, lighter 458 for the sort of well-heeled enthusiast looking to indulge in some occasional track work, and prepared to compromise a little for the privilege. At $281,000, the Speciale costs a not insignificant $49,500 more than the Italia, but that money buys a comprehensive package of engine, suspension and aerodynamic improvements that help make this one of the most enjoyable Ferrari sports cars ever built.
Already one of the greatest powerplants in the business, the 4.5-litre V8 benefits from new pistons for a sky-high 14:1 compression ratio, higher lift camshafts, new intake runners and a low back pressure exhaust. Power is up from 562bhp to 597bhp, giving it more bhp per litre than any other naturally aspirated engine, and accessed by a seven-speed dual clutch transmission that now swaps cogs 10 per cent faster on up changes, and a massive 44 per cent quicker on the way down.
Factor in a kerb weight of about 1,390kg with fluids, down 90kg compared with the Italia thanks to forged wheels, lighter engine components and thinner glass, and you’ve got one of the few cars capable of making the 458 Italia’s performance look second rate. The 0-62mph sprint falls 0.2sec to 3sec and it can lap Ferrari’s Fiorano test rack in 1m 23.5sec, 1.5sec faster than either the Italia, or the old 430 Scuderia.
What those numbers don’t illustrate, is just how easy it is for mere mortals to tap into that performance. Acknowledging that only a fraction of Speciale buyers will possess the driving talent of the men responsible for honing its on-limit behaviour, Ferrari came up with SSC or side slip angle control. Essentially a clever algorithm that compares the actual slip angle of the car with a target figure and then adjusts the locking action of the rear differential to suit, SSC positively encourages you to drive up to, and beyond the tyres’ limits.
If SSC detects understeer, it reduces differential torque to increase agility and help the car turn. If it senses too much oversteer, more lock is applied to improve stability. And if you really get out of shape, the F1-trac system will subtly intervene. The system is smart enough to know that one spinning wheel, say from bumping over a kerb, doesn’t necessarily mean impending death. It does its little sums and, if possible, will always maintain drive to the wheels. No other supercar is quite so flattering of a modestly capable driver.
SSC isn’t the only significant tech though. Flaps in the front grille open at speed, directing air underneath to balance the car front and rear, while electrically controlled flaps in the rear diffuser can provide low drag in a straight line, and high downforce in corners. The other significant addition is a bespoke version of Michelin’s new Pilot Sport Cup tyre, which boosts steering precision and promises not to punt you into the scenery at the sight of standing water, a favourite trick of its predecessor, and the reason Ferrari has never used them before.
Perhaps the most welcome discovery is that despite its track day leanings, the Speciale works almost as well away from the circuit as it does on it. The interior is functional rather than lavish, the engine – soulful, but never sweet - sounds slightly more strained, and the ride is a little firmer. That’s firmer as distinct from uncomfortable, because you can still dial back the adaptive dampers using a button (one of too many) on the steering wheel when faced with less than Fiorano-smooth Tarmac.
Is the Speciale worth 20 per cent more than the standard 458, itself one of the greatest supercars any amount of money can buy? No one needs more than the 458 can deliver, and the Speciale is slightly less rounded in character. But machines like this are about delivering visceral excitement above all else, and you’d struggle to have more fun behind the wheel of a car.
by Chris Chilton
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